MOTOR & MEP function-4&6

1. Boiler survey requirement as per dg shipping.

Answer given to traasi sir for passing this question

Boiler Survey schedule: “2 surveys in a period of 5 years with not more than 3 years between two
consecutive surveys”,

Cross question, when can you do the first survey, answer,

“Within 30 months from the date of issue of certificate”.

Cross question what if I do my survey in then 10th month…

“Within 36 months from the 10th month, i.e. 46th month (no window period) n one more survey will be
required before the end of the 60th month”…

Cross question, so how many months from then….

“within 14 months from the 46th month”….What is that survey called….answer “Renewal survey”…

If first survey in 18th month- next survey will be after 36 month that is in 54th month.

As per dg shipping circular. No conjunction of 2nd survey with the renewal survey.

But as per DNV circular renewal survey can be conjunction with 2nd survey. Within 15 months from the
month of expiry of the certificate.

DG shipping circular

As per Merchant Shipping (Cargo Ship Safety Construction and Survey) Rules

 For all vessels more than 8 years old, an internal & external examination of the boiler is required
to be carried out at intervals of 1 year.
 Auxiliary water-tube boilers for which the Principal Officer is satisfied that it is being given
correct feed water treatment with proper boiler water analysis shall be examined the boiler
internally and externally at intervals not more 2.5 years (30 months).

Classification Rules and Draft M.S. (Cargo Ship Construction and Survey) Rules and in order to ensure
uniformity with the rules of the Classification Societies, henceforth following periodicity of boiler survey
is applicable:

1. Auxiliary water-tube boilers shall be examined internally and externally at intervals not
exceeding 2.5 years (30months) subject to conditions specified in Note.
2. All other boilers including exhaust-gas boilers, super-heaters, economizers and domestic boilers
(other than domestic boilers having heating surface of not more than 5m2 and a working pressure
 of not more than 3.5 bar gauge) shall be examined internally and externally at intervals not
exceeding 2.5 years (30months).

Survey interval in years

1. Main boilers 2.5 year– 30 months

2. Auxiliary boilers 2.5 year– 30 months

3 Exhaust gas steam generators and economisers 2.5 year– 30 months

* Note : At least 2 surveys are to be carried out within any 5 years but interval between two
consecutive surveys is not to exceed 3 yrs (36 months) .

The Recognized Organization during the Annual Survey shall review the following records since the last
Boiler Survey:

 Operation
 Maintenance
 Repair history
 Feed water chemistry and submit report of the above to the concerned Principal Officer and in
case of any adverse report same shall be brought immediately to the notice of the Directorate and
Principal Officer.

3. Material of brake lining.- Resin bonded glass fiber in mineral flour

4. Keyless propeller is fitting back in dry dock. Reasons for matching mark on propeller with
engine.

Angle of incidence should match with engine unit which is at firing TDC to get maximum thrust

5. Lube oil properties.

 Base number
 Insoluble content
 Flash point
 Total acid number
 Viscosity
 Density

6. Fuel oil properties.

a) Viscosity-
 Viscosity is a measure of fuel’s resistance to flow. Expressed in Redwood or in Cst.
 Higher the viscosity higher will be the specific gravity.
 The viscosity of any oil is indirectly proportional to temperature of oil.
 Viscosity is important for handling, treatment and atomization of the fuel.
 It also is a rough indicator of its carbon and asphalt content.
 High viscosity fuels require proper preheating for good separator operation and heating before
injection for good atomization, this characteristic usually can be handled without any problems.
 By preheating fuel, separation in a centrifuge is improved, but a temperature of 980C should not
be exceeded because flashing of water in the separator may occur with resultant loss of the
centrifuge water seal.
 Caution must be exercised when heating prior to injection to temperatures above 1350C because
cracking may occur, gases may be given off, and water may vaporize forming steam pockets
in the fuel line. Insufficiently heated fuel, on the other hand, can result in poor atomization and
delayed burning, which may lead to higher thermal loading, scuffing problems, possible piston
and piston ring failure, and to an increase in fuel consumption.
 In addition to heating prior to injection, an increase in fuel injection pressure may also be
necessary to maintain design atomization spray patterns depending on fuel used.

b) Specific Gravity
 Specific gravity is defined as the ratio of the weight of a given volume of the product at 15 0C to
the weight of an equal volume of water at the same temperature.
 It is important for oil purification. Therefore, as the specific gravity of fuel approaches 1.0,
centrifuging becomes less effective.
 High specific gravity indicates a heavily cracked, aromatic fuel oil with poor combustion
qualities, which can cause abnormal liner wear.
 Rate of change in specific density w.r.t water is 0.66 kg/m3 per degree Celsius.
 Heating the fuel prior to centrifuging assist in the separation process because the density of fuel
oil changes more rapidly with temperature. A viscosity decrease also helps centrifuging.
 A maximum specific gravity of 0.991 (at 150C) can be handled satisfactorily. Above this value
the centrifugal purifier cannot repeatedly and successfully operate, due to loss of its water seal.
Specific gravity for future fuels is expected to rise to about 0.995. The major significance of this
increase in specific gravity will be greater difficulty relative to water removal in settling tanks
and centrifuges.

c) Carbon Residue/Asphaltenes
 Conradson Carbon Residue (CCR) is a measure of the tendency of a fuel to form carbon deposits
during combustion and indicates the relative coke forming tendencies of heavy oil.
 Carbon-rich fuels are more difficult to burn and have combustion characteristics which lead to the
formation of soot and carbon deposits.
 Since carbon deposits are a major source of abrasive wear, the CCR value is an important
parameter for a diesel engine.
 Carbon residue is the percent of coked material remaining after a sample of fuel oil has been
exposed to high temperatures.
 ASPHALTENES are those components of asphalt that are insoluble in petroleum naphtha
and hot heptanes but are soluble in carbon disulfide and hot benzene.
 They can be hard and brittle and made up of large macromolecules of hydrocarbon derivatives
containing carbon, hydrogen, sulfur, nitrogen, oxygen and, usually, the three heavy metals −
nickel, iron and vanadium.
 A high CCR/Asphaltenes level denotes a high residue level after combustion and may lead to
ignition delay as well as after-burning of carbon deposits leading to engine fouling and abrasive
wear and finally thermal loading of engine.
 After burning will lead to burning of the lube oil film which leads to scuffing, cylinder wear and
engine deposits.
 Fuels with high CCR values have an increasing tendency to form carbon deposits on injection
nozzles, pistons, and in the ports of two-stroke engines.
 This causes reduction in the efficiency and performance of those components and increased wear.
 The maximum permissible CCR value depends on engine speed. The higher the speed, the
shorter the time for combustion and the more residues deposit. Hence, acceptable CCR
values should decrease as engine speed increases.
 2-S are less affected by a high CCR than 4-S, it does contribute to increased fouling of gas ways
and turbochargers, especially during low power operation or at idle. Idling should be limited to
five to ten hours and be followed by running at full load to clear gas ways whenever possible.
 Continued operation at reduced output can also load up gas ways with unburned heavy fuel oils
and lube oil. Here also, full load operation can help to clear gas ways.
 The combination of higher Conradson Carbon content and higher Asphaltenes content can
increase the centrifuge sludge and fine filter burdens. This can require more frequent centrifuge
desludging and filter element cleaning/replacement.
 Higher Conradson Carbon content also lowers the gross and net heating values (on weight basis)
of a heavy fuel oil.
 Asphaltenes content is particularly important in 4-cycle engines due to their higher operating
speeds, smaller bore sizes, and reduced combustion time.

D) Sulphur
 When the crude is distilled, sulphur derivatives tend to concentrate in the heavier fractions,
leaving the lighter fractions with relatively low sulfur contents.
 This characteristic of fuel oil is responsible for “low temperature” corrosion which attacks
cylinder liners and piston rings, leading to an increase in cylinder liner wear. In cold corrosion
the oxides in sulphur combine with condensing water vapor in the combustion chamber to form
highly corrosive sulphuric acid. Some of this water is present in the fuel already, while another
source of moisture may be in the intake and scavenging air.
 Careful control of the cooling water temperature in the inlet air coolers and/or installation of a
water mist separator after the air coolers should remedy the problem of condensing moisture in
the intake air.
 When operating an engine on a fuel with high sulphur content, care must be taken to avoid
reaching the acid dew point temperature within the cylinder.
 One way of controlling this is to adjust the cooling water temperature at the cylinder wall.
 Sulphur is oil soluble, it cannot be removed from the fuel by centrifuging. It can be neutralized by
the use of proper alkaline additives in the cylinder and/or engine lubricating oils.
 It should be noted that although the sulfur content of a fuel can be neutralized by the use of
cylinder lubricating oils of proper alkalinity (TBN − Total Base Number), over-treatment for
sulfur (low sulfur fuel oil) can be just as harmful as under-treatment. Over-treatment for sulfur
leaves an excess of alkaline additive material free to form hard, abrasive deposits during
combustion, with resultant increased abrasive wear of cylinder liners and piston rings. Therefore,
when burning low sulfur fuel oil, the lube oil TBN should be lowered.
 In trunk-type engines the cylinder lube oil is scraped into the crankcase by oil control rings on the
pistons. This oil has been contaminated by the sulphur in the fuel. Upon entering the crankcase,
the sulfur is free to combine with moisture which may collect there. The TBN of the lubricating
oil is eventually lowered to a point where it is rendered ineffective in controlling the sulfur
content of the fuel.
 For 2-S engines, an increase in the sulfur content leads to slower and less complete combustion
with resultant formation of more corrosive acids, more unburned carbon, and an increase in wear
rates.

d) Ash/Sediment
 The ash contained in heavy fuel oil includes the (inorganic) metallic content, other non-
combustibles and solid contamination.
 The ash content after combustion of a fuel oil takes into account solid foreign material (sand, rust,
catalyst particles) and dispersed and dissolved inorganic materials, such as vanadium, nickel,
iron, sodium, potassium or calcium.
 Ash deposits can cause localized overheating of metal surfaces to which they adhere and lead to
the corrosion of the exhaust valves.
 Excessive ash may also result in abrasive wear of cylinder liners, piston rings, valve seats and
injection pumps, and deposits which can clog fuel nozzles and injectors.
 In HFO Ash can be removed by centrifuging.
 They can form hard deposits on piston crowns, cylinder heads around exhaust valves, valve faces
and valve seats and in turbocharger gas sides.
 Effects of ash can decrease by reduction of valve seat temperatures by better cooling.

e) Vanadium
 Vanadium is a metallic element that chemically combines with sodium to produce very
aggressive low melting point compounds responsible for accelerated deposit formation and high
temperature corrosion of engine components.
 Vanadium is responsible for forming slag on exhaust valves and seats on 4-S engines, and piston
crowns on both 2-S &4-S engines, causing localized hot spots leading eventually to burning away
of exhaust valves, seats and piston crowns.
 When combined with sodium, this occurs at lower temperatures and reduces exhaust valve life.
 Vanadium is oil soluble. It can be neutralized during combustion by the use of chemical
inhibitors (such as magnesium or silicon).
 Cooling exhaust valves and/or exhaust valve seats will extend valve and seat life.
 Raising fuel/air ratios also prolongs component life. Other measures which can be used to extend
component life are the use of heat resistant material, rotating exhaust valves, and the provisions
of sufficient cooling for the high temperature parts.

f) Cetane number
 Ignition quality is indicated by cetane number.
 Lower the Cetane Number of a fuel, poorer the fuel quality & greater the ignition delay.
 Higher the Cetane Number more will be the aromaticity which can increase the ignition delay,
and can result in hard knocking or noisy engine running, which is undesirable over long periods
of time. The result could be poor fuel economy, loss of power and, possibly, even engine damage.
 Diesel engines operating at speeds of less than 400 rpm are much less sensitive to fuel ignition
quality.
 Physical factors which influence ignition and burning time are the speed with which fuel droplets
are atomized, vaporized and thermally cracked to form a combustible mixture.
 Ignition and burning time can be improved by decreasing fuel droplet size
and/or increasing swirl. Experience also has indicated that raising inlet air
temperature can reduce the cetane sensitivity of higher speed diesel
engines.
 Cetane number is normally quoted for distillate fuels only. A number of
methods exist for approximating the cetane number for residual fuels.

g) Flash Point- The flash point of a fuel is the temperature at which fuel vapors can be ignited when
exposed to a flame. All petroleum products will burn. However, in order for this to occur, the
ratio of fuel vapor to air must be within certain limits.

h) Pour point- For pumping and handling purposes, it is often necessary to know
the minimum temperature at which a particular fuel oil loses its fluid
characteristics.
 MARINE FUEL CONTAMINANTS
i. Water
 Water, especially salt water, is objectionable in diesel fuel as it may cause
injector and piston groove deposits and corrode engine components.
 Before burning the Fuel or blends are centrifuge to remove water and
sediment.
 Salt water is the greatest single cause of fouling, deposits and corrosion,
especially in the higher temperature areas of a diesel.
 Salt water can also cause excessive separator sludge volume as a result of
water/sludge emulsification during centrifuging.
 Water can provide the beginning for microbial growth in heavy fuels.
 These very simple life forms live in the water and feed on the heavy fuel at
the water-fuel interface.
 The result of microbial matter in the fuel can be a slime, which is sometime
corrosive, which will foul strainers, filters and separators.
 Solution would be to add a “biocide” chemical additive to the fuel to kill the
growth.

ii. Sodium
 Sodium is an alkaline, metallic element that is found in the combined form of
common salt, NaCl.
 It is extremely active chemically.
 Salt water contamination in barges used to transport the fuel is very
common.
 Sodium in fuel is usually water soluble and can, therefore, be removed with
the centrifugal separator.
 Sodium acts as a paste (flux) for vanadium slag.
 When unfavorable quantities of vanadium and sodium are present in a fuel
then they form a molten form sodium/vanadium ash which can corrode alloy
steels, and when this condition is allowed to persist unchecked, high
temperature corrosion, overheating, and eventual burning away of exhaust
valves, valve faces, and piston crowns occurs
 The main corrosive constituents in heavy fuel formed during combustion are
vanadium pent oxide (V2O5), sodium sulphate, and other complex forms of
these primary compounds.
 These compounds can damage exhaust valves turbocharger exhaust gas
turbine and blading.

iii.Catalytic Fines- Alumina/Silica

 They are hard, abrasive particles.
 It is also possible to contaminate a clean marine residual fuel oil with catalyst
particles during transport. For example, if steamship fuel (frequently
containing catalyst particles) has been transported by barge prior to moving
a clean heavy fuel oil for a diesel powered ship, the barge bottom sediment
will be mixed with the clean fuel oil and will contaminate it.
 Cat-fines are generally small, very hard, and quite abrasive to pumps,
atomizers, piston rings and liners.
  (30 ppm) of alumina in the bunkered fuel oil is the upper limit for successful
treatment and engine operation.
 The average particle size, as well as the concentration, greatly impacts the
wear rate of engine components.
 Small sized catalyst particles (1-10) micron range typically cause accelerated
wear in injection pumps and injectors and only moderate increases in cylinder
assembly wear, such as piston rings, piston grooves, and liners.
 The larger sized catalyst particles, in the ten to seventy (10-70) micron
range, typically causes very accelerated wear rates in the cylinder assembly
area. Also on injection pump inlet valves, exhaust valve seating areas, and
turbocharger turbine blading.

7. How will you repair the coating in FWG & what coating is there on FWG?

The internal of the Fresh Water Generator is coated with 2 layers of Nordtec Ceramic 2212 FDA (Food
grade coating). It is developed for Freshwater generators. It is designed as an abrasion resistant and fluid
flow ceramic coating. It coating is reinforced with ceramic and carbide particles to obtain a high level of
abrasion and erosion resistance and physical, mechanical strength.
The outside of the Fresh Water Generator, is primed and coated with two component paint.

As per manual – shell is coated with Neoprene coating and top cover- pure epoxy coating & bottom
cover- Neoprene coating

8. What will be your action in case your FWG production reduced?- direct from
manual- printed file
 Scale formation in evaporator
 Jacket cooling water temperature lower than prescribed
 Short cycling of jacket cooling water
 Air stay in evaporator
 Faulty solenoid valve
 Faulty flow-meter
 Check the vacuum
 Leakage in the plant like from pressure gauge, vent, distillate pump seal
 Scale formation in condenser
 Wrong order of fitting of plates in condenser.- fresh water stay in condenser or due to
which fresh water produced goes to sea water.
 Incorrect feed
 Nozzle choked
 Ejector malfunctioning due to worn parts
 Faulty ejector nozzle
 Ejector pump problem- not developing pressure
 Filter before ejector pump dirty
 Distillate pump faulty
 Condenser cooling water flow reduced
 Condenser cooling water temperature too high
 If the temp of the shell is too high
 Ships draft is less
 Level of brine is too high
 9. Repair of fresh water generator coating- check out the printed pages file.
10. Reverse osmosis. Type of Reverse Osmosis system and membrane. Materials of RO.
Explain how the reverse osmosis plant works....What is the semi-permeable
membrane material? How is supported? What amount of TDS can the system
handle.- READ PG 103 OF MC- GEORGE ALSO

Osmosis- During natural osmosis, water flows from a less concentrated solution through semi permeable
membrane to a more concentrated saline solution until concentrations on both sides of the membrane are
equal.

Reverse Osmosis: It requires external pressure to reverse natural osmotic flow. As pressure is applied to
the saline solution, water flows from a more concentrated saline solution through the semi permeable
membrane.

 Gear pump or Reciprocating pump

 60 bar pressure
 Chemical dosing- Sodium Hexametaphosphate sheets to assist washing the cartridge material
 Types of membrane- Cellulose acetate, aromatic polyamide membrane & polysulphonate
 Polyamide or polysulphonate (membrane not permeable to salt)- spirally wound- for Sea water
 Asymmetric membrane- Cellulose acetate membrane- hollow fine fiber- for brackish water
 Supported by Spiral wound cartridge
 Central Porous tube core for pure water.
 Many envelopes 2 type of membranes
 Envelopes separated by coarse gauge sheets
 Cartridge when open- appearance of opened book
 Everything is then packed in stainless steel cartridge
 Relief arrangement required for the system
 Chlorine in pure water is added for chlorination
 Sterilization of pure water
 De-chlorination- pure water passing through compressed carbon filter
 Output of pure water – increases- putting cartridge tube in parallel
 Quality of pure water- increases- putting cartridge tube in series

Pretreatment

Dosage- 5mg/ltr- inhibits precipitation of calcium carbonate. 10 micron cartridge filter used to reduce
suspended solids in the membrane. Feed often heated to 400C to improves output but most systems are
designed for 250C.

Post treatment

Sterilization by chlorination & to overcome flat taste soda ash can be used.

Safety device in RO system

 Sea water H.P relief valve

 Permate relief valve
 Conductivity meter
 D.P alarm
  L.P cutout

Advantages of RO system

 Small in size and light in weight

 Quiet operation
 Operation not effected by rough sea conditions
 Simple and fast maintenance
 No jacket water temperature is required
 Produce instantly

Disadvantage of RO system

 Careful pretreatment needed for long membrane life

 Membrane are expensive
 Output dependent on membrane condition
 For very high quality 2-pass system required

Reverse Osmosis Membrane: A reverse osmosis membrane has a thin microporous surface that rejects
impurities, but allows water to pass through. The membrane rejects bacteria, pyrogens, and 85%-95% of
inorganic solids. Polyvalent ions are rejected easier than monovalent ions. Organic solids with molecular
weight greater than 300 are rejected by the membrane, but dissolved gases pass through.

Before purification TDS (total dissolved solid) allowed for this system is 45,000ppm and after
purification it will be 300-1000 ppm. Material for reverse osmosis membrane is poly-sulphonate &
polyamide.
 11. What is steam trap and its use.

Steam traps are a type of automatic valve that removes condensate (i.e. condensed steam) and non-
condensable gases such as air without letting steam escape. Steam traps are used to make sure that steam
is not wasted. So basic function of steam trap is to trap the steam and remove the water & air. There are 3
basic principles on which steam trap works: Thermostatic, Density & Thermodynamic.
Thermostatic- Based on temperature of the 3 fluids. It opens for the cold fluid and close for the hot fluid.
So for steam- hot fluid the thermodynamic element will expand and close the trap and hence trap the
steam whereas for water (condensate) and air the thermodynamic element contracts and gets open to
remove the condensate and air. Types are- Balanced pressure, expansion and bi-metal traps.

Density- Mechanical steam traps- Based on the difference in density of 3 fluids. It opens for higher
density fluids (condensate & air) and closed for the lighter density-steam. Types are- Lever float, Free
Float, Open Bucket & Inverted Bucket.

Thermodynamic- Based on the difference in velocity of 3 fluids. It opens for low velocity fluids
(condensate & air) and closed for high velocity fluid- flash or live steam. Types are: Thermodynamic
piston & Thermodynamic disc

On ships- bucket type, float type and bimetallic type are used.

For What Purpose are Steam Traps Installed?

Steam is formed when water vaporizes to form a gas. This is done by giving latent heat of vaporization to
water. By this water will convert into vapor. When the work is done (i.e. steam has given up its latent
heat), steam condenses and becomes condensate. Now the condensate will not be able to work same as
the steam. So now the thermal efficiency will reduce as efficient steam is mixed with the condensate.

12. What is priming in boiler?

Priming in boiler is the carryover of varying amounts of droplets of water in the steam. It lowers the
energy efficiency of the steam and leads to the deposit of salt particles on the super heaters and in the
turbines.

Causes of priming in boilers

 Improper construction of boiler

 Excessive ratings
 Sudden fluctuations in steam demand
 Impurities in the boiler-water- foaming
 High level of boiler water

When this boiler water carryover is excessive, steam-carried solids produce turbine blade deposits. These
conditions often lead to super heater tube failures. Priming is related to the viscosity of the water and its
tendency to foam. These properties are governed by alkalinity, the presence of certain organic substances
and by total salinity or TDS. The degree of priming also depends on the design of the boiler and its
steaming rate.
Prevention of priming of boiler

 Maintain the concentration of solids in the boiler water at reasonably low levels
 Avoiding high water levels
 Avoid boiler loads
 Avoid sudden load changes
 Proper boiler design
 Very often contaminated condensate returned to the boiler system causes carry-over problems. In
these cases the condensate should be temporarily wasted until the source of contamination is
found and eliminated.
 Use anti-foaming and anti-priming agents

13. Explain Reefer system on ships.

Main Components of Refrigeration plants

Any refrigeration unit works with different components inline to each other in series. The main
components are:

 Compressor: Reciprocating single or two stage compressor is commonly used for compressing
and supplying the refrigerant to the system.
 Condenser: Shell and tube type condenser is used to cool down the refrigerant in the system.
 Receiver: The cooled refrigerant is supplied to the receiver, which is also used to drain out the
refrigerant from the system for maintenance purpose.
  Drier: The drier connected in the system consists of silica gel to remove any moisture from the
refrigerant.
 Solenoids: Different solenoid valves are used to control the flow of refrigerant into the hold or
room. Master solenoid is provided in the main line and other solenoid is present in all individual
cargo hold or rooms.
 Expansion valve: An Expansion valve regulates the refrigerants to maintain the correct hold or
room temperature.
 Evaporator unit: The evaporator unit act as a heat exchanger to cool down the hold or room area
by transferring heat to the refrigerant.
 Control unit: The control unit consist of different safety and operating circuits for safe operation
of the refer plant.

Working of Ship’s Refrigeration Plant

The compressor acting as a circulation pump for refrigerant has two safety cut-outs- Low pressure (LP)
and High Pressure (HP) cut outs. When the pressure on the suction side drops below the set valve, the
control unit stops the compressor and when the pressure on the discharge side shoots up, the compressor
trips.

LP or low pressure cut out is controlled automatically i.e. when the suction pressure drops, the
compressor stops and when the suction pressure rises again, the control system starts the compressor. HP
or high pressure cut out is provided with manually re-set

The hot compressed liquid is passed to a receiver through a condenser to cool it down. The receiver can
be used to collect the refrigerant when any major repair work has to be performed.

The master solenoid is fitted after the receiver, which is controlled by the control unit. In case of sudden
stoppage of compressor, the master solenoid also closes, avoiding the flooding of evaporator with
refrigerant liquid.

The room or hold solenoid and thermostatic valve regulate the flow of the refrigerant in to the room to
maintain the temperature of the room. For this, the expansion valve is controlled by a diaphragm
movement due to the pressure variation which is operated by the bulb sensor filled with expandable fluid
fitted at the evaporator outlet.

The thermostatic expansion valve supplies the correct amount of refrigerants to evaporators where the
refrigerants takes up the heat from the room and boils off into vapours resulting in temperature drop for
that room.

This is how temperature is maintained in the refrigeration plant of the ship.

14. Reefer compressor safety-

 Low Pressure or LP cut off: This is a compressor safety which cut off the compressor in the
event of pressure drop in the suction line. The pressure of the suction line is continuously sensed
by the control unit and when it goes below the set value, which means the room is properly
cooled, the LP cut out will auto trip the compressor. When the pressure rises, indicating there is
flow of refrigerant in the line due to increase in room temperature, the LP switch will start the
compressor.
 High pressure or HP cut out: As the name suggests, the high pressure cut out activates and trips
the compressor when the discharge side pressure increases above the limit value. The HP cut out
is not auto reset and has to be done manually. The reason behind it is to manually attend the fault
which is leading to rise in pressure, else this situation can lead to overloading of compressor parts
and may damage the same.

 Oil differential cut out: This safety is again for compressor as it is the only machinery in the
circuit having rotational parts which requires continuous lubrication. In the event of low supply or
no supply of lube oil to the bearing, the differential pressure will increase and activates a trip
signal to safeguard the bearing and crankshaft.

 Relief valves: Relief valves are fitted in discharge side of compressor and will lift and safeguard
the compressor in the event of over pressure. One relief valve is also fitted in the condenser
refrigerant line to avoid damage to the condenser if there is high pressure in the discharge line.

 Solenoid valves: Master solenoid valve is fitted in the common or main line after the condenser
discharge. It closes when compressor stops or trips to avoid over flow of refrigerant in to
evaporator. All holds or rooms are fitted with individual solenoid valve which control the flow of
refrigerant to that room.

 Oil heater: Oil heater is provided for the compressor crank case oil and prevents compressor
from getting excessively cold which may effect the lubrication of the parts.
 Bursting disc in between suction and discharge- nickel with thickness 0.05mm. – pg-344 mc-G
 Fridge rooms high temp alarm
 Cooling water low press alarm
 Motor overload
 Safety spring valve in discharge valve which allow the complete lift of discharge valve when
liquid enters in at suction and thus it shortcycle the refrigerant- pg-344 Mc-G
 Belt driven – (he will cross question any safety valve on head of comp in belt driven- NO)
Relief valve on condenser
 Unloaders

15. Charging procedure for reefer compressor.

 Before doing anything take weight of the Gas bottle
 Start the compressor
 Collect the gas in the Receiver by closing the receiver outlet valve.
 The compressor will stop automatically due to LP cutout once all the refrigerant is collected in
receiver
 Then connect the charging hose to the gas bottle
 Purge the hose by opening the gas valve
 Connect the hose to the charging point-IT is LOCATED AFTER THE RECIEVER OUTLET
VALVE
 Open the liquid valve from the refrigerant charging bottle
 Compressor will cut in as the refrigerant flows all up the way through the expansion valve to the
evaporator coil to the compressor and then to the receiver
 Check the desired level in the level gauge
 After disconnection again take weight of the gas bottle for measuring the amount of gas charged
Purging done to recovery bottle as purging to air violates MARPOL Annex VI. The class surveyor
who visited my ship was enquiring about the frequency of charging and then he told us about this.

16. Why belt slips in reefer compressor.

If there any liquid refrigerant enters in the compressor then to avoid damage to compressor parts due to
hydraulic pressure belt will slip.

17. Short cycling of Refrigerant compressor.

 Undercharged system.
 LP cut out faulty
 LP cut out wrong setting
 Dirty condenser causing high pressure cut out.
 Compressor valve leaking- gas goes back to suction side
 Low air flow thru the evaporator.
 Thermostatic Expansion Valve chocked
 Solenoid v/v malfunctioning

18. Hydrophore pump short cycling.

 Pressure switch faulty- check pressure switch
 Pressure switch wrongly set
 Non return valve after pump leaking, hence water under pressure going back to storage
tank- that would be indicated by monitoring of the concerned pump if reverse rotation is
taking place.
 Check on/off controller from pump main panel-contacts opening/closing
 Check if system is overcharged
 Check if system in undercharged- Since water is incompressible as soon as water is filled
up pressure rises but just on little consumption pressure will drop drastically and pump
restarts
 Check for any air leaks
 Faulty automatic air volume control
 Not enough water in tank due to clogged pipelines
 Air leaking from relief valve
 Tank is about to empty

19. Checks prior flooding in dry dock.

 All Departments in charge to confirm that repairs assigned under their departments are completed
successful with tests and surveys are carried out.
 Check rudder plug and vent and also check if anodes are fitted back on rudder.
 Check hull for proper coating of paint; make sure no TBT based paint is used.
 Check Impressed Current Cathodic Protection system (ICCP) anodes are fitted in position and
cover removed.
 Check Anodes are fitted properly on hull and cover removed (if ICCP is not installed).
 Check all double bottom tank plugs are secured and cemented.
 Check all sea inlets and sea chests gratings are properly cleaned, painted & fitted.
  Check echo sounder and logs are fitted and covers removed.
 Check of propeller and rudder clear from any obstruction.
 Check if anchor and anchor chain is secured on board properly.
 Check all external connections (shore water supply, sewage discharge hose) are removed.
 Check inside the ship all repaired overboard valves are in place in engine room and in pump room
if applicable.
 Secure any moving item inside the ship.
 Check sounding of all tank and match them with the value obtain prior entering the dry dock.
 Check stability and trim of the ship. Positive GM should be maintained at all time.
 If there is any load shift or change in stability, inform dock master.
 Go through the checklist again and satisfactory checklist to be signed by Master.
 Master to sign authority for Flood Certificate.
 When flooding reaches overboard valve level, stop it and check all valves and stern tube for
leaks.
 Instruction to every crew member to be vigilant while un-docking.

20. What is boiler bulging and how the repair is carried out after boiler bulge out-in
ghokhle nanda
 Bulging in water tube is due to calcium scale deposition on tube walls which cause improper heat
transfer.
 In smoke tube due to carbon deposits bulging is caused.
 Low water level in boiler.
 Misalignment of burner can cause overheating which will further cause bulging.
 Formation of layer of scales on the furnace wall at the water side can cause overheating and
bulging defect on the furnace shell.

21. What is the weight of an anode and how will you check if it's welded properly?
It is about 12 kg and they are stitch welded to save time so we have to see that they're welded
adequately.

22. Types of safety valves and draw improved high lift safety valve.- by kapoor sir LBS
 Conventional v/v is D/24
 High lift v/v - D/16
 Improved high lift - D/4- pg- 84- Flanagan- D/4
 Full bore lift D/4.- pg 88- Flanagan
 Improved full bore lift

23. Material of anchor chain.

U1- Mild steel : tensile strength 300- 490 n/mm2

U2- Special quality steel: tensile strength 490-690 n/mm2
U3- Extra quality steel: tensile strength- minimum 690n/mm 2
also in IACS manual these are called Grade 1,2 3

24. Anchor not heaving up. What you will check? – as per karthik answers…..
 Filter chocked

Check the performance of motor and pump...how?

 Engage winch and chain drum. Load the motor. Check the pressure gauge on pump. If it is
increasing and relief valve lifts, no problem with machinery but if pressure is stuttering, then
  Hydraulic motor piston rings may be broken as it is a Radial piston type hydraulic motor
 Working clearances for pump increased so unable to build pressure
 Hydraulic oil temperatures high which means viscosity is very low for pump to handle.
 Anchor may block due to some foreign object.
 Coupling between the winch and chain drum wear down.
Type of motor for winch on my ship- radial piston type
 Locking plate problem
 Slipping clutch engaged
Slipping clutch may be define- it is a torque limiter device used in electrical windlass. When gear
side of the shaft comes to a sudden stop because of anchor reaching at top hawse pipe then the
prime mover side of the shaft of slipping clutch will slip and it will continue to rotate the prime
mover. Thus by this it prevents the prime mover of getting heavy shocks.
Anchor bitter end –diagram ..ship co – pg- 81

Types of Mooring winch hydraulic motor- Radial piston, Axial and Vane type

25. SDNR overhauling: check pg 119 of mc george

 Fix it on the bench-wise
 Open all the nuts
 Rotate the wheel in clockwise or closing direction till the body comes up
 He said what is left down- I said the valve
 He said what if it is not coming up- I said we will rotate the wheel further more down and then
it will come up- he was quite satisfied
 General procedure of Lapping is to be carry
 Check the trueness of the spindle.
 He said how do you do that- I told him on the lathe by fixing it one end to the chuck jaws and
providing support on the other by tail shaft.
 He asked me to draw the spindle of the valve- I made it
 He asked me where is the hatching done- it is done only on the lower half of the spindle
Hatching as in shading for the threading on the spindle. It should not be on the full spindle. I
think I made it from top to half..

26. Type of files.

As per grades of teeth

 Rough
 Bastard
 Second cut
 Smooth
 Dead smooth

As per the shapes

 Flat
 Hand
 Round
 Half round
 Triangular
  Square
 Knife edge

27. Types of tap, dyes & thread used in engine room. -Japanese standards.

Types of threads on ship

 Metric – ISO standards- 600 degree

2 types of metric- coarse & fine.

 BSW- British Standard wit-worth – 550 degree

 BSP- British Standard pipe thread

 Tapered thread
 For CO2 and Freon bottle- ACME

Type of dyes
 Interference
 Base
 Final type

Type of taps
  Bottom taps- Chamfer lead 1-2 threads, Angle of lead- 180/side
 Second taps- Chamfer lead 3-5 threads, Angle of lead- 80/side- most popular
 Taper taps- Chamfer lead 7-10 threads, Angle of lead- 50/side

Adapter sizes mentioned r 1/4 and 3/8" flare...as for the threads it says pipe thread
Charging hose for refrigerant gas thread

28. What are reamers and their types?

The function of a reamer is to produce a smooth accurate surface in a bore such as that of a bearing or
bush, for the shaft, pin or bolt to enter with a very good fit. In engine room Reamers are used for
 The stern tube hole in stern frame is cast/fabricate roughly under size. When Main Engine is
aligned with centre line of the stern frame hole, this hole is reamed to required diameter to fit the
stern tube.
 Fitted bolts on rudder palm and rudder carrier bearing housing for the press fit. They are to be
reamed to exact diameter to avoid relative movement.
 If a hole is drilled for internal threads then before we start with the procedure of making threads
(tapping) we have to make sure we get a smooth finish for the threads.

In this respect, a reamer is a much better tool than a drill and can also produce finishes superior to normal
machining on lathes. In fact, bores machined on lathes are often finished with reamers to improve the
surface and bring them to size. Holes to be reamed must be drilled or machined undersize, the amount
of material left depending on the roughness of the surface. Reamers are reaming tools which can be used
on lathe machine for drilling purpose.
Total 8 types of reamers are- Adjustable hand reamer, Straight reamer (precision), Hand reamer,
Machine reamer, Shell reamer, Tapered reamer, Morse taper reamer & combination reamer.
29. Boiler corrugations.
 Thickness of boiler tubes and plates- by ultrasonic equipment

30. Type of boiler furnace- box type, spilit box type, tube type & spilit tube type
31. Intercoolers in compressor are used to convert adiabatic process into isothermal process.

32. What is crash maneuvering?

The crash maneuvering is usually done to avoid any type of collision or crashing of ship to any other ship
or structure (Jetty, land, Iceberg etc). In this type of maneuvering the main engine is subjected to severe
stress and loading, but the safety of ship and life is assured.

How to Perform Crash Maneuvering?

Crash maneuvering is turning the engine in opposite direction to reduce the heading speed of the ship.
After certain time, the ship stops and starts streaming in astern direction. This is done by supplying
starting air at about 30 bars from the air receiver to the engine. The stopping air is known as the brake air.

The brake air when sudden injected inside the engine cylinder, will try to resist the motion of the piston
and the rotation of the crankshaft and propeller.

Procedure
Following Procedure is to be followed when a navigational officer calls engine room and says that we
have to stop immediately to avoid collision

 When there is an emergency like collision, grounding etc. the controls are transferred
immediately in to the Engine room controls
 The bridge will give astern direction in the telegraph, acknowledge the same
 When the telegraph is acknowledged only the starting air cam will reverse its direction but the
fuel cam will remain in its running position due to running direction interlock since engine is still
running in the ahead direction.
 The fuel lever in the engine control room is brought to ‘0’.
 As soon as the RPM of the engine drops below 40 % of the Maximum Continuous Rating or
MCR rpm of the engine, give break air few times in short time frame.
 The break air will inject with astern timing setting inside the ahead moving piston which will
resist the piston motion.
 Since fuel will not inject until running direction interlock opens, as soon as the rpm drops near to
Zero, give fuel and air kick by bringing fuel lever to minimum start setting.
 When carrying out Crash Maneuvering, some safeties need to be bypassed to avoid tripping of
engine in mid of emergency.
 When the ship stops and situation is under control, a detailed Main engine inspection is to be
carried out when there is a chance.

33. Differentiate between Sulzer- RD, RND & RTA and RT-Flex. –pg 253 of deven arhana

RT Flex series- It is the latest and the toughest engine from Wartsila Sulzer with maximum automation
installed. It consists of a common rail fuel injection method and uses fully integrated electronic system
based on a high performance computer eliminating parts like fuel pump, fuel cam, chain drive etc.
resulting in reduced maintenance.

34. Differentiate between MAN B&W engines.

MAN B&W

KEF series-

 It was introduced about 20 years ago

 Exhaust valves which are push rod operated
 Pulse type turbo charging system
 No servomotor was fitted in this engine and reversing is done with mechanical means.

KGF Series

 The KGF series was similar to KEF series

 Exhaust valve rotator with roller bearing
 Reversing cam is held in a hub which is keyed in to the shaft
 Cam shaft is turned in the same direction for reversing and the pressure required for reversing is
about 40 bars.
 No direct link between chain drive and engine cam shaft.

35. Difference between RTA and SMC

SMC

 S/B ratio – 3.8

 Wasted stud
 Helix jerk type fuel pump
 Super VIT
 Puncture valve in fuel pump
 Cross head pressure-4.8 bar
 Telescopic pipe for lubrication
 Quills at single level
 Cylinder lubrication injection between first and second ring 1200 before TDC
 Tie rod are not near
 Two keeps for the upper half of main bearing cover
 Chain drive

RTA

 S/B ratio – 3.4

 Jack bolt- 150 tilted to vertical
 Spill controlled suction valve fuel pump
 VIT
 Cut out device is given to raise the roller of fuel pump 0.5 mm above the cam - 180 0
 Cross head pressure-16 bar
 Articulated pipe for lubrication
 Quills at both level
 Cylinder lubrication injection based on differential pressure
 Tie rods are near because of jack bolts
 One keeps for the upper half of main bearing cover
 Chain drive

36. Difference between MEB and MC-C

MEB

 Electro-hydraulic controlled like exhaust valve, fuel pump etc

 Chain drive smaller than MC-C
 Alpha lubricator
 Less SFOC
 Less Cylinder oil consumption
 No camshaft
 Electronic governor
 Less smoke emissions

MC-C

 Conventional roller and guides for controlling like exhaust valve, fuel pump etc
 Chain drive bigger
 Mechanical lubrication
 High SFOC
 High Cylinder oil consumption
  Camshaft controlled
 Electro-mechanical governor
 Appreciable smoke emissions

37. Conversion from RTA to RT-Flex

Remove following things from RTA

 Camshaft
 Fuel oil pump actuator
 Exhaust valve actuator
 Starting air distributor
 Camshaft drive
 VIT
 Reversing servomotor
 Fuel linkages

Add following things to RT-Flex

 WECS-9500 electronically controlled program

 Common rail system for fuel injection and exhaust valve opening servo oil
 Supply unit
 Crank angle sensor

38. Conversion from MC to ME.

1. Remove Camshaft and reversing attachments (fuel pump roller and starting air cams) from MC
2. Remove Chain Drive of the engine.
3. Remove Fuel pumps actuating gear, Exhaust valve actuating gear (Pumps) and starting air distributor.
4. Attach Cylinder control system in each unit (CCU) comprising of starting air control, electronic fuel
injection control, and exhaust valve electronic actuation. The latter two systems are operated by
Hydraulic Control Unit (HCU).
5. Provide system oil at 200 bars for operating HCU of each cylinder unit via cylinder control system.
6. Attach a common hydraulic oil supply unit.
7. Attach a Tacho system unit in the crankshaft which gives engine speed signal to CCU.
8. All these added systems are controlled by electronic main operating panel via solenoid valves and
electronic signals.
9. Add double walled hydraulic pipes
10. Remove conventional cylinder lubrication system and replace it with Alpha Adaptive Cylinder
Lubrication Control Unit (ACC).
11. Remove conventional Piston and replace it with OROS type modern piston.

39. Starting interlocks- pg 187- Deven Arhana

40. Scavenge air limiter- pg 188- Deven Arhana
41. Reversing and other imp things related to reversing- pg 186- Deven Arhana
42. Specification of 6S60MC & features- olive & statira- pg 271- Deven Arhana
43. Latest engine- G80ME-C-T-III, 9
G- ‘Green’ ultra long stroke- 4.65 to 5.0, M- Engine program, E-Electronic controlled T-III – IMO TIER
3 and 9 is Mark number

Configuration: In-line 7, GI diesel, turbo-intercooled

Displacement: 1869-litre/cylinder
Bore: 800mm
Stroke: 3720mm
S/B : 4.65
Power: 4450kW
Rpm @ 68rev/min
MEP: 21 bar
Mean Piston Speed: 8.43m/s
SFOC: 167g/kWh
Length: 12500mm
Weight: 960tonne

44. Advantage of ME-C engines.- pg 289 Deven Arhana

45. Differentiate between main bearing of MC &MC-C

MC/ME- THICK SHELL

a. Thick shell
b. 2 Keep/cover
c. White metal 30-60 mm

White metal bearings- they are antifriction, tin based & white metal alloy called BABBIT consists of:
Tin (Sn) – 88% - Soft matrix to allow small changes in alignment between bearing & journal
Antimony (Sb)- 8% - Hard wear resistant cubes to absorb and transmit load
Copper (Cu)- 4% - To segregate and hold the antimony cubes in tin matrix.

d. Vertical distance adjusted by shims

e. Steel back strong enough to take the load.
f. It does not have Nip
g. They can be wipe out at temperature of 750C
h. Held in position with the help of guided screws which passes through the upper and lower shells
i. Having Lip all over the circumference for easy seating
j. Can be repaired
k. No compactness to engine

MC-C/ME-C – THIN SHELL

a. Thin shell
b. 1 Keep/cover
c. Tri-metal of 0.5-2 mm

Tri metal bearings- They are of 3 main layers and then a steel backing shell.
1st layer- FLASH- 1 micron Tin/Lead to protect against corrosion before installing the bearing
2nd layer- OVERLAY- 20 micron thick white metal
3rd layer- INTERLAY- 5 micron thick nickel dam helps to reduce corrosion of white metal in 2 nd layer
4th layer- LINING- 1mm thick Lead/Bronze
Shell (bottom)- it is backing shell for shape & support
d. Vertical distance are predetermined and can not be adjusted afterwards
e. Wall thickness of 2-2.5% of the journal diameter
f. Having guide screws in lower shell only
g. Should be fully supported for the full length as no strong steel back
h. It has Nip circumferentially
i. Embeddability
j. They can be wipe out at temperature of 1200C
k. Can be only replaced not repaired
l. No Lip
m. Long life
n. Better dissipation of heat
o. Good load carrying capacity
p. Gap between two transverse girders reduce hence provides compactness to engine

46. Bearing difference between RTA and SMC

RTA- bearing

 Jack bolts for holding the keeps(150)

 Upper half in one piece
 Both bearing shells lined with white metal- Sn 88%, Sb 8% and Cu 4%
 Dowell pin is there for locating the bearing upper keep to the lower keep
 Lubricating oil goes from the bottom shell and then from behind the bottom shell it goes up to the
grooves and then enters to the journal pin and upper bearing

SMC- bearing

 Wasted stud for holding the bearings and keeps

 Upper half of keep is in two pieces
 Tri-metal thin shell bearing- FOIL
 Lubrication is from the top
 Counter sunk screws are there for holding the bearing

47. Main bearing removal- Check in picture for orals-named main bearing removal trassi sir and
also check out the maintenance video. Good video
48. Thrust bearing
The thrust bearing serves the purpose of transmitting the axial thrust of the propeller through
propeller shaft and intermediate shafts to the ship's hull. The thrust bearing is incorporated in the
aftermost part of the engine bedplate. The crankshaft is provided with a thrust collar which
transmits the thrust to a number of segments mounted in a thrust shoe on either side of the thrust
collar. The thrust shoes rest on surfaces in the thrust bearing housing and are held in place by
means of four stoppers. The segments have white metal cast on the wearing faces against the
thrust collar.
The thrust bearing is lubricated from the pressure lubrication system of the engine. The oil is
supplied between the segments through spray pipes and spray nozzles.
The thrust bearing is provided with alarm, slow-down, and shut-down devices for low lube oil
pressure and high segment temperature.

49. How Can Air Line Explode

 For a fire to happen, it has to complete the three sides of the fire triangle namely-Heat, Fuel &
Air. In an air starting system of main engine, fuel may be present in the form of lube oil carried
over from the air compressor. Moreover, oxygen is present in the system in abundance. The heat
source may come from a leaking starting air valve fitted on the cylinder head and the combination
of these three in proper ratio will lead to an air line explosion.

Precaution and Prevention

Relief Valve- sulzer: It is fitted on the common air manifold which supplies air to the cylinder head.
Normally fitted at the end of the manifold and it lifts the valve in the event of excess pressure inside the
manifold. The advantage of relief valve is it will sit back after removing the excess pressure and thus
continuous air is available to engine in case of manoeuvring or traffic.

Bursting Disc-man b&w: It is fitted in the starting air pipe and consist of a perforated disc protected by a
sheet of material which will burst in case of excessive pressure caused due to air line explosion. It also
consist of a protective cap such constructed that if the engine is required to run even after the disc has
been ruptured, the cap will cover the holes when it is turned. This will ensure that in manoeuvring or
traffic air is available for engine at all time.

Non Return Valve: Positioned in between the Air Manifold and Air Receiver, it will not allow the
explosion and its mixture to reach the air bottle because of unidirectional property of N.R. valve.

Flame Arrestor- sulzer: It is a small unit consisting of several tubes which will arrest any flame coming
out of the cylinder through leaking start air valve. It is fitted on every cylinder before the start air valve.

For prevention of starting air line explosion following measures to be performed:

 Ensure that all safety devices fitted are working correctly

 Draining of the air bottle is carried out every watch
 Auto drain to be checked for proper functioning
 Air compressor is well maintained to avoid oil carry over
 The oil separator at discharge of the compressor is working efficiently
 The starting air manifold pipe to be cleaned and check for paint deformation which will indicate
overheating of the pipe
 Starting air valve to be overhauled regularly to avoid leakage
 Starting air valve seat to be inspected and lapped

50. Puncture valve in fuel pump of man B& W. pg- 77, 275 Deven Arhana

Its weight is around 5 kg and torque is 890 N-m.

51. 4-stroke connecting rod Specialty.

 Big end and big end bearings are of split type
 Big end is in an oblique direction to reduce the width of big end, reduce the load on bolts and
increase the crankpin diameter
 Top end is having bush type bearing
 Rectangular or I-shaped is expensive to manufacture but necessary to resist high transverse inertia
whip load, gas loads and to fulfill the weight to strength requirement
 Connecting rod is forged from Magnesium Molybdenum.
  Edges are serrated
 It is subjected to high compressive and low tensile bending stress as well as of axial type
 It connects crank pin direct to gudgeon pin

52. Torsional vibration, barred speed range & prevention. Pg-211- Deven Arhana
53. Working of RTA and MAN B&W fuel pumps. Pg-133- Deven Arhana
54. VIT & Super VIT. Pg-136- Deven Arhana
55. Fuel pump timing- Sulzer- RTA- do it from the pic, Arhana pg- 236 & video.
Some more point which are not there in above things

Safety precautions and preparations before going for the job.

 Interval of checking this timing- 6000- 8000 hrs

 Change over from HFO to DO
 Run the engine for atleast 30 minutes on DO
 Close the fuel pump oil inlet and outlet valve
 Obtain immobilization
 Arrange a meeting before doing this work
 Read the manual and understand
 Keep ready the Sulzer RTA setting table- load index, effective stroke, ideal stroke and flywheel
readings
 Check the spares and tools required
 Fill the DRA form- Detailed risk assessment form
 Set the local reversing lever on emergency local panel in ahead position and make sure that
engine is in ahead direction
 Keep the main lube oil and cross head pumps running
 Shut the stating air system and drain the line
 Shut starting air distributor
 Get propeller clearance from the bridge
 Open indicator cocks
 Engage the turning gear
 Set the fuel lever at local panel to position ‘8’. This will vent the cylinder in the governor
 Note the VIT reading and then make it ZERO & lock the VIT at position Zero.

Main procedure

 Check that the roller and cam are intact by removing the cam cover. It means that roller is on the
cam profile.
 Drain the oil from the pump by opening the drain carefully
 Dismantle the STAGNATION PRESSURE CONTROL VALVE from the top of suction and
discharge valve & take care that no parts fall down. 260 N-m torque
 Function of SPCV- IN SULZER (SPCV is stagnation pressure control valve) used to prevent the
after injection on RTA engines. If the SPCV is removed, the fuel pump is directly
connected to the high pressure pipe allowing stagnation pressure to drop to a level where
cavitations can occur.
 Open the cover on all three valves and mark them properly.
 Note the valve designation. S=suction, D=discharge & U= spill valve
 Then remove the springs under the stagnation pressure control valve with the help of a rod
 Then use special wrench for removing the PRESSURE BUSHES- trassi sir told that the valve
seat is loose fit and not interference fit. So to prevent it from blowing out during delivery stroke,
 the bush holds the seat in place. Also pressure bushes (nipples) are there to regulate the pressure
on the spring and the valve.
 Then valves are taken out with the help of withdrawing device from suction, discharge and spill
 Clean them properly with kerosene
 Put back the suction and spill valve back without their spring
 Put back the pressure bush and tighten them to 300 n-m torque with the help of torque wrench
 Now check the dial gauges for their free movements
 Tolerance for the angles is +- 0.30
 Follow same procedure given on page- 236 of Deven Arhana

56. Zero cut out and fuel pump cut out- 238 of Deven Arhana
57. MAN B&W fuel pump lead- S60MC-C manual – 909.1.1
58. MAN B&W fuel pump lead and Pmax adjustment by camshaft rotation- S60MC-C
manual – 909.1.3
59. 2)centrifugal p/p ovhl write on paper wat parts to remove dnt write the procedure-motor
terminals,motor coupling,bearing cover,bottom cover,side cover bolts.SHAFT ASSY-
bearing,gland packing,lock plate,lock nut,top
bush,spacer,key,impeller,spacer,midbush,spacer,key,2nd impeller,spacer,bottom bush He took the
paper and told where is the wear ring -said its on impeller and the body ,y u didnt mention-little
messed here ha asked how come ur assy came out said coz took it out vertically n wear ring on
body was counter sunk on one side as it was a make shift arrgt. 3)a/e dcarb 4)m/e unit dcarb wats
d diff w.r.t a/e dcarb-said dnt have to change conn rod bolts,no cyl head ovhl,engine is
immobilized,finished in less time,no change of rings if clearance ok,less spare parts used. 5)liner
checks-siad liner gauging stopped at start n asked how much said abt 0.2percent of dia,asked after
how many rung hrs to be replaced -said if its not worn down then there is no need,but still the
running hrs r based on liner wear rate and hence the liner will b worn after that much running
hours,asked how much is liner wear rate-said 0.05mm/1000hrs for new engines and
1.0mm/1000hrs for the old engines. 6)main brg survey-starting with all safeties as in quesn 1
addn i said enclosed space entry permit and cross ventilation,last survey report n clearance
values,remove lub oil pipe n take clearance with telescopic feeler gauge,remove hyd nut,mount
tool on cover n with chain block take out top cover,mitsubishi engine older design no jacking
reqd bottom brg removed by scoop method on port side as written in manual in block and also a
nip is provided so anyhow have to remove in port side only.He asked y telescopic feeler gauge i
m the chief engineer and u r 2nd engr i m telling u to take bridge gauge reading-said i will still
require feeler gauge from you,after removing top cover put bridge gauge on top and insert
feelergauge . 7)broken tie rod removal-said according to reports it has been observed that they
break from centre,top side is removed easily by lifting frm top bottom is reoved by piano wire
method n jacking method,piano wire is difficult coz wire doesnt come back to top hence a hyd
jack is placed n spacers fitted to remove bottom part from top. 8)new tie rods tightening
procedure-said from centre to sides,shown by diag,first jack to 300 bar measure tie rod exp,then
in same seq jack to 600bar again measure exp and find the diff,also check by feeler gauge bet
spacer n nut.

60. In Sulzer engine: during engine running 3 position valve leaking, what are its
indications, how will u rectify it; which all places the air is lead to from this valve

3 Position valve is reversing shuttle valve which is operated by air by 30bar and allows crosshead
lube oil pressure to pass through reversing servomotor so that the required direction of rotation can be
set. Reversing shuttle valve is like a spool valve having 3 ports (1-ahead, 1-astern, 1-confirmation that
reversing servomotor has reached end position. About leakage spool valve have O-rings which seal
 the different ports so if leakage change them with O-rings provided in the repair kit. INDICATION of
this valve to be faulty is that maneuvering can’t be done from the local maneuvering panel.

If you go through the maneuvering diagram of B&W and Sulzer engines you will come to know that
B&W uses 7 bar air for control purposes which are:

 Operating the directional control valves which activate the pneumatic cylinder for reversing and
puncture v/v
 To operate the interlocks
 To open main air start master valve
 Engage the pilot valve by pressing them on the distributor cam
 Operating the safety cut out

BUT in Sulzer 7 bar air is only and only used for safety cut out devices

Only 30bar pressure air in conjunction with lube oil pressure is used for setting the direction of
rotation.

IMP TO KNOW both engine builder use 30 bar pilot air to operate their starting air valve.
REASON is force=pressure*area so if we reduce the pr to say 7 bars then area has to be increased by
almost 4 times to obtain the same force IMPLICATION- IF we use pilot air. So at 30bar air staring
valve becomes compact.

61. Significance of mean piston speed. – check page- 3 of deven arhana

The mean piston speed is the average speed of the piston in a reciprocating engine. It is a function of
stroke and RPM. Mean piston speed most imp significance: heat of compression required for fuel ignition.
That is why dead slow is possible. The upper limit of piston speed is limited by materials, friction and
power loss, relative time availability for scavenging.

62. Alpha adaptive cylinder oil control lubricator.

 Cylinder oil injection timing is 126.50 after BDC
 Injection is done between the top two rings when piston moving up. By this oil is trapped in
between the top two rings and then evenly spread over the liner.
 Consist of inlet nitrogen accumulator ( 25-30 bar ) and outlet accumulator (1.5bar )
 Build up oil pressure 40-50 bar
 Injection is once in every 3-4 revolution
 Average Wear down rate of Alpha Lubricator : 0.05 mm / 1000 Hours
 Average Wear down rate of Mechanical Lubricator : 0.10 mm / 1000 Hours
 Engine performance increases
 TBO-time between overhaul increases
 Less liner wear
 High pressure injection directly into the piston ring pack
 Very Precise Injection Timing ( Electronically )
 Optimal Utilization of the Oil with minimum of loss
 Pre-lubrication of the cylinder before start of the engine
 Very Easy and Precise control of the feed rate
 Consists of 1 Lubricator for below 60 bore Engines
 2 Lubricator for 70- 98 bore Engines
 ANGLE ENCODER- Installed at Crankshaft Fore End
  Non return valve in the injector for cylinder oil
 PICK UP UNIT- Installed at fly Wheel- Consist of two pick-up sensors
 Angle encoder is connected to the fore end of the crankshaft, & the signals are transmitted to the
computer panels via a terminal box. For engines on which the crankshaft fore end is not available
for angle encoder installations, trigger ring & Tacho pickups are installed at the Flywheel.
 The BCU-back up control trigger system comprises of 2 Tacho pickups in a box at the turning
wheel, thereby transmitting the engine rpm to the BCU. The backup pickups are also connected to
the MCU for surveillance purposes
 The load transmitter is connected the fuel rack, thereby continuously transmitting the fuel index
% to the MCU, which calculated the engine load from this information & the detected engine
RPM.

For the pump station- 2 pumps, Heater, Filters, Suction Tank and Pressure/Temperature sensor. One
pump is for Stand-by

63. Draw bottom end bolt of 4-S engine. Shank diameter= 0.9 of root diameter- diagram in pics
folder
64. Turbo charging, Scavenging & Supercharging. Pg- 81 of Deven Arhana
65. Turbocharger surging causes and remedy and action.- Pg- 101 of Deven Arhana
66. Valve timing diagram for 2S and 4S engine. - Pg- 11-13 of Deven Arhana
67. Opposed piston engines.
 Two PISTONS & One COMBUSTION SPACE in each cylinder.
 The pistons are arranged in opposed positions- crown to crown with the combustion space in
between.
 When combustion takes place, the gases act against the crowns of both pistons, driving them in
opposite directions. Thus, the term opposed not only signifies that the gases act in opposite
directions (with respect to pressure and piston surfaces), but also classifies piston arrangement
within the cylinder.
 Two crankshafts (upper and lower) are required for transmission of power. Both shafts contribute
to the power output of the engine.
 In opposed-piston engines that are common to Navy service
 The cylinders of opposed-piston engines do not have valves.
 Scavenging air ports and Exhaust ports both are opened and close by pistons.
 Movement of the opposed pistons is such that the crowns are closest together near the center of
the cylinder.
 When in this position, the pistons are not at the true piston dead centers. This is because the one
of the crankshaft operates a few degrees in advance of the other. The number of degrees that a
one crankshaft travels in advance of the corresponding other crankshaft is called CRANK LEAD.

Instead of TDC and BDC here we have ODC-Outer dead center and IDC-inner dead center.
 Upper and lower crankshafts rotate in opposite directions.
 With the shafts at these positions, the pistons are closest together and are sometimes referred to as
being at COMBUSTION DEAD CENTER.
 INJECTION and the burning of the fuel start during the latter part of the COMPRESSION event
and extend into the POWER phase.
 There is also an overlap of the EXHAUST and SCAVENGING periods.
 Lower crank lead influences scavenging as well as power output.
 Since the intake ports are open for a brief interval after the exhaust ports close, air can be forced
into the cylinder at a pressure above that of the atmosphere. (In other words, the cylinder can be
supercharged.) This feature results in the development of more power than would be possible if
pressure were normal.
 The amount of power delivered by the lower crankshaft varies with the engine model. In some
engines, from 70 to 80 percent of the total power output is delivered by the lower crankshaft. The
power available from the upper shaft is already less than that from the lower shaft power because
of lower crank lead. The power from the upper shaft is further reduced insofar as engine output is
concerned, by the load of the engine accessories which the upper shaft generally drives.
 Modern engines of the opposed-piston design have several advantages over single-acting
engines of comparable rating. Some of these advantages are less weight per horsepower
developed, lack of cylinder heads and valve mechanisms (and the cooling and lubricating
problems associated with them), and fewer moving parts.
 Single-acting engines have their own advantages, such as not requiring blowers, if they are of the
4-stroke cycle design. These engines are more efficient if they are supercharged with a
turbocharger, which is driven by the otherwise wasted energy of exhaust gases. Certain repairs
are easier on a single-acting engine since the combustion space can be entered without the
removal of an engine crankshaft and piston assembly.

68. What Is Glazing?

Glazing describes oil burned and baked onto a surface. Glaze is insulative, very hard, polishes to
a high shine, wears piston rings, and can be removed only with an abrasive material or a cylinder
hone. A glazing is the result of surplus cylinder lube oil being left behind by the piston rings
because they have not been "pushed hard enough" against the cylinder bore surface to remove
most of the oil. When excess oil is left behind it is burned onto the bore surface and forms a very
hard glazed smooth finish. Light or under load running will always result in a glazed bore. The
time taken to glaze a bore will vary according to the lubricating oil used, the load applied, the
length of time run under light load, and local air temperature. Any engine with a glazed cylinder
 bore will always use lots of oil and will cause complete engine failure if not quickly and correctly
repaired.
Engines (using correct grade and quantity of frequently changed cylinder oil) that run at variable
speeds and changing loads very rarely get a glazed.

69. What is Scuffing?

Piston ring scuffing is consists of local micro welding, or material adhesion, between a piston ring and a
cylinder liner. Various causes of Scuffing are following

1. Lack of Lubrication

o If the engine doesn't have enough oil, the cylinders will not be properly lubricated. As the
ring rubs against the liner of the cylinder, dry spots will cause it to scuff. Symptoms of
scuffed piston rings include dirty exhaust and excessive oil consumption.

2. Engine Dry Starts

o If an engine has sat idle for even a short time, it may have a "dry start" when next used.
This occurs because the existing lubricant sheen in the engine has dried up, and these dry
parts of the engine run without lubricant in the first few seconds after the engine starts
before lubricant is fully circulated. If an engine is dry-started after a new piston ring is
installed, scuffing could result. To avoid this, lubricate the ring before installing it or add
a secondary engine oiler that squirts oil into the engine before start-up.

3. Liner Surface Glaze

o Engine cylinders that are overheated by insufficient lubrication can break down the little
bit of oil that is present, which then accumulates as a glaze on the interior of the cylinder.
This glaze can scuff the edges of a piston ring as it scrapes by, as the glaze won't allow
oil to flow properly in the cylinder. Getting rid of this may require a professional
reconditioning of the cylinder.

4. Liner Roundness Faults

o If the liner of a cylinder is uneven, some points will rub against the piston ring and cause
it to scuff. Here, too, a reconditioning of the cylinder may be necessary.

70. Q2. SMC has two keeps and UEC has one keep.then UEC has thick shell and SMC has thin
shell.Then told him similarities also that lubrication from top and both have hydraulic nuts for
thigtening. Q3 Told him regardin crank angle sensor.Search in google regardin crank angle
sensor and rt flex.lots of info. Q4. gas compressor motor in different room...220-250 kw....no
intercooler and after cooler....horizontal compressor and vertical compressor with two different
stages...no tandem piston....has cross head...no bursting disc...has thermostatic valve... Q6.
pipelines in IG plant from boiler has rubber coating iside to prevent corrosion..and in oil tankers
where IG plant is generally used...there is deck seal unlike IGG generators which are generally
used in LPG carriers.
71.
difference between RND vs RTA liner construction?
Like · · Follow Post · February 13 at 12:25pm near Mumbai, Maharashtra


 2 people like this.

o

Siddharth Singh exhaust ports in rnd,quills at 2 levels in rta,rta liner is bore cooled,rta
liner- deep honed over full length

February 14 at 7:28am · Like

Siddharth Singh also,tribopack features can be said -- like insulation tubes in the cooling
bores and a insulating band at the mid length ov the liner.

February 14 at 7:30am · Like

Kenrick Mascarenhas tthanks buddy.... jus to clarify tribopack in RTA rite..

February 14 at 9:07am · Like

Kenrick Mascarenhas rta: fire ring, liner 1/3 insulated... na all

bruary 14 at 9:10am · Like

Rahul Sen rta were not fitted with fire ring. mid liner insulation. bore cooled. tubes are
not insulated. early rta are semi honed not fully honed.

February 14 at 3:39pm · Like

Kenrick Mascarenhas the rta i did had a fire ring, don kno abt the rest but shud we say
it? comes under tribo pk?

February 14 at 4:04pm · Like

 o

Rahul Sen rta engines undergone different stages of developement from rta to rtb
engines . tribo pack is more specific to to rtflex engines. all features of tribo pack are
incorporated in rtflex engine. present senario rta is much more modified from early
stage rta. many design features changed.

72.
73. Boiler gauge glass cross blow down, boiler survey n interval, what certificate does
boiler survey come under?
Boiler survey comes under cargo ship safety construction certificate.
74.
75. main engine gear backlash – pdf + pg 51 ritenker sen
76. thrust pad- pg 52 ritenker sen
77. preparations b4 placing a new bearing

78. fuel interlock for main engine- fuel interlock is running direction fuel interlock..fuel is not
injected unless direction of engine on air matches the telegraph order.it is mechanical type.read
rta manual for dia nd working.
79. Checks in Centrifugal pump.
 check for cavitation,bearing condition,condition of the casing,wear ring
clearance,condition of the seal,pitting on the shaft...

drydock survey under which certifi n tail shaft?

3. M/E exh v/v n seat angle? Why diff?

80. wat is ammonia slip?

81. chem composion of de-scaling liq?

82. Diff between Uvceand Mc engine. he asked me 2 differences....

on my ship Uvce had exh v/v operated by rocker arm...n reversing by camshaft rotation ...he
asked me by wat angle ..i didn't no
83. Hot TO take backlash of gear in engine and pumps & what are themaximum limits of it?
According to SULZER, in the engines equipped with the gear drives, The backlash is
measured by Lead wires, not only one, but three lead wires, also to check the backlash
and parrellelism of the gear teeth. The measurement of the wire is also given in the
manual. Please tell the examiners this and they will accept, as you can take a copy of that
page also. Now, In Mitsubishi UEC Engine, the gear drive backlashes have to be checked
by feeler guage, and the positions are clearly mentioned in the manual and there are small
covers which have to be opened for checking this. Both these methods are correct as I
myself have ckecked The backlash clearance of both these engine types, and according to
the Instructions by the maker.. limits are… 0.2 to 0.3 mm as per Datta sir
84. Crankshaft deflection procedure, how to ensure correct reading is obtained, what
corrective actions to be taken, and limiting values of deflection.
85. Aux engine lube oil shore analysis interval, what are the tests carried and their
values.
86. Boiler Furnace bulge is favorite question what actions and how heat treatment
would be carried out.
87. What is the name of the Biocide used in Lube oils for microbial Degradation !

Uni MAR17 (unitor) : N,N-Methylene-bis-(5-methyl- oxazolidine)

88. LO testing shore based, what is d time interval, as and how often do we send it
various LO for analysis. When the report comes from the lab, explain d various aspects
found and the report with there values.
89. Anti fouling paints explain, asked me which constituent was harmful in d previous
paint because of which anti fouling paints are being used now.( I couldn’t answer but
someone told me it was butimen)
90. Types of turbochargers. Pg -163 ritineker sen
91. Difference between turbocharging and supercharging and types of supercharging--
under piston,mechanical and electrical blowers,, lot of CQ's..
92. Paint scheme of ship,,i said all the coats,,of three parts,,he then asked the chemical names of
alkyls paints,,he said how chloro rubber differ from alkyls ones,,how the paints perform as the
anti fouling agents ..how they prevent bacteria ,fungae ,algae,growth,,as i was answering he
began to test furthur deep into it ,,,I thought to use scba ,,, also surface preparation
93. smcc beraing can be bedded or not if not then why?
then he asked me types of engines u have worked i told smc and smcc
he said then i should make u 2nd engg for smc and smcc only i told in our company all ships
have this types of engines but i have studied sulzer too u can aks me anything from sulzer
then his next qs was
94.
95.
96. Hull painting scheme, purpose of self polishing paint, rate of polishing.
PAINT SCHEME- doesn’t know if it right, 2 coats of primer 50 microns each, one coat of
binder 50 microns, and 2-3 coats of antifouling paint 5, 30, 25 microns.
PAINT SCHEMES-1) SHIPS BOTTOM-BLAST PRIMER-25 MICRONS 1COAT,
CHLORINATED RUBBER-75MICRONS 3-COATS,PITCH EPOXY 125 MICRON 2-
COATS,SELF POLISHING ANTIFOULING PAINT 75 MICRONS,3-COATS
Abhimanyu Singh Rajawat 1 under water paint scheme
2 boot topping
3 above freeboard
4 super structure
these are the 4 paint scheme areas for bottom part fazal is right..
boot top-2 packs epoxy red oxide primer plus- 1 coat of 25 microns
2 pack epoxy high build coating plus - 1 coat 125 microns
2 pack epoxy based gloss finishing coat-2 coats 50 microns each

Fazal .z.peter 2)BOOT TOP N TOPSIDES-WATER RESISTANT PAINT 50 MICRONS

3-COATS,EPOXY RED PRIMER25MICRONS 1-COAT,EPOXY COATING PLUS
125 MICRON 1-COAT,EPOXY GLOSS FINISH COAT 50MICRONS 2-COATS
97. MC engine bearing renewal procedure? He wants everything from the start.
98. Boiler corrugations..
99. What are the safeties of Steering Gear?

 Hydraulic tank oil low level

 Hydraulic oil temp too high
 Self staring after power failure
 One motor fed from emergency switch board
 Overload alarm
 Single phasing alarm
 Short circuit
 No volt alarm
 Auto change over alarm
 Power failure alarm
 Relief valve
 Bypass valve
 35 degree: Telemotor limit switch
 35.2 degree: Telemotor stopper
 36 degree: Rudder angle limit switch
 36.5 degree: Rudder stop
 37 degree: Mechanical stop

100. What are the safeties of electric winch/windlass?

 Overload & Short circuit protection

 Remote stop
 Electromagnetic brake
 Hand brake
 Restart Timer delay
 Slipping clutch- commonly mounted in electric windlass. Mounted between motor and gear box
or directly in gear box. This avoids inertia of driving motor being transmitted to the gear system
in the event of shock loading. Such shock loading occur when anchor pulled hard into the hawse
pipe.
 Cable stopper
 Torque limiting device

101. What are the safeties of hydraulic winch?

 For Hydraulic motor- overload and short circuit protection

 Hydraulic oil low level alarm
 Hydraulic oil high temperature alarm
 Electromagnetic brakes- release by electromagnetism. If no power then release by an emergency
screw given for releasing it. -Fail safe arrangement

102. What are main air compressor safeties?

 Relief valve- Fitted after every stage to release excess pressure developed inside it. The
setting of the lifting pressure increases after every ascending stage.
 Bursting disc-A bursting disc is a copper disc provided at the air side of the compressor. It is
a safety disc which bursts when the pressure exceeds over the pre-determined value.
  Fusible plug-Generally located on the discharge side of the compressor, it fuses if the air
temperature is higher than the operational temperature. The fusible plug is made up of
material which melts at high temperature.
 Lube Oil low pressure alarm and trip-If the lube oil pressure goes lower than the normal, then
alarm is sounded followed by a cut out trip signal to avoid damage to bearings and crank
shaft.
 Water high temperature trip-If the intercoolers are choked or the flow of water is less, then
the air compressor will get over heated. To avoid this situation high water temperature trip is
activated which cut offs the compressor.
 Water no-flow trip-If the attached pump is not working or the flow of water inside the
intercooler is not enough to cool the compressor then moving part inside the compressor will
get seized due to overheating. A no flow trip is provided which continuously monitor the
flow of water and trips the compressor when there is none.
 Motor Overload trip-If the current taken by motor during running or starting is very high then
there is a possibility of damage to the motor. An overload trip is thus fitted to avoid such
situations.

103. What are the engine room crane safeties?

 Limit switch for all 6 directions-fwd, aft, port, starboard, lowering and hoisting.
 Mechanical stoppers in case limit switch fails.
 Overload trip.
 Electromagnetic brake. Release by availability of electric power.- Fail safe arrangement
 Rail guard over the pulley
 Mechanical locking arrangement for rough weather
 Locking arrangement and hook for safe carriage of load.
 Clear marking of Safe working load on crane.
 Breakers at various places. One in engine room and another in ECR.
 It shall be operate in 50 list and 20 trim.

104. What are the checks carried out after Over speed trip?

 Check over speed device.

 Check governor
 Check fuel pump rack
 Open crankcase and check the condition inside
 Check bottom end bolts. It is better to change them once over speed trip has taken place.
 Over speed limits for AE-15% and for ME-20% .

105. Main bearing for survey..???

Told him the correct procedure as per RT Flex manual but didn’t tell him regarding the MB
clearance which is to be taken b4 and after overhaul.

106. Boiler steam drum internal inspection n asked the function of each;he askd me 2
draw the feed pipe arrangement,n the technical word for scum pipe n its arrangement.
Trassi asks the technical name for scum pipe....its surface blow pipe.
First he asked me all int mountings-Int. feed pipe;scum blow down- WHEN I SAID SCUM
BLOWDOWN HE SAID THERE IS TECHNICAL WORD FOR IT WHICH I CULD NT
ANSWER HIM .IT IS CALLED"SURFACE BLOW PIPE";Cyclone sep;dry pipe;chemical feed
pipe.....Nex Q was wat all will u check;Function of each of the above;Nex Q was draw the
arrangement of the int feed pipe n surface blow pipe n till where they extends:Ans which i gt
from one buk is SURFACE BLOW PIPE-located jus below the normal water level in the steam
drum and when u open this valve boiler press will blow out the upper layer of water in the stm
drum amd with it any impurities including oil which had floated to the surface.......INTERNAL
FEED PIPE:feed pipe is mounted abt a quarter of the drum diameter above the bottom of the stm
drumn penetrates the head of the drum 2 connect to the feedwater piping from feed pump.He said
ok bt sum parts i culd nt answer in a better way.
The feedwater pipe receives feedwater from the economizer and distributes it throughout the
length of the steam drum.

• The chemical feed pipe is used to inject chemicals into the boiler to maintain the proper pH and
phosphate balance in the boiler water.

• The surface blow pipe is used to remove suspended solid matter that floats on top of the water
and to lower the steam drum water level, when necessary. The surface blow pipe is also used to
blow water out to lower the chemical level in the boiler when it becomes too high.

• The dry pipe is used to direct the steam to the steam drum outlet nozzle after it leaves the
scrubbers.

• The vortex eliminators are used to reduce the swirling motion of the water as it enters the
downcomers.

• The baffle plates are used to direct the steam to the steam separators.

• The cyclone steam separators remove moisture from the steam. This is accomplished by the
steam spinning or changing direction. The water drains back into the steam drum while the steam
continues upward through a screen and scrubber that removes still more moisture.
Add a description
• The feedwater pipe receives feedwater from the economizer and distributes it throughout the
length of the steam drum.

• The chemical feed pipe is used to inject chemicals into the boiler to maintain the proper pH and
phosphate balance in the boiler water.

• The surface blow pipe is used to remove suspended solid matter that floats on top of the water
and to lower the steam drum water level, when necessary. The surface blow pipe is also used to
blow water out to lower the chemical level in the boiler when it becomes too high.

• The dry pipe is used to direct the steam to the steam drum outlet nozzle after it leaves the
scrubbers.

• The vortex eliminators are used to reduce the swirling motion of the water as it enters the
downcomers.

• The baffle plates are used to direct the steam to the steam separators.

• The cyclone steam separators remove moisture from the steam. This is accomplished by the
steam spinning or changing direction. The water drains back into the steam drum while the steam
continues upward through a screen and scrubber that removes still more moisture.
 107. what is SCH 40 pipe pressure:he din accept any ans which was discussed in
facebook bt he said til date no 1 hs given me the right ans i askd him sir frm where 2
find ,he said he wants the ans from ISA code(Japanese code)-whatever is mentioned
ther he wants that...i tol him in our company we have only IMPA code provided,bt
he said its american std n he wants the Japanese std..

well as for sch 40..trassi had accepted 1000psi as the answer...a couple of guys had given this
answer during the aug attempt and he said ur right !! wonder what he wants now?

108. fresh water generator not producing enough water,what is ur action

 Check the vacuum of the fwg,

 Leakage possibilities from the pr gauge, vent cock, distillate pump seal, hole in the ejector, or
chockage in the ejector, from the flanges, condenser pipes leaking
 If the temp of the shell is too high, could be the reason of chocked condenser tubes, or short
cycling of the jacket water from the end cover

109. What checks will you carry out on an a main sea water pump

Check for cavitation, bearing condition, condition of the casing, wear ring clearance, condition of the
seal, pitting on the shaft...