Examination for certificate of competency

Second Engineer Officer

17th October 2017

Guide to scrutinize answer scripts of Engineering Knowledge (Motor)

1.Electronic module syllabi 8.2.5

a) The bedplate acts as the main strength member, maintains correct alignment and supports
the weight of the components. it must be capable of withstanding the fluctuating forces created
during operation and transmit them to the ships structure. In addition, it may also collect
lubricating oil. In slow speed engine design, it consists of a deep longitudinal box section with
stiffening in the form of members and webs.
Transverse members are fitted between each throw of the crankshaft. These support the main
bearing saddles and Tie -rod connection. They are attached to the structure by substantial butt
welds.
To reduce the engine height the sump of the bedplate may be sunken allowing it to fitted into a
recess in the ships structure.
Plate and weld preparation is required with welds of the double butt type if possible. Regular
internal inspection of the parts especially the transverse girder is required for fatigue cracking.
Tie bolts should be checked for tightens.

Box girders-A box girder is stronger and more rigid then I or H section girder of the same c.s.a.
From the simple beam bending equation we have;
M /I = s /y = E/R
M=Bending moment
I=2nd moment of area of the cross section
s =Stress
y=distance from the axis of bending to the outer face
E= modulus of elasticity
R-radius of curvature of the bending.
This can be arranged into
s = (M/I) . y
It can be seen that for the same bending moment on a symmetrical shape of same size, the
stress is reduced on the increasing 2nd moment of area. The second moment of area increase
with moving of material away from the axis of bending towards the extremes of the section.
Because of this the commonest way of construction a fabricated bedplate is by creating two box
section girders and tie them using transverse girders.

The advent of the small bore slow speed has seen the use of single side bedplates. A box
section is then created by using a box section crankcase structure rather than the more
traditional A-frame. This has the advantages of reducing width as well as weight and increasing
the amount of fabrication so reducing assembly times.
Due to the weight penalty, the use of cast iron is generally limited to smaller units where
fabrication becomes impractical. However, cast iron has internal resilience allowing it to dampen
down vibrations, this has led to its usage on some medium speed installations, especially areas,
where noise and vibration suppression is important.
The most highly loaded part of a bedplate is the transverse girder. Classification societies
require that residual stress is removed after construction.
The transverse girder acts as a simple beam with the forces of combustion acting on the piston
passing down through the bearing. The forces acting on the head are passed through the Tie
rods.

It can be seen that to reduce the bending moment the tie rods have to be brought closer to the
crankshaft. The limit to this is the securing arrangement required for the main bearing keep.
One method is to use two instead of one bolts which can be made of smaller diameter. Sulzer
use an alternative and very successful method in the form of jacking bolts. These jack against
bottom of the A-frame.
The engine structure is the foundation of the engine and must provide.

1. Sufficient rigidity for,

a) Uniform loading on the main bearings, so that crankshaft stresses are kept within design
limits by avoiding excess bending loads.

b) True alignment of piston and running gear, so that no uneven loads are
imposed on the crosshead guides, diaphragms, and cylinder blocks.

c) Controlling the structures natural frequency away from the continuous

operating range of engine RPM. The natural frequency be quite low for high mass objects such
as the engine frame, thus increased stiffness is required to increase the primary critical speeds
and its multiples (i.e. x2, x3, etc) away from "normal' speed ranges. The engine must be
designed to run sub or over critical.

2. Sufficient strength to resist fatigue failure. Fatigue failure is the significant cause of structure
defects, and thus the fatigue strength of the structure is more important than the actual UTS.

The engine must be constructed to resist bending, due to vessel movement and this occurs
mainly in the longitudinal plane; and twisting, due to fluctuating torsion and guide forces and this
occurs mainly in the transverse plane.

The strength transversely is required to ensure running gear alignment is maintained and
comes from.

1. Strength of the transverse girder to absorb the inertia and combustion force imposed on it
from the main bearing.

2. Rigid attachment of the transverse girder to the longitudinal girders, and deep sided
longitudinal girders. This box section which is well away from the neutral axis provides high
resistance to twisting.
3. Construction of 'A' frame units to impart additional transverse strength, and to transmit guide
forces into the bedplate without undue deformation. They can be produced as one unit, rather
than assembly of single units, and this aids the stiffening of the engine, (welded 'A' frame unit
stiffens the engine by 40%).

4. Cylinder block units resist transverse flexing, although production simplicity usually means
that single units, bolted together are used.

5. The top bracing units also increase transverse strength, and they will dampen lateral
structure vibration/fluctuations, rather than prevent them.

6. The compressive stress imparted to the structure by the tie bolts will reduce tendency for
structure to separate, which would reduce the transverse/longitudinal strength.

The strength longitudinally is required to ensure crankshaft alignment is maintained and

comes from:
1.Deep flanges attached to top and bottom of longitudinal girders. These ensure that girder
strength is increased, and also provide increased attachment strength to 'A' frames and holding
-down arrangement.

2. Single 'A' frame units will increase longitudinal strength, and reduce the chance of fretting
occurring at bolted joints.

3. Cylinder block units also impart longitudinal strength.

4. Rigid attachment to a highly stiffened tank top. (close spaced framing of 750mm IS
mandatory for double bottom construction)

Other points relating to structure rigidity:

i) Manufacture using jointed individual units are simpler for repair, production (easy tooling), and
handling; but their bolted construction will increase alignment difficulties at initial erection, and
later in life should fretting occur.

ii) Rigid engine structure must be coupled to a rigid tank top, otherwise shafting alignment will
be affected. Also the reaction of the engine to the shaft torque must be resisted eventually by
the tank top itself. Class rules dictate the stiffening required in way of the engine seating. This
stiffness
is increased by making the double bottom as deep as possible, and the "stiffness' is gradually
reduced away from the engine seating to avoid stress concentrations.

iii) In the modern bedplate design, the main bearing is situated well below the top joint. This
much deeper transverse girder increases both the transverse and the longitudinal strength, and
hence stiffens the engine without increasing the engine dimensions or mass.

2. Electronic module syllabi 8.4.1

The Variable Injection Timing (VIT) function of a marine diesel engine comes into play during
load dependent adjustment of the combustion pressure. Variable Injection Timing (VIT) allows
to achieve maximum combustion pressure during part load operation which helps in decreasing
the fuel consumption and also achieve efficient combustion in the engine.

By controlling the injection timing of the fuel in the fuel delivery pump and advancing the fuel
pump injection timing, VIT increases the maximum pressure in the engine.
Freeness of Mechanical Parts: The actuator of Variable Injection Timing (VIT) operates on the
movement of eccentric shaft of suction and spill control valves. Marine engineers must ensure
that these valves are free from any obstruction or excessive play. The eccentric shaft spring
should also be regularly checked for proper operation in order to avoid any kind of breakdown.

VIT Actuator Setting: Check the actuator stroke when VIT is 0 by inserting the distance
sleeve between the suction valve regulating lever and the blocking unit. Move the VIT to its
maximum advance and minimum retard position respectively and note down the values in the
load indicator in the setting plate. Also check the stroke of the actuator at the remote control
system. Lastly, note and compare any deviation prescribed in the manufacturer manual.

VIT Clearance: When fitting the VIT after maintenance, the clearance and alignment between
the stop plate and the linkage must be checked with cylinder in fully retracted position. If there is
no clearance, the stop plate must be ground until the clearance is achieved.

Electrical Connection: For electronically operated Variable Injection Timing (VIT), all the cable
connections between the connecting box and VIT terminal must be checked regularly.
Pneumatic Cylinder: The Pneumatic cylinder which acts as the positioning unit of the VIT
linkage is sometimes provided with a mechanical stoppage which should be checked for
jamming. This will be useful to move the cylinder manually in the event of failure of automatic
positioning system.

Running in Period: When the marine diesel engine is under breaking in/ running in period due
to rent overhauling of the engine components, VIT should be disconnected or turned off for the
complete time period until the running in is completed.

Engine running with Unit Cut Off: If the main engine is running with one unit cut-off due to
major problem in the parts of that unit, the VIT to be set at zero or switched off as there will be
uneven load distribution within the engine.

9. VIT Failure: When the failure of VIT occurs, the combustion peak pressure is no more
controlled by the pneumatic actuator. During such situation, the distance sleeve must be
installed to fix the neutral position of the VIT.

3. Electronic module syllabi 8.9

a)The air start system is similar to that on a conventional engine except there is no need for a
mechanically driven distributor to open the air start valves at the correct time.

Instead of a camshaft driven, reversing air start distributor, each air start valve is opened at
the correct time by the engine computers sending a signal to a solenoid controlled nc
(normally closed) valve.
 The timing of the air start valves will vary depending on the number of cylinders, but they will
be open for a long enough period to allow overlap, so that a valve opens before the previous
valve closes, allowing starting from any position of rest. The nominal opening can be
considered as 0 (ie TDC) and closing at 110 ATDC.

The computer knows when to send the signal because it is receiving information as to the
crankshaft position from the angle encoders which measure crankshaft position and RPM.

When the engine has reached firing speed the computers shut off the air and introduce the
fuel.

MAN B & W ME Engine Air Start system

Sulzer RTFlex Air Start System
b)
Great care is to be exercised in the operation and maintenance of starting air systems. The
hazard of compressed air and lubricating oil forming an explosive mixture must be avoided. Oil
from any source must be excluded from the starting air system.

Air compressor, starting air reservoir blow down drains are to be operated at regular intervals,
and if automatic, their function verified.

Periodic inspection of air starting system pipelines is to be carried out to ensure that no build up
of oil is occurring. Highly flammable cleaning fluids must never be used in any part of the
starting air system. Any residue of liquid or vapours could result in an explosion.

Routine duties must include the manual checking of the main air starting valve pipes for any
increase in temperature, which would indicate leakage of combustion gasses into the system. It
is particularly relevant during manoeuvring when the main air starting reservoirs are open to the
system despite the existence of non-return valves and other devices.

It is absolutely essential that if an air starting valve is in any way suspect that immediate action
is taken i.e. shutting the fuel off the unit in accordance with the manufacturer's instructions,
"gagging" the valve shut, and replacing the valve at the first opportunity.

Only in exceptional circumstances and according to the Master's authority is the main engine to
be operated with leaking air starting system valves.

Air starting systems usually incorporate two or more air reservoirs. According to experience with
the main engine plant, the Chief Engineer is to issue standing instructions regarding the air
reservoirs which are to be online during manoeuvring.
Following manoeuvring and during full away passage conditions and dependent on the
particular system i.e. connections with auxiliary engine air starting system etc., as many air
reservoirs as possible are to be taken off line and their isolating and stop valves shut. The
pressure in these reservoirs is to be maintained at the operating maximum.
c)
Relief Valve: 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: 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: 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
4. Electronic module syllabi 8.13

a)

Clutches

A clutch is a device to connect or separate a driving unit from the unit it drives. With two engines
connected to a gearbox a clutch enables one or both engines to be run, and facilitates reversing
of the engine.

The hydraulic or fluid coupling uses oil to connect the driving section or impeller with the driven
section or runner . No wear will thus take place between these two, and the clutch operates
smoothly. The runner and impeller have pockets that face each other which are filled with oil as
they rotate. The engine driven impeller provides kinetic energy to the oil which transmits the
drive to the runner. Thrust bearings must be provided on either side of the coupling because of
the axial thrust developed by this coupling.

A plate-type clutch consists of pressure plates and clutch plates arranged in a clutch spider . A
forward and an aft clutch assembly are provided, and an externally mounted selector valve
assembly is the control device which hydraulically engages the desired clutch. The forward
clutch assembly is made up of the input shaft and the forward clutch spider. The input shaft
includes the forward driven gear and, at its extreme end, a hub with the steel pressure plates of
the forward clutch assembly spline-connected, i.e. free to slide. Thus when the input shaft turns,
the forward driven gear and the forward clutch pressure plates will rotate. The forward clutch
plates are positioned between the pressure plates and are spline-connected to the forward
clutch spider or housing. This forward clutch spider forms part of the forward pinion assembly
which surrounds but does not touch the input shaft.

The construction of the reverse clutch spider is similar. Both the forward and reverse pinions are
in constant mesh with the output gear wheel which rotates the output shaft. In the neutral
position the engine is rotating the input shaft and both driven gear wheels, but not the output
shaft. When the clutch selector valve is moved to the ahead position, a piston assembly moves
the clutch plates and pressure plates into contact. A friction grip is created between the smooth
pressure plate and the clutch plate linings and the forward pinion rotates.

The forward pinion drives the output shaft and forward propulsion will occur. The procedure
when the selector valve is moved to the astern position is similar but now the reverse pinion
drives the output shaft in the opposite direction.

Air operated clutches

Clutches which are not part of the gearbox, are usually air activated, with pads or linings which
make either radial or axial contact. The application force for the friction pads or linings, is
supplied by compressed air in a reinforced neoprene rubber tube. The compressed air is filtered
and moisture is removed by drains provided in the system. Air pressure is monitored and the
low pressure alarm is particularly important. Some form of rotary connection between the air
supply pipe and the clutch is necessary, with the valve controlling the air supply to the clutch
tube being operated by hand or remotely controlled by a solenoid or air pressure.

b)Emergency operation

Failure of the air supply or other fault could render a clutch inoperative. To make provision for
this eventuality, an emergency driving plate or set of temporary coupling bolts is provided. The
emergency arrangement shown, is for a combined clutch and coupling. Prolonged use of the
emergency solid coupling arrangement can result in serious damage to gear teeth. (The gear
box of at least one medium-speed engined ship had to be expensively replaced after six months
operation with the emergency coupling arrangement.)

5. Electronic module syllabi 8.1

The main aim of any maintenance plan on ship is to get the maintenance and repair work done
in the least possible time with minimum costs.

A maintenance plan is therefore followed by every shipping company to ensure that the ships
machinery maintains a particular standard of operation and safety.

Maintenance plan is an imperative element of ships routine operations and also forms an
integral component of ships maintenance mechanism.

While making a maintenance plan, several aspects are taken into consideration, starting from
the International safety management code (ISM) to the guidelines put forth by the machine
manufacturers.

The main objectives of a maintenance plan.

As mentioned before, the main objective of a maintenance plan is to make sure that the work is
done in the least possible time with utmost efficiency and at optimum cost.
Various points mentioned in the ISM code are taken into consideration, along with companys
procedures and manufacturers guidelines.

Other aspects include type of the ship, condition of the ship, age of the ship etc.

The procedure of the maintenance plan made and implemented

In order to carry out a successful maintenance plan, the following steps are considered in order
to form a strategic approach:

1. Identifying the problem

2. Establishing the clause
3. Proposing solution
4. Evaluating solution
5. Implementing solution
6. Evaluating effectiveness
7. Solving

While developing a maintenance procedure for a particular ship, the shipping company takes
the following points into consideration:

Maintenance guidelines and specifications given by the manufacturer

History of equipment including failures, defects, damagers, and remedial action
Guidelines mentioned in the ISM code
Age of the ship
Third party inspections
Consequences of failure of equipment on safe operation of the ship
Critical equipment and systems
Intervals of maintenance

Considering the above mentioned points, a systematic approach to maintenance is made. This
is necessary to ensure that nothing is missed while carrying out the maintenance procedure.

Following steps are included in the approach for maintenance procedure:

Establishment of maintenance intervals

Methods and frequency of inspections
Specification of the type of inspection
Type of measuring equipment to be used
Establishment of appropriate acceptance criteria
Assignment of responsibility for inspection activities to appropriately qualified personnel
Clear definition of reporting requirements and mechanisms

Maintenance interval forms the most important aspect of the maintenance plan.
The maintenance interval decided in the plan is based on the following factors:

Manufactures recommendations and specifications

Predictive maintenance determination techniques
Practical experience of the engineers in operation and maintenance of ship and its
machinery
Historical trends obtained from the results of routine inspections, and in nature and rate
of failures.
The use of the equipment continuous, intermittent, standby, or emergency
Practical and operational restrictions
Guidelines for internals specified as part of class, convention, administration and
company requirements
Need for regular testing of S/B arrangement

Lastly, following steps are included for writing down the final procedure for planned inspection
routines :

Criteria for inspection

Use of appropriate measuring and testing equipment
Calibration of measuring and testing equipment
The type of inspection and test to be employed visual, vibration, pressure,
temperature, electrical, load, water tightness

Considering the above mentioned points, a systematic and planned maintenance procedure is
made which also forms an integral part of ships planned maintenance system.

6. Electronic module syllabi 8.7

a) The damaged turbocharger needs to be isolated from the air, exhaust and water
sides. The exhaust inlet to the turbocharger can be isolated by the fitting of a spade in
the pipeline between the exhaust gas manifold and the turbocharger inlet.
The air side can not be isolated as the auxiliary blower takes its suction via the air filter,
thus air isolation of the turbocharger relies on the non return valve fitted at the inlet to the
scavenge air manifold.
As there is no longer any gas flow through the turbocharger, then the water cooling can be
isolated by closing the inlet and outlet valves.
The oil in the bearings can also be drained, and the rotor locking plates fitted to prevent any
possible rotation of the defective turbocharger rotor. The rotor can be left in place until
replacement parts are obtained and fitted.
If the engine was operated at lower powers then the auxiliary blowers may be operated.
The electrical load on the auxiliary blowers would need to be monitored if they were
operated, to prevent any overheating of the motor.
The factors which may limit operation of main engine without turbocharger are the following:

When one of the two turbochargers is isolated, this will reduce the possible air input to the
engine, and hence full engine power can not be developed. The following factors need to be
considered when operating the engine:
 Exhaust temperatures: These will rise with the reduction in air delivery. The engine
manual would be consulted as to the maximum limit, and this will be around 500 degrees.
Exhaust smoke levels: These will also rise, and excessive smoke will cause fouling of the
turbocharger and exhaust gas boiler.
Maximum engine power: This will be limited due to the factors stated above, and this will
probably be approximately 50% power with the loss of one of the two turbochargers.
Acceleration of the engine: When the engine load is increased then the time taken to
increase the load would need to be extended to prevent excessive thermal load.
Speed of the remaining turbocharger: When the engine load is reduced this will also
reduce the gas energy, which should ensure that the speed of the working turbocharger
would not be excessive, but the engineering staff should also monitor this.

6b) Exhaust Gas Temperature too High

Causes and Remedies:

1. There may be faults in engine fuel injection system (i.e.) more fuel injection .The remedy is
to adjust correct fuel timing according to manufacturer.
2. Insufficient air in the combustion chamber for combustion. Turbocharger filter may get
chocked or blocked. For this, clean the filter of the turbocharger.
3. Compressor or turbine of turbocharger may get contaminated. The remedy is to clean the
compressor side and turbine side of turbocharger.
4. Exhaust gas back pressure too high. This may be due to high carbon deposits in exhaust
gas duct and in nozzle ring. The remedy is to clean the carbon deposits in the exhaust gas
duct.
5. Turbine blade is damaged or eroded. In case the turbine is eroded the only remedy is to
replace the turbine blades and rotor of turbocharger.
6. Cover ring may be eroded. The remedy is to clean it if possible or to replace it.
7. Charge air cooler may be dirty due to carbon deposits in tube fins due leaky labyrinth seal in
turbocharger. The remedy is to clean the copper fins around the tubes.
8. Insufficient cooling water through charge air cooler. The cooling water inlet valve may be
throttled by mistake. The remedy is to open the valve fully (if it is throttled) or to top off the
cooling water system.
9. Charge air cooler cooling water inlet temperature is too high. Check the temperature of
cooling eater and clean the cooling system.
10. Insufficient ventilation around the turbocharger. The remedy is to improve the ventilation by
running a blower or ventilation fan in an enclosed atmosphere.

Turbocharger Worked Under High Exhaust Temperature

Charge Air Pressure too Low

Causes and Remedies:
Leakage in the exhaust gas duct between engine and the turbine. The remedy is to locate
the leak and to repair it.
Fuel injection may be incorrectly adjusted. The remedy is to adjust the fuel injection timing
correctly.
 Manometer indication may be defective. Check the correct functioning of manometer and if
it is found defective replace the manometer.
Leak in the line to the manometer. The remedy is to repair the leak.
Dirt in the air filter causing pressure drop. Clean the filter.
Dirt in compressor and turbine of turbocharger. Clean compressor side and turbine.
Labyrinth seal leaking or damaged. Consult the service station for replacement.
Turbine blades and compressor impeller damaged. Replace the rotor. While replacing the
rotor, ensure that the rotor is dynamically and statically balanced.
Nozzle ring damaged. The remedy is to replace it.
Cover ring eroded. The remedy is to replace it.
Exhaust gas back pressure too high. The remedy is to clean the exhaust gas silencer.
Charge air cooler is dirty. This can be found by the pressure drop across the charge air
cooler. The remedy is to clean the charge air cooler.

Charge Air Pressure is too high

Causes and Remedies:
The main reason is that engine performance is higher than normal. The remedy is to check
the engine performance and reduce it to normal.
Fuel injection system incorrectly adjusted. The remedy is to adjust it correctly.
Manometer indication may be incorrect. Check the correct functioning of manometer and if it
is found defective replace it.
Nozzle ring is dirty or partly obstructed. The remedy is to clean it.

Vibration of Turbocharger
Causes and Remedies:
Rotor of the turbocharger is unbalanced due to heavy contamination of compressor side and
turbine blades. The remedy is to clean the compressor side and turbine side either by water
washing or by dry cleaning and it is better to call service station if the vibration is abnormal.
Turbine blades or binding wire in turbine blades is damaged. Replace it.
One of the turbine blades may be broken or eroded too much which may cause the rotor to
become unbalanced due to variation of centrifugal force acting in various blades during
operation. The remedy is to remove the blades which are broken and also remove the
opposite blades to the broken blades thereby equalizing the centrifugal force acting on the
rotor.
The bearing may be misaligned. Seek possible cause or replace the bearing.

Noise on Running Down, Time too Short, and Reluctant Starting

Causes and Remedies:
Bearing is damaged. The remedy is to replace the bearing with the manufacturer.
Rotor is rubbing. Call service station personnel if it unable to find the fault.
Dirt in turbocharger. Clean it either by dry cleaning or by water washing.
The labyrinth seal is damaged. This is a whistling sound and is more specific than the
remaining sounds. If you hear this sound call the service station to repair labyrinth seal.

Constant Surging of the Turbocharger

Causes and Remedies:
 Increased flow resistance due to dirt in the charge air cooler or heavy deposits of dirt in the
compressor and turbine blades. The remedy is to clean both the compressor side and
turbine side of the turbocharger either by using dry cleaning methods or by water washing
(wet cleaning).
Defective check valves in a two-stroke engine. The remedy is to replace the valves.
Exhaust gas pressure increased after the turbine because the exhaust gas silencer is dirty.
The remedy is to clean it.

C)Regular maintenance must be carried out to prevent unwanted turbocharger vibrations.

The gas side of turbocharger refers to the nozzle ring and turbine blading. The fall off in
performance of these components would be mainly due to fouling, which would also cause
the inlet gas temperature and pressure to rise, and hence these should be monitored.
The compressor performance would be reduced by fouling of the compressor wheel and
diffuser. This fouling would also cause the delivery pressure to fall, whilst the turbocharger
was maintaining a stable speed and all other parameters were normal. Hence the delivery
pressure of the compressor would be monitored.
The suction filter performance would reduce when fouling is present. This would
be monitored by measuring the pressure drop across the filter. The after cooler performance
would reduce when fouling is present. This would be monitored by measuring the air
pressure drop across the cooler, and the temperature of the cooling water.
The performance of the turbine is maintained by regular in-service cleaning, supplemented
by manual cleaning of the turbocharger on a yearly operational running hour routine. The in-
service cleaning can be carried out using either dry cleaning involving dry particle cleaning,
and/or water washing of the turbocharger using warm water and air blast (only when the
engine and turbocharger speed has been reduced). The in service cleaning should be
carried out twice weekly, or at any stage the performance of the turbine indicates a high rate
of fouling.
The performance of the compressor is maintained by regular in-service
cleaning, supplemented by manual cleaning of the compressor and diffuser on a
yearly operational running hour routine. The in-service cleaning can be carried out using
a small quantity of warm water injected into the turbocharger suction housing at full
turbocharger speed. This cleaning can be carried out twice weekly.

Electronic module syllabi 8.1

a)
The letter to the Superintendent should be based on the following faulty scenarios and the
suggested remedial measures.
Lifeboat engine mountings badly corroded
Common Symptoms to Look Out for During Lifeboat Engine Starting Failure on Ships
The most general symptoms of outboard engine troubles can be placed in the following
categories such as
The engine does not start.
The engine halts and runs unsteadily.
The lifeboat engine remains inactive for a long time.
The engine overheats strangely.
The engine races at unequal intervals when it is being tried out.
 The lifeboat engine emits superfluous blue smoke.
Once found out which of these symptoms describes the problems best, it is always
recommended to check with or refer the manufacturers manuals for a step-by-step
troubleshooting. General technical knowledge is required to carry out the job and of those
individual experiences on error rectification does wonders.
Reasons for Ships lifeboat engine starting failure
There could be several probable causes if the Outboard Motor fails to start. One has to take
into account the lifeboat engines past history or maintenance record that was being
followed.
For developing a plan to troubleshoot the failure one needs to know the problems, which
lifeboat engines are prone to. Sometimes certain parameters are overlooked while regular
maintenance is being carried out on ships. Listed below are some reasons that could be the
cause of an engine not responding.
1. Empty fuel tank.
2. Incorrectly attached fuel supply hose.
3. Damaged fuel supply hose.
4. Defective fuel pump.
5. Contaminated fuel.
6. Improper starting procedures.
7. Faulty, spoiled or incorrect positioning of spark plug(s).
8. Improper maintenance.
9. Emergency shut off deactivated.
10. Undercharged starter battery.
11. Loose electrical connections.
12. Bad ignition coil.
13. Defective starter motor
Basic checks that can be carried out locally on ships lifeboat engine
A few basic checks during routine inspections can be carried out at site to pinpoint the
defect and react quickly if something goes wrong.
1. Listen to the sound the lifeboat engine makes when it is tried out Check to see if it is the
familiar running noise or it has an abnormal one. A simple method to home in to noises is by
using equipment that is readily available such as a long handle screwdriver. By putting one
end of the screwdriver to the ear and the other where an abnormality is suspected, the error
detection is possible. Sometimes the machinery has to be operated while listening to the
sound; one must take adequate precautions for the same.
2. Visual checks Check for rusting areas, oil leaks and kinks in the fuel lines, cracks or
bends in the lines associated with the ships lifeboat engine, chaffed hoses,
paint discoloration in heat areas, distorted electrical cables or damaged junctions for cable
and housing, etc. for an overall view of the deformities. Using the eyes for a better
understanding of the troubles can prevent a potential hazard waiting to happen.
3. Identify the problem by smelling it Dont underestimate your sense of smell as it can lead
you to the source of the problems on board ships. Fuel is distinguishable by its smell, so
check for leaks that could be dangerous and require immediate attention. Overcharging of
the batteries give us a foul smell like an egg gone bad. The smell of burnt electrical wiring
and components is quite unique too and could be made out easily. Again, tracing out the
problem is of utmost importance.
4. Sense of touch One can ascertain a few problems related to electrical and ships lifeboat
engine components by simply touching them. Loosely mounted starters and regulators,
 heated wires and cables, damaged fuel lines and oil leaks, etc. to name a few could all be
corrected.
Using the senses to dish out problems is an art which has to be practiced at every routine
inspection of the ships lifeboat engine. To be a good trouble-shooter one needs more than
just technical knowledge.
8. Electronic module syllabi 8.3
a)Mineral Oil is naturally occurring oil.
They provide the least protection to engine components.
They are cheap.
They need to be changed often.
Cant withstand high temperature
Point number 1 is the reason why mineral oil is recommended for break in periods since it
allows the engine components to wear and set in more comfortably in other words , due to
its poor protection the engine components wear perfectly like the cylinder bore for optimum
engine break in procedure.
Synthetic oils can be a amalgamation of man made oil + mineral oil or fully man made oil.
They are the best, they provide highest level of protection for engine components.
Much smoother engine compared to mineral oil.
Lasts much longer than mineral oil.
Little bit expensive compared to mineral oil.
Can withstand high temperatures.
Synthetic oil has two further classifications:
Semi synthetic
Fully synthetic
Semi synthetic oils are usually blended from Group 3 base oils (group 3 is a lower spec
base oil which is made by using a process called hydro-cracking to convert natural oil into
suitable base oils). Some better-quality semi synth oils can contain some Group 4 base oils
(group 4 base oils are completely man made, synthetic base oils made from various blends
of chemicals).
Fully synthetic oils are blended using Group 4 base oils (which are man made, synthetic
bases blended from various chemicals). Fully synthetic oils are blended with various
different additive packs to obtain the required viscosity (e.g. 10w40) and characteristics.
Synthetic/fully synthetic oils do not allow engine components to wear as much as mineral oil
thus they are not suitable during break in periods.

b)
The use of lubricants and lubricant parameters on ships is an important role managed by
the main engine lube oil system. This consists of a pump that pressurizes the oil, circulating
it through a set of filters and a cooler before distribution to all the moving components of the
diesel engine
Lubrication is necessary to help overcome the evil of friction; lubricant oils can be animal
(whale oil), vegetable (linseed), or mineral (petroleum). All three types of lubricant have
been used over the centuries to dissipate heat, reduce friction and combat wear and tear
between the surfaces of two moving components.
Nowadays however we have a choice of two main types of lube oil;
Mineral Lubricants - these are obtained from the processing of crude oil.
Synthetic Oils - a relatively new innovation involving the use of polyglycols or esters.
 In the following sections we shall examine the use of mineral lube oil, and its application to
marine diesel engines. The use of low quality lubrication oil can lead to several problems,
and it is also necessary to maintain the original properties of the oil.

c) Following are the point for which lube oil tests are carried out:
To monitor the deterioration of oil with time
To check for contamination with other oil, water and bacterial attack
To avoid damage to the lubricating part of the machinery
To determine any leak or source of contamination of oil
To understand the performance of the supplied lube oil
Hence lube oil for important systems like main propulsion plant, auxiliary engines, air
compressors, steering gear etc. must be checked as described by the company. It may vary
from every 15 days or once in a month for onboard lube oil tests.
The lube oil must be sent ashore every three months for special laboratory tests such as
spectro-analysis.
A regular lube oil monitoring will ensure that machinery will run in good condition and will
also give any warning of deterioration in advance which will avoid sudden breakdowns and
save spare costs.

9. Electronic module syllabi 8.18

a)

 Differences in the ordinary and high lift designs

Ordinary High Lift Improved High Lift

Winged valve Winged valve Wingless valve

No waste piston Waste piston Waste piston

No floating ring Floating ring

b)
When overhauling safety valves care must be taken that parts for each valve are kept
separate.
When dismantled the spring and the spindle should be hung up and sounded by gently
tapping with a hammer. It they do not ring true examine for faults.
The valve spindle should be checked for straightness.
Springs should be checked for distortion and the free length compared against makers
recommendation.
Check that all drains are clear and the easing gear is free.
Chest and vent pipes should be checked for corrosion and stress cracking.
The faces of the seat and valve heads should be checked for damage with compare with the
makers recommendation. If machining is required then should be carried out following
makers instructions with due regards to lip clearances and sitting width etc.
The following procedure should be followed for exhaust gas safety valve.
Ensure that when the valve was overhauled that it could lift by D/4 when the spring tension
was removed.
Ensure the drain lines are clear.
 Ensure that recently calibrated gauge is connected to the economiser. More usually to
connect two gauges to ensure accurate setting.
The set pressure of the safety valve would be given to the Chief engineer by class. This
pressure should be similar to the previous set pressure of the valve.
Ensure that the main engine is operated above 50 % to ensure that the exhaust gas fired
boiler is generating steam to allow the test to continue.
Gag one of the 2 safety valves so that so that one only one valve is able to lift.
Close the Exhaust Gas Boiler steam outlet valve to raise the pressure in the boiler up to the
set pressure.
If the valve does not lift at the correct pressure reduce the pressure and adjust the spring
tension.
Carry out the above-mentioned procedure until valve lifts at correct pressure. Open steam
valve fully when safety valve lifts.
Measure the distance between the compression ring and valve body.
Change the gag over to set the other safety valve using the above-mentioned procedure.
After both valves are set, release pressure and fit spacer rings beneath compression ring.
Replace easing gear and lock top cover to prevent spring adjustment.
Record the valves of the safety valve in the engine log book and prepare statement for the
Classification society.