Fitting shop As the name implies, fitting shop does fitting works of parts, which is removed, from the

ships. The shop belongs to ship Repair Division because it does the works directly implicated with ships. The shop does overhauling of the parts, which is removed from the ships. After removing any part of the ship, overhauling is usually not done on board on board the ship and they are brought to the fitting shop. After they were brought here, the calibration shop that is the other shop under the SRD makes inspections as necessary and decides which parts to be overhauled. Usually main engine parts, auxiliary machineries, and some other parts in the machinery space and on the deck etc. are brought to the shop for overhauling. Those can be categorized as follows. Main engine parts Pistons Cylinder liners Stuffing boxes Turbo charges Gear boxes Others Pumps Propellers Rudders

When the removed parts are brought to the shop, the engineer knows about what should be done. Then he asks inspections shop to make inspections where necessary. After that, he informs foremen about the job and discusses that how to do that. Then the workers of the shop start to do the job.

While the overhauling is going on, first of all every parts should be cleaned. Many of methods are used for that purpose according to the place from which the parts were removed. Most of engine parts are with grease and oil, for cleaning those things high-pressure treatment can be used. Some parts are open for the air with mist that consists with salt and those parts are with rust. Wire brushing, buffing and sandpapers can be used for cleaning the rust. Cleaning parts tend to make inspections and for overhauling as necessary. According to the inspections worn parts replaced with new parts. If the inspections are satisfactory, dismantled pats are only cleaned. Grease and oil are applied where necessary. Then the unit is assembled, inserting packings and glands as needed. Finally the overhauling is completed painting or oiling if necessary.

Centrifugal pumps Centrifugal pumps have two basic types of parts rotating, and stationary. Rotating parts include the impeller, shaft, wearing rings, shaft sleeves, and bearings. Stationary parts include the casing with the suction and discharge flange, bearing housing and packing.

Construction The construction of the pump varies according to the purpose for which the pump is to be used, 1. non-salt water pump (Potable, engine cooling water, boiler feed pumps) Casing: high grade cast iron with bronze Shafts: bronze or stainless steel Impellers: bronze

2. sea water pumps Casing: gunmetal

Shafts: stainless steel Impellers: aluminum bronze or stainless steel 3. boiler feed pumps Casing; cast steel (.025% carbon steel) Shaft: stainless steel or alloy steel Impellers: stainless steel or bronze

Shaft sealing It is preferable on vertical pumps to have shaft sealing at the pump upper end only. This allows for, 1. soft gland packing 2. mechanical sealing

Soft gland packing Normally, four or fi9ve packing rigs are used with grease to seal the shaft. The lantern ring is used to pack the gland packing and to pack the gland packing and to supple the cooling water to the stuffing box. It is important that cooling/ lubricating liquid is lead to the stuffing box from the lowest point on the pressure side of the pump.

Mechanical seal Mechanical seal are used for the high head. In this type also has cooling and lubricating system. The cooling and lubricating liquid is lead to mechanical seal from the lowest point on the pressure side of the pump. The most mechanical seals incorporate a carbon face. There is a possibility of an electronic action. For this reason, the soft packing has an advantage in seawater pumps.

Wearing rings The wearing rings are located around the impeller boss. The design clearance between boss and wearing rings being such that liquid in the discharge volute does not return to the suction side the wearing rings is renewable part, therefore using the wearing rings, can be prevented the wear of impeller boss and pump casing.

Fig. Centrifugal pump Dismantling procedure of the centrifugal pump Marine pump are usually with a motor above the pump. For the repairing process, the pump is sent to a fitting shop without motor part. In case of dismantling process of pump, first we should do marks on separable parts of the pump. If there is a priming unit on the pump has to be taken off before dismantling the pump units. If the pump is used for mechanical seal or gland stuffing box to seal the shaft, the mechanical seal cover or gland cap have to be taken off. Then remove the water service pipe of gland or mechanical seal box and also top and bottom bearing cover with the part of the bearing casing. After that, pump top cover is taken off. Then the pump shaft can be lift with its impeller and wearing rings. Then the nuts of the impeller side are unscrewed and remove with the bottom sleeve. After that, impeller also can be removed with its key. Then the bearing is removed using bearing puller. Before removing, the lock nut and lock washer also have to be removed. Now every separable parts are clear. Then they can be inspected and cleaned separately.

Assembling procedure of the centrifugal pump After receiving the new wearing rings and balanced pump shaft, check their sharp edges. To remove the sharp edges of the wearing rings, the filling process can be applied. If the clearances are ok, lace the wearing rings on the casing lips of thee bottom half of pump casing. If the new wearing rings slip around in the casing lips, it is good. If they do not slip around in the casing lips, have to be removed casing metal using scrapers until, the wearing rings slip around the casing lips. If new bearings are wanted, the production size number of the bearings should be noted. If it is crased its inner and outer diameter and high must be measured to get a new one. To refit the new bearing, the bush can be used which has a some diameter, comparing the inner diameter of the bearing with the hammering force. Bearing assembling the impeller to the shaft, the keys is kept in corrects way and enters the impeller to the shaft. After that keep the lock washer and screw the nut and locking bolts.

valve lapping Both valves are closed by metal-to-metal contact. There fore lapping is essential. For that purpose firstly use course-lapping compound. Then use fine lapping compound. In the dockyard they use silicon carbide as lapping agent. This is grease mixed compound uses for grinding. Lapping, Polishing, Honing, and sharpening. This leaves thin film to protect from corrosion and rust. Practically they use this compound for lapping value seats, lapping seating engine exhaust and intake values, condoning and removed of rough spots on new gears to produce a smooth and tip ships., cleaning and removing rust from threads plus many other usages. There is several

grades start from rough one to fine. In practically they apply some drops of coconut oil after apply this compound to get great lubrication.

Stuffing box

In the bore for the piston rod in the bottom of the scavenge air box a stuffing box is mounted to prevent lubricating oil from being drawn up the crankcase into the scavenging air space. The stuffing box also prevents scavenge air from leaking into the crankcase. The stuffing box is mounted on a ring which is bolted onto the underside of the scavenge air box. The stuffing box is taken out together with the piston rod during overhaul of the piston, but also can be disassembled for inspection in the crankcase with the piston remaining in position. The stuffing box housing is in tow parts, assembled by a flanged joint, in the housing five ring grooves have been machined out of which the two uppermost ones accommodate sealing rings that prevent scavenge air form blowing down along the piston rod. In the lowermost grooves scraper rings are fitted which scrape the lubricating oil of the piston rod. The oil is led through bores in the housing and back the crankcase. Between the two uppermost ring grooves, for the sealing rings, and the three lowermost grooves, for the scraper rings, a cofferdam ha been machined out which, through a bore in the housing and a connecting pipe, communicates with a control cock on the outside of the engine. It can be checked by opening this control cock that the scraper and sealing rings are functioning correctly. Sealing ring section The two sealing rings each consist of a four piece brass ring which accommodates eight brass sealing segments, two per base, guided by four cylindrical pins. The parts are pressed onto the piston rod by a helical garter spring Scrapper ring section The three scarper rings are made up of three steel base parts into which two lamellas are fitted into a grooves machined in each part. A garter spring keeps the rings in contact with the piston rod. Scraped off oil is led through ports in the base ring back to the sump.

ADJUST THE TAPPET CLEARANCE IN FOUR- STROKE ENGINE Incorrect valve tappet clearances have an adverse effect on engine performance and it is therefore essential that the correct clearance should be maintained. The clearance for each pair of valves should be set with the relative piston at T.D.C. compression stroke and to adjust in this an indicator and pointer are fitted to the free-end of the fuel injection pump.

Here we have to set pair of valves in the generator of the ship M.V. SALAM-4 Proceed as follows;

Bar the engine round until the piston concerned is at T.D.C. compression stroke.

Using the special box spanner (1), slacken locknut (3) and unscrew bridge piece tappet adjusting screw positively clear of valve stem. Insert special feeler gauge between rocker arm pad (4) and bridge piece, slacken locknut and adjust rocker arm adjusting screw (5) until light restraint is felt on feeler. Tighten locknut on rocker arm adjusting screw (5) and check that clearance as measured by feeler has been maintained. With feeler still positioned between rocker arm and bridge piece, adjust bridge piece adjusting screw (3) until further restraint is felt on the feeler. Tighten locknut on bridge piece adjusting screw (3) , ensuring that clearance has been maintained.

Disassembly & Assembly of the fuel pump

These were VIT fuel pumps operation based on a negative cam. Old seal rings O- rings were removed away of the barrel & plunger. Barrel & plunger was taken off using the special tool. Mount the tool on the pump housing. Press down the spindle to make the measuring pin test on the steel disk for the plunger foot in the roller guide. Press down the spindle locking ring against the crosspiece & lock in this piston.

Remove the cap nuts & the top cover fixing nuts Insert two eye screws in two of the threaded holes for the high-pressure pipe fixing screws, & attach the crane hook. Carefully lift the top cover. Remove shims from the top of the barrel.

Take out the screw which locates the barrel in the pump housings.

Remove screws for guard & flange for toothed rack

Mount the lifting tool, with the flange resting on top of the pump barrel, & secure the flange with two cap nuts. Press down the spindle of the tool, & turn, so that the pins of the spindle enter the holes on the top of the plunger. Then tighten the spindle to the plunger by means of the center screw. Pull the toothed rack as for out of the pump housing as possible, there by turning the plunger foot clear of the bayonet joint in the roller guide. The milled recess of the spindle should be guided by the ball catch of the tool. Raise the plunger some 10 to 20 mm by pulling at the handle of the spindle. Then press down the locking ring of the spindle against the crosspiece, & lock it in this piston by tightening the hexagonal socket screw against the spindle.

 Lift the plunger & the barrel assembly out of the pump housing using the crane.

THE SEALS FITTED BETWEEN THE MOVING PARTS OF THE BLADE ASSEMBLY AND THE HUB IN A CONTROLLABLE PITCH PROPELLER The seals must be located in some place where they are reasonably accessible; there fore fitted just below the blade flange and make contact with the flange and the hub which become the sealing surfaces. In some cases to O- rings are fitted in to a seal supporting ring. One O-ring bears against the flange on the foot of the propeller blade, the other contacts the propeller hub. The seals may be in the form of O-rings or may be specially molded to so it the ring housing and landing face. Renewal of seas involves dismantling the propeller blades and lifting them off the blade carrier plate or crank ring.

Sketch showing the mechanism of a CPP