3) MRCC - MARITIME RESCUE CO-ORDINATION CENTRE. Centres are in UK AND SINGAPORE. During distress and alert signals, thesecentre are notified and they provide the information to the ships nearby agencies for rescue. They operate 24*7*365 days.4) In scrubber tower the o2 content increases because when s.w ( at around 30 deg ) cools the inert gas the dissolved oxygen getconverted to gas by taking the heatt from the gas. (same is the reason why hotwells for boiler water tank are operated at high temp)5) CO2 LEVEL MEASUREMENT -http://en.wikipedia.org/wiki/Geiger_counter
FUNC 4B :
1) DIAGRAM - Automatic air starting valve - Lambs pg no 296 - note the spring is not shown in the diagram. you have to show it whiledrawing in the exam.2) FUEL INJECTION STARTS LATE AND ENDS EARLY- Problems are fuel cam worn out- fuel p/p rollers are worn out- and in case of 4 stroke - push rods worn out, in some fuel pumps to adjust timings shims are added on the top of the rollerarrangements, those shims are very small (different sets are provided 0.1 mm, 0.2 mm, o.3 mm) and since these shims are very thin,sometimes they break.3) UNDERSLUNG CRANKSHAFT:http://www.marinediesels.info/4_stroke_engine_parts/The_4_stroke_engine_frame.htm4) RTA - MAIN BEARING REMOVAL - As per manual
Geiger counter - Wikipedia, the free encyclopedia
en.wikipedia.orgA Geiger counter, also called a Geiger–Müller counter, is a type of particle detector that measures ionizing radiation. They detect theemission of nuclear radiation: alpha particles, beta particles or gamma rays. A Geiger counter detects radiation by ionization producedin a low-pressure gas in a G...
y lubricant will have its own friction value and the tightening values are mentioned with respect to the lubricant used............if another lubricant is used the tightening value will change and you can overtighten or undertighten the tie-rod.5 - change the pipe. the pipe should be of the same dimensions as the previous one......same in thickness.....cross Q :howwill you know the thickness, the pipe is corroded......my ans- sir will check the pipeline diag .......cross Q - ship is old donthave any diagrams......my ans - sir will check the inner dia of the pipe and compare it with the values from the IMPA CODEBOOK, and will come to know which schedule pipe is used........cross Q - IMPA CODE book not present what then .......myans then from experience SCH 80 or SCH 160 .......cross Q - do you know the cost of SCH 80 / SCH 160.......you will fit anypipe anywhere.......my ans - sir this pipe has to withstand high temperatures and pressures and if the last pipe used wascorroded so badly will certainly ensure that this should not happen next time during voyage and hammper the watertightintegrity of the ship so goin to a higher schedule should not be a problem. no reply
The piece that connects the ovbd to the hull is called the stub piece...any sorta work to do with these pieces involves the classapproval and the class surveyor to be present while the repair work is being carried out,we jst had a leaking stub piece rectified.il try nfind out about the schedule of the pipe.shoudnt it be the same as the pipe that follows after the valve...probably we could jst removethe pipe ahead of the valve and measure its thickness although it would not be possible always...il still find out.
Fn 3,4 & 6 Ghosh
1 - Overboard valve connected with the help of stiffeners and since you have made a hole in the side shell plating affecting thestrength, means should be provided to compensate for that a insert plate welded on the inner side and then means provided toconnect the pipe (TO MAINTAIN WATERTIGHT INTEGRITY - GIVE A STRESS ON THIS POINT) .....arrangement for my ship was......onepipe passing till the end of the bulkhead, one insert plate welded, then four strengthing members welded at right angles to this pipei.e top, bottom,port n stbd sides. And if boiler blowdown pipe is fitted insert plate welded at both sides (inner side of the side shellplating and the outer side of the sideshell plating)2 - P/V valve stuck - i said manual indication is provided as the p/v is operating or not, and if stuck then lift it manually........but hiscross question was what if all tanks P/V valve got stuck what wiil you do now..... my answer in each tank second means of protectionprovided P/V BREAKER so it will compensate for the overpressure or underpressure...cross Q - but on chemical tankers if you carrydifferent cargo in diff tank then mixing of vapours will be hazardous so in that case what will you do.....my ans - sir now a days in newship each tank P/V valve is incorporated with an HIGH VELOCITY VENT V/V....cross Q - if old ship dont have that arrangement whatthen ........and i was like sir good question....NEXT3 - M/E T/C Casing water side leaking - immediately inform bridge and tell to reduce the load.....cross Q -Captain says sorry notpossible what next.....my ans - close the water supply to the T/C run it as uncooled T/C......drain the T/C ensure no wateraccumulation in the T/C....cross Q - so blades will be overheated what then .....my ans - sir make some cooling arrangement givecontrol air supply line to the T/C CASING ......cross Q so you will allow to run the main air comp continuously.....my ans - (thinkinatleast till now the right approach) so after thinkin for a while answered ......sir tap a line from the scavenge air manifold and supply itto the T/C....agreed no more cross Q 4 - the lubricant to be used will be mentioned in the manual.......bcos.....ever
First attempt 11 April,2012SUrveyor MrGhoshasked me what type of ships U hv done reply 1 oil & then 1 Gashe said I'll go out to lit a cgi meanwhile u draw x-section of gas carrier & AVRfn 3