SIL ORAL QUESTIONS AND ANSWERS

1. Crude oil washing (COW) is washing out the residue from the tanks of an oil tanker
using the crude oil cargo itself, after the cargo tanks have been emptied. Crude Oil is
pumped back and preheated in the slop tanks, then sprayed back via high pressure
nozzles in the cargo tanks on to the walls of the tank. Due to the sticky nature of the
crude oil, the oil clings to the tank walls, and such oil adds to the cargo ‘remaining on
board (the ROB). By COWing the tanks, the amount of ROB is significantly reduced, and
with the current high cost of oil, the financial savings are significant, both for the
Charterers and the Shipowner. If the cargo ROB is deemed as ‘liquid and pumpable’ then
the Charterers can claim from the owner for any cargo loss for normally between 0.3% up
to 0.5%. It replaced the load on top and seawater washing systems, both of which
involved discharging oil-contaminated water into the sea. MARPOL 73/78 made this
mandatory equipment for oil tankers of 20,000 tons or greater deadweight.
2.Selective catalytic reduction (SCR) is a means of converting nitrogen oxides, also
referred to as NOx with the aid of a catalyst into diatomic nitrogen, N2, and water, H2O.
A gaseous reductant, typically anhydrous ammonia, aqueous ammonia or urea, is added
to a stream of flue or exhaust gas and is absorbed onto a catalyst. Carbon dioxide, CO2 is
a reaction product when urea is used as the reductant. Ammonia slip is an industry term
for ammonia passing through the SCR un-reacted. This occurs when ammonia is: over
injected into gas stream, temperatures are too low for ammonia to react, or catalyst has
degraded catalyst eg. titanium oxide.
3. Remote detection of oil spills
Ionics Agar Environmental has launched Leakwise WL, a new wireless oil sheen detector
and oil build-up monitor which uses Orbcomm satellite communication and cellular
networks to alert operators of oil leaks and spills. Designed for installation onshore near
terminal storage tanks and pipelines and at sea close to tanker jetties and offshore tanker
buoys, the Leakwise WL sensors can detect the presence of as little as 0.3 mm of oil on
water and monitor its build-up. The floating sensors in Leakwise WL use the latest
technology of high-frequency electromagnetic energy absorption and are unaffected by
dirt or oil coating or by hanges in water level, salinity and temperature. This enables
reliable operation with no false alarm and very low maintenance costs, according to the
manufacturer. The Leakwise offshore detector is mounted on a stable wave-rider buoy
and contains a solar panel with rechargeable battery, digital signal processor, transceiver
for the bidirectional data link and antennae for satellite and cellular communications.
4. What all certificate to be carried according to annex 6? International Air Pollution
Prevention Certificate. Our Administration DG Shipping has not yet ratified the same,
therefore, for Indian Flag Vessels they issue Statement of Compliance (SOC). Also
control of emissions from ship and certificate for Volatile Organic Compounds.
5. Harmonized survey or how certification of ship is harmonized - Harmonization of
certification means all the surveys are normally carried out in one go within the window
period. This will ease the Owners to complete all the surveys in dry dock or during lay up
of the vessel. Also any recommendation arising during the surveys can be easily dealt
with. Harmonization of certificate normally done during the renewal surveys (every five
yearly)
6. Container capacity- how much load a container can carry – Normally 20 cbm or 40
cbm 7. What is dewatering?
Process to remove water droplets from air say scavenge air. This is normally achieved by
many stages fine filtering. 8. How to weld 16mm plate with 8mm plate –
One side to be flushed with thick plate while other side of the thick plate to be shampered
at 1:3 ratio to match with 8 mm plate.
9. What is the purpose of top side tanks in bulk carriers?
Top side tanks are used only when ship is loaded with high density cargoes, like steel
sheets, rolls etc,, in that case centre of gravity g moves too low to make extremely large
GM, (stiff ship) which in turn can break ship in any bad weather, to raise G up the TST is
filled with water, other design of bulk carriers are there in which top holds of smaller
sizes in mid of two holds are there to load same cargo and thus adjusting GM.
10. Why governor spring is conical?
In governor measured parameter is speed and measured by the flyweights. Flyweights
sense the speed by centrifugal force, so C.F is mw2r (where w is angular velocity), so
since the speed is measured in power of square, the correcting action should also be in
power of square. In conical spring the stiffness also behaves in power of square pattern
(stiffness= force/deflection, so when u apply a unit force, the deflection is in power of
square). So the springs are conical.
11. What does 3/8” or ¾” means in thread nomenclature?
3/8” or ¾” means the nominal OD of the bolt. For Course threads the TPI will be 16 and
for fine threads the TPI will be 20. Actually that’s according to the American standards.
Metric standards define it in eg. M10 * 1.5 where, 10 is the nominal diameter and 1.5 is
the pitch. If Pitch is not mentioned, then we take it as that thread is belonging to the
course group.
12. What happens when all the flywheel markings are somehow erased and how will you
check the timings, tappets etc?
The cam shaft will give a brief idea regarding position of the engine. There will be two
units which will be in TDC so just rotate the push rod to see which one is there in the
power stroke because the unit which will be in TDC, the push rods will be rotating freely
and thus we can check the tappet of that engine. for timing also we have to see the cam
position and marking on the pump plunger but it is very difficult to know the value
exactly when fuel injection is starting and stopping as there is no marking in the flywheel.
13. PIPE SCHEDULE
Pipe Schedule is the term used to describe the thickness of a pipe. The outside diameter
of a pipe is the same for all Schedules in a particular nominal pipe diameter. Standard
pipe schedules or pipes sizes as given by ANSI / ASME B36.10M and API 5L. These
schedule numbers bear a relation to the pressure rating of the piping. There are eleven
Schedules ranging from the lowest at 5 through 10, 20, 30, 40, 60, 80, 100, 120, 140 to
schedule No. 160. Regardless of schedule number, pipes of a particular size all have the
same outside diameter (not withstanding manufacturing tolerances). As the schedule
number increases, the wall thickness increases, and the actual bore is reduced. For
example: A 100 mm Schedule 40 pipe has an outside diameter of 114.30 mm, a wall
thickness of 6.02 mm, giving a bore of 102.26 mm. A 100 mm Schedule 80 pipe has an
outside diameter of 114.30 mm, a wall thickness of 8.56 mm, giving a bore of 97.18 mm.
The schedule number is defined as the approximate value of the expression: Schedule
Number = (1,000)(P/S)Where,P = the internal working pressure, psigS = the allowable
stress (psi) for the material of construction at the conditions of use. For example, the
schedule number of ordinary steel pipe having an allowable stress of 10,000 psi for use at
a working pressure of 350 psig would be: Schedule Number = (1,000)(350/10,000) = 35
(approx. 40) Method for Determining Schedule Measure the inside diameter and divide it
by the wall thickness. (Inches) R= ID/Thickness Pipe Schedule R Schedule 30 40-50
Schedule 40 29-39 Schedule 60 25-29 Schedule 80 20-23 Schedule 100 16-18 Schedule
120 13-15 Schedule 140 11-13 Schedule 160 9-11
14. As per Marpol annex II what is water performance test?
Procedure- fill cargo tank with water to a depth necessary to carry out normal end of
unloading procedure. cargo tank pumped and stripped with associated piping in
accordance with ships approved manual. Collect water remaining in cargo tank & piping
in calibrated container for measurement. Residue should be collected from - cargo tank
suction and its vicinity, any entrapped area in cargo tank bottom, low point drain of cargo
pump, all low point drain in piping upto manifold valve. Total quantity collected above
determines stripping quantity for cargo tank. If more than one tank is using pump and
piping then all drained and distributed amongst the tank if mentioned in approved
manual. Condition of testing- trim (minimum) by stern and list <1’ to facilitate proper
drainage at suction point. and during test back pressure maintained at minimum 1 bar at
cargo tank unloading manifold.
15. What does 15W40 denote? Here 40 is SAE number. SAE number like SAE 10, SAE
20 corresponds to that having kinematic viscousity at 100°C. Likewise W denotes the
winter grade for cold start. Thus SAE 15W40 denotes that the lube oil of this grade has
kinematic viscousity of 40 cst at 100°C and its winter grade is 15W ie, the cranking and
pump ability of this lube oil grade has passed tests of 20W and 15W but failed test of
10W at below zero temperatures.
16. MOB marker?
The Lifebuoys come in two sizes to cover all SOLAS requirements. One weighing 2.5
kg, the standard, and one weighing 4.5 kg to comply with SOLAS-74 Chapter III, Reg.
31.1.7 which states that to operate the quick release arrangement for self-activated smoke
or light, the lifebuoy should weigh min. 4 kg. (Bridge wing: Smoke and light).
day and night signal attached to Lifebuoy and used in emergency to mark position of man
overboard
provides 15 minutes of dense orange smoke
far exceeds SOLAS requirements of 2 hours at 2 candela for light output and duration
safe to use on petrol or oil covered water
lithium battery sealed for life - no annual replacement
automatic or manual deployment
universal stainless steel mounting bracket
tested to survive a 60m drop into water (SOLAS 30m)
ideal for use on ships or rigs with high freeboard
360 degrees all-around signal light.
17. What is squatting effect?
The squat effect is the hydrodynamic phenomenon by which a vessel moving quickly
through shallow water creates an area of lowered pressure under its bottom that causes
the ship to “squat” lower in the water than would otherwise be expected. This is due to a
reduction in buoyancy caused by a downward hydrodynamic force created by flow-
induced pressures. It is caused by similar forces as lift in aircraft, except that the low
pressure area is beneath the hull. It can lead to unexpected groundings and handling
difficulties.
This phenomenon is caused by hydrodynamic effects between the hull of the ship and the
sea floor. Squat effect is approximately proportional to the square of the speed of the ship.
Thus, by reducing speed by half, the squat effect is reduced by a factor of four. Squat
effect is usually felt more when the depth/draft ratio is less than four or when sailing
close to a bank.
The phenomenon is caused when water that should normally flow under the hull
encounters resistance due to the close proximity of the hull to the seabed. This causes the
water to move faster, especially under the bow of the ship, creating a low-pressure area.
This counteracts the force of buoyancy, causing the vessel to dip towards the bow. The
reduced pressure on the bottom of the boat sucks the boat slightly downward until the
increased displacement counteracts the force generated by the reduced pressure.
18. Hypermist systems?
●New IMO Requirements The IMO requires all ships constructed on and after July 1,
2002 to install water-based local fire extinguishing systems in machinery spaces
accommodating machinery with a particularly high risk of fire (main engine, D/G engine,
boiler, incinerator, F.O. purifier and I.G.G.) with the aim of extinguishing or suppressing
fires in their early stages. This new rule was established in recognition of the importance
of exitnguishing or suppressing fires while they were still small, after analyzing many on-
board fire incidents from all over the world. This idea arose in response to situations in
which prompt operation was difficult with previous systems (especially CO2 fire
extinguishing systems), because the crews’ safety had to be confirmed before discharging
the extinguishant, which enabled fires to expand.
The “HYPER MIST” employs specially developed nozzles operating at high pressure
(approx. 5MPa) to generate super fine particles of mist ranging from 30 to 80 microns in
diameter. When sprayed on a fire, the mist offers compound effects: it absorbs radiant
heat from the fire, creates a shield, reduces the temperature of the fire area by evaporating
upon contact with the flame and depletes the oxygen, thereby extinguishing or
suppressing the fire.
Maintenance includes blowing through lines with air, operation of pump and proper
solenoid operation.
19. Under which clause in ISM Safety Management System is there?
(Part A: clause 1.4, part A is IMPLEMENTATION and part B is certification and
verification)
20. What materials are used in LPG tanks construction?
INVAR: 36% nickel steel with 64% iron or 9% nickel steel for higher temperature. 21.
Actions to be taken during boiler uptake fire?
Boiler uptake fire is because of wet soot deposited during low steaming and also during
uptake fire do not carry out soot blow reduce the load and stop the engine , cover the m/e
t/c with the canvas so that no air is supplied. 22. How much is Needle vv lift? Generally
1mm maximum for 320 bar lifting pressure. 23. Boiler corrosion how it happens and how
to prevent?
The most common causes of corrosion are dissolved gases (primarily oxygen and carbon
dioxide), under-deposit attack, low pH, and attack of areas weakened by mechanical
stress, leading to stress and fatigue cracking and pitting corrosion: scales such as calcium
and magnesium salts.Many corrosion problems occur in the hottest areas of the boiler-the
water wall, screen, and superheater tubes. Other common problem areas include
deaerators, feedwater heaters, and economizers.
Prevention:
maintenance of proper pH and alkalinity levels between 8.5 and 9.5
control of oxygen and boiler feedwater contamination (less than 7 ppb oxygen for a 900
psig boiler)
reduction of mechanical stresses
operation within design specifications, especially for temperature and pressure
proper precautions during start-up and shutdown
effective monitoring and control
24. Accumulation of pressure test in boiler?
Classification Societies require that that when initially fitted to boilers safety valves must
be subjected to an accumulation of pressure test to ensure the valves are of the correct
discharge capacity for the boiler. To conduct such a test, all feed inlets and steam outlets
to and from the boiler must be closed and maximum firing load achieved. Accumulation
of pressure must then not exceed 10% of working pressure. Duration of test is not to
exceed 15 minutes for cylindrical boilers and 7 minutes for water tube boilers. 25. How
to reduce maintenance in exhaust valve?
Good quality fuel usage, VIT adjustment, avoid running engine on low load, check fuel
injection system, good scavenging, maintaining cooling water temp, check rotation of
exhaust v/v. 26. Refrigeration gases how it’s classified according to environment hazard?
Ozone depletion potential- max R11, for R22 is 0.05 and global warming potential- max
is R11….and R22 is 0.365 27. How induction motor works?
An induction motor or asynchronous motor is a type of alternating current motor where
power is supplied to the rotor by means of electromagnetic induction. An electric motor
turns because of magnetic force exerted between a stationary electromagnet called the
stator and a rotating electromagnet called the rotor. In an induction motor, the current is
induced in the rotor without contacts by the magnetic field of the stator, through
electromagnetic induction. The current in the primary side creates an electromagnetic
field which interacts with the electromagnetic field of the secondary side to produce a
resultant torque, thereby transforming the electrical energy into mechanical energy. The
induction motor does not have any permanent magnets on the rotor; instead, a current is
induced in the rotor. The stator windings are arranged around the rotor so that when
energized with a polyphase supply they create a rotating magnetic field pattern which
sweeps past the rotor. This changing magnetic field pattern induces current in the rotor
conductors. When current flows through a conductor a magnetic field is produced around
the conductor. This current interacts with the rotating magnetic field created by the stator
and in effect causes a rotational motion on the rotor. 28. Contactors maintenance on
starter what is the material of contactor?
Check for loose, missing, broken contactors
Cleaning and checking contact surfaces for improper wear or discoloration
Remove oxides from faces using fine files
Main contacts are high conductivity copper because they will not heat up due to lower
resistance and arcing contacts are made of sintered silver tungsten or other materials
which don’t weld at high temperatures. 29. How signal is carried to ECR from rpm
indicator? Magnetic pick up sends signal to transducer. An output coming from a
transducer is filtered, signal conditioned and chopped. Finally it is converted into square
waves. The square wave is passed through Phase Lock Loop multipliers. This output is
gated by a precise time base generated through piezo crystals and then counted. These
counts are displayed on bright LED's. It's nothing but R.P.M. with accuracy of ± 1 RPM.
30. Crane jib is cracked how u r going to weld? Arrest crack by drilling holes at both ends
and weld supporting plate at the back and then carry out welding on the crack. 31. Junior
engineer boxed back the purifier after cleaning then its found vibrating probable causes?
bowl may not be cleaned properly,
lock ring not tightening properly,
bowled assembled with wrong parts,
gear can be in damaged condition,
bowl springs not fitted correctly,
top bearing springs damaged,
discs not properly assembled or tightened,
some external tool left inside
32. Insulation of motor is found to be 0.5 mega ohms what we can do to bring back the
insulation?
Disconnect motor
Clean windings
Dry the motor by heating lamp
Check visually for any wires broken
Put fast drying varnish
Test insulation
33. Procedure for CWT test?
1. Fill the sample cup to the 25 ml mark with sample. 2. Slide the open end of the valve
assembly over the tapered tip of the Titret1 so that it fits snugly to the reference line. 3.
Snap the tip of the Titret at the score mark. 4. Lift the control bar and insert the Titret
assembly into the body of the Titrettor2. 5. With the tip of the valve assembly immersed
in the sample, press the control bar firmly, but briefly, to pull in a small amount of
sample. The contents will turn a green color. CAUTION: Do not press the control bar
unless the tip of the valve assembly is immersed below the surface of the liquid. 6. Press
the control bar again briefly to allow another small amount of sample to be drawn into the
ampoule. 7. After each addition, rock the entire assembly to mix the contents of the
ampoule. Watch for a color change FROM GREEN TO BRIGHT ORANGE. NOTE:
Immediately before the contents turn bright orange, they will briefly turn blue. Make
further additions with care. 8. Repeat steps 6 and 7 until a permanent color change
occurs. 9. When the color of the liquid in the ampoule changes to BRIGHT ORANGE,
remove the ampoule from the Titrettor. Hold the ampoule in a vertical position and
carefully read the test result on the scale opposite the liquid level. See the following chart
to obtain results in ppm product. Satisfactory Ranges Scale Product Scale ppm product
LIQUIDEWT 1.2-1.8 3 10,0000 -15000 ^ MAXIGARD1 1.6-3.0 19,000-36,000 '
DEWT® NC .5-5.0 3,000-4,300 Titrate ampule: >85% Delonized Water, <10% Sulfuric
acid, 5 % Ceric sulfate Valve assembly : >95% Diethylene Glycol, <1.5 % 1.10-
Phenanthroline, <1.5% Delonized water
Alternate method: Take a 5 ml sample of cooling water and dilute it with 45ml of distlled
water and add 2 drops of potasium cromate indicator and titrate with suphate based
reagent to obtain a colour change.
34. What is a scavenge limiter?
The "scavenge air fuel limiter" is an integral part of an electronic governor and it limits
the fuel according to the pressure measured on the scavenging air receiver by a
transducer. The limiter curve is set according to engine makers specification. During
starting when the scavenge air pressure is low it limits fuel.
35. What is singing of propeller?
If tip clearance is increased, then the aft end vibration starts and noise comes due to large
distance between stern and propeller tip. This is known as singing of propeller.
36. What is injection delay?
In jerk type pump when spill port or spill valve and suction port or suction valve both get
closed, at that time injection should start practically, but due to inertia of fluid and other
moving parts of injector, injection does not start immediately, although oil is considered
incompressible but it gets compressed slightly, and at the same time the high press pipe
gets an expansion all way and after that injection starts. This potential energy gets
released during termination of injection.
37. What is proportional control and offset control?
In proportional control the output of controller is proportional to the deviation hence for
output to occur a deviation has to be there ie, an offset has to be there in proportional
control. While in integral control the rate of change of output of controller is proportional
to the deviation so it is able to minimize the offset.
38. What is Skin effect?
Skin effect is the tendency of ac current to distribute itself within a conductor with the
current densities being largest near the surface. It causes the effective resistance of the
conductor to increase at higher frequencies where the skin depth is smaller thus reducing
effective cross section of the conductor.
39. What is a Diesel Switch? Changeover from preheated HFO to cold MDO/ MGO and
vice versa represents a risk of fuel pump sticking or seizure due to the very small
clearances in the fuel pump. The Diesel Switch is able to do the changeover in a
controlled way so that rapid temperature deviations are avoided. This tendency is likely
to spread and will, for instance, be introduced in European harbours from 1 January,
2010. This means more frequent changeovers. As we find that the changeover between
HFO and distillate fuels can give problems for the fuel equipment, the process will need a
high degree of automation to avoid incidents. MAN Diesel now offers the Diesel Switch,
which ensures the necessary the flexibility and safety when changing between HFO and
MDO/MGO.
The principle of the Diesel Switch- Today MAN Diesel recommends to reduce the load to
25-40% to control the changeover. The Diesel Switch ensures a controlled and safe
changeover independent of the engine load. The Diesel Switch operates on a combination
of the temperature at the engine and the time. If the fuel temperature at the engine inlet
exceeds 2 degrees/minute the Diesel Switch will give an alarm and put the process on
hold. The process will be logged in the Diesel Switch so that it can be used as
documentation to port authorities after the changeover.
The Diesel Switch offers:
Touch screen control panel
Control handle for the changeover
Safety
Data logging
Changeover valve
Magnetic coupling
Integrated sensor for actual position
Integrated sensors for end positions
Integrated connection box
Manual override
Controlling an MGO cooler or chiller
Data logging of temperatures and pressures
Remote operation with second touch screen
40. How aluminum is welded? TIG (Tungsten Inert Gas) welding, also called a GTAW
(Gas Tungsten Arc Welding), is the best method of welding aluminum. Spray the
aluminum with acetone Rinse the aluminum in water, just in case there’s any nasty
residue. The aluminum should be completely dry before welding. Use a stainless steel
brush to scrub the aluminum shiny clean around the area to be welded in one direction
Clamp your work to a heat sink made of copper or aluminum Preheat before welding
upto 275 deg to 500 deg but optimum temp. is 350 deg. If the tungsten gets contaminated,
stop welding and fix it. When the tungsten gets touches the weld pool or the filler, the arc
becomes unstable and the weld quality goes way down. The best method for fixing this is
to remove the tungsten, lay it on a flat surface with the contaminated part hanging over
the edge, hit the contaminated part of the tungsten (it will snap right off), reinstall the
tungsten, change the polarity to DCEP (direct current electrode positive), strike an arc on
some scrap metal to re-ball the tungsten, switch back to AC high, and you're ready to
weld again. Fit the parts together as tightly as possible leaving no gaps. The tighter the
pieces are pressed together and the fewer the gaps, the easier the welding is. Use one amp
per .001" of material thickness. Set the amperage a higher than the maximum you expect
to use and use the foot pedal to back it down. Use pure tungsten for aluminum. Use a
1/16" pure tungsten for 30 to 80 amps Use a 3/32" pure tungsten for 60 to 130 amps Use
a 1/8" pure tungsten for 100 to 180 amp Use 15 to 20 CFH Argon flow. Use a filler rod
size equal to the tungsten size. Adjust the tungsten to project from the hood a distance
roughly equal to the diameter of the tungsten. The arc length should be roughly equal to
the diameter of the tungsten. 41. Why during rudder test we are doing 35 degree and 30
degree and why not both 35 degree? When rudder is on starboard 35 and then order is
given to port 30 or 35, the variable discharge pump gets huge error signal gives
maximum pumping rate but when it reaches 30 in port the error signal remains very less
and it is much lesser than the error between 0 degree and 5 degree because when at 0 the
error is maximum because floating lever link is at 90° to the radius. Again as the error
between 30 and 35 is less, the pumping rate also becomes very less and at higher angles
the travel of ram is more for each deg movement as compared to mid position. Moreover
the feedback system on the steering gear gradually reduces the speed of the gear with in
the last 5 degrees of the gears full rotation. If we put to 35 then the hunting gear will start
to reduce the pump stroke and achieving this in a time frame of 28sec will not be
possible. So the test is done from 35° to 30°. 42. Why engine room valve lift is D/4?
Assume that valve is like cylinder and on the top is covered so minimum lift you will get
from equating the cylinder area and circumference of the cylinder. Area of cylinder is
πD2/4 and circumference of cylinder is πDH. By equating both the equations you will get
D/4. That is why valve lift is D/4 to allow uninterrupted flow when the valve is fully
open. 43. What is chock fastening? At the time of engine installation, the engine is
alligned and hot resin bonds are poured in the mould to take the shape and solidify. This
is chock fastening. 44. What is proximity effect? The proximity effect increases the
effective resistance and is associated with the magnetic fields of two conductors which
are close together. If each carries a current in the same direction, the halves of the
conductors in close proximity are cut by more magnetic flux than the remote halves.
Consequently the current distribution is not even throughout the cross-section, a greater
proportion being carried by the remote halves. If the currents are in opposite directions,
the halves in close proximity will carry the greater density of current.
45. Charging hose for refrigerant gas thread. User instructions and a set of hoses Hoses in
set: 3 x 120cm 1/4" flare hoses (yellow, red, blue) Standard hose connection is 1/4" SAE
with core depressor (Schrader) on system side and 1/4" SAE against the manifold 1 x
90cm 3/8" SAE flare hose (yellow) Features Optical sight glass allows visual indication
of refrigerant as it flows through manifold. Piston-type valve network keeps 'O' rings
from rotating and eventually leaking. Easy to use colour-coded valves and hoses. Hoses
fitted with long lasting quick snap Teflon gaskets. Hoses has 1/4" Schrader connection in
one end R410A manifold hoses is supplied with 1/2" – 20UNF Schrader connection to fit
R410A system service valves Hanging hook and holes for fixed mounting. The manifold
has a built-in Schrader valve that enable easy hook-up to a vacuum gauge. Blind
connections to hook up hoses, prevent moisture ingress. 80mm glycerine-filled gauges
(60mm on R410A manifold). Easy to read and eliminates any vibration while compressor
is running. Easy hook-up to vacuum pump gives «finger-tip» control and eliminates
moisture ingress. Supplied in a carrying case complete with user instruction and set of
hoses (yellow, red, blue)
46. What is setting for safety valves? One safety v/v is to be set at 3% of working
pressure and other v/v slightly more (0.5bar) and superheater safety v/v at lesser pressure
(sup v/v= blr v/v – 0.35bar – pr drop across superheater)
47. Differences between MC/MC-C and ME/ME-C engines The electrohydraulic control
mechanisms of the ME engine replace the following components of the conventional MC
engine: • Chain drive for camshaft • Camshaft with fuel cams, exhaust cams and indicator
cams • Fuel pump actuating gear, including roller guides and reversing mechanism •
Conventional fuel pressure booster and VIT system • Exhaust valve actuating gear and
roller guides • Engine driven starting air distributor • Electronic governor with actuator •
Regulating shaft • Engine side control console • Mechanical cylinder lubricators. The
Engine Control System of the ME engine comprises: • Control units • Hydraulic power
supply unit • Hydraulic cylinder units, including: • Electronically controlled fuel
injection, and • Electronically controlled exhaust valve activation • Electronically
controlled starting air valves • Electronically controlled auxiliary blowers • Integrated
electronic governor functions • Tacho system • Electronically controlled Alpha lubricators
48. CRANK CASE INSPECTION (20 points) 1. Firstly check the oil condition for any
smell,discolouration or degradation. 2. Turn the Engine to BDC & start checking from
under stuffing box area for any signs of black oil, if so indication of stuffing box leaking.
3. Check piston rod surface for scoring marks & roughness. 4. Check Piston palm bolts &
locking device for slackness & fretting. 5. Check guide & guide shoe bearing general
condition & area around frame where guide is attached for any visible cracks. 6. Check
guide shoe end cover bolts in place & not slack. 7. Check cross head general bearing
condition. 8. Top & Bottom end of the con rod bolt, nut & locking devices for slackness,
sign of fretting etc. 9. Check sliding of bottom end bearing (floating of con rod). 10.
Check for slip of web & journal by checking the reference mark. 11. Check the web in
the area of stress concentration & check tie bolts (bottom side). 12. Check cross girder,
area around main bearing & bearing keep for signs of cracks & check the main bearing.
13. All bearings to be checked for silvery colour, (indicates bearing wiping) 14. Check all
the surrounding oil pan area of all units for any sludge deposits, bearing metal pieces etc.
15. Check crankcase relief door (wire mesh should be wet, spring tension sealing
condition etc.) 16. Check the teeth of transmission gears for signs of wear. 17. Check
chain drive for tightness. 18. Oil mist detector sampling pipe to be checked for clear
passage. 19. Clear all foreign materials from the C.C. & tools accounted for. 20. Start
L.O.p/p & X-Hd p/p & check oil flow & distribution. 21Check C.C.door sealing
condition & close the door.
49. Dry Dock Chain Inspection Anchor & Anchor Chain Cable Anchors and anchor chain
cable if ranged should normally first be examined as follows: Anchor heads, flukes and
shanks should be surface examined for cracks. If any such defects are found they may be
weld able, otherwise renewal will probably be necessary. In such cases welding may be
attempted as a temporary measure pending availability of the new equipment, which may
take 3 to 6 months. Anchor head crown pins and anchor shackle pins should be hammer-
tested, hardened-up if slack, or renewed if excessively worn or bent .Swivels if fitted,
should be closely examined so far as possible in way of the threaded connection, as many
have been lost in service due to concealed wastage in this area. If in doubt the swivel
should be recommended to be removed. Consideration should be given to simply
eliminating any questionable swivels, they are normally not essential. Patented type
detachable connecting links should be opened out and slack or corroded taper locking
pins renewed their holes re-reamed and new lead keeper plugs peened in."U" type
connecting shackles should be examined for excessive neck wear, slackness in the pins
and for shearing of keeper pins. The pin must be a snug fit all around in these shackles,
otherwise the keeper pin may shear when a strain is put on the chain. Anchor chain cable
should be surface examined, hammer-tested and loose or missing studs replaced by
welding at one end of the stud only, at the end of the stud opposite the link butt weld. The
rest of the chain cable should be further examined for excessive wear and gauged if
necessary to ensure continued compliance with the Rules. Verify that the number of shots
of anchor chain as fitted port and starboard, equal the total length required by the
Classification Rule Equipment Numeral.
50. Bunker delivery notes It is a requirement of Regulation 18 that any fuel oil for
combustion purposes delivered to and used onboard shall be recorded by means of a
Bunker Delivery Note (BDN). This implies that a bunker delivery note shall be presented
for every barge delivery and every grade. Bunker Delivery Notes are required to contain
all specific information as follows: -Name and IMO number of receiving ship -Bunkering
Port -Date of commencement of bunkering -Name, address, and telephone number of
marine fuel oil supplier -Product name -Quantity (metric tons) -Density at 15 oC (kg/m3)
-Sulphur content (% m/m) -A declaration signed and certified by the fuel oil supplier's
representative that the fuel oil supplied is in conformity with regulation 14 and 18 (I.e.
that the fuel supplied has a sulphur level below 4.5% and that the fuel is free from
inorganic acid, does not include any added substance or chemical waste which either
jeopardises the safety of ships, adversely affects the performance of the machinery, is
harmful to personnel, or contributes overall to additional air pollution). Further,
Resolution MEPC.96(47) recommends that the seal number of the associated MARPOL
Annex VI fuel sample is included in the BDN’s for cross-reference purposes. The BDN’s
are to be kept on board and readily available for inspection at all times. It shall be
retained for a period of three years after the fuel oil has been delivered on board.
51. Final Inspection before Undocking :- Check paintwork is completed. Hull repair is
completed. All Tank plugs are in place. All Anodes are fitted, grease/paper used to cover
them during painting is removed. Echo Sounder Transducer is cleaned of paper & grease.
Propeller rope guard is fitted properly in place. Oil is not leaking from stern tube.
Propeller is free from paint & free from any other object. Check freedom of movement of
rudder with steering gear, smooth movement. Jumping & Pintle clearances taken. Rudder
plugs are in place. Sea Grids are in place & secured properly. Ensure all sea v/v's are shut.
Ensure all tanks are at same level as when entry ~ to maintain same trim when re-
floating.
52. What is lantern ring? Where it is located? Lantern ring are the split rings. They are
provided in centrifugal pump between the packing ring so as to direct the clean fluid
between gland packing and seal and lubricate the gland. 53. Why do we use compound
gauge for refer system? Compound gauge is to see the system is not going into vacuum
anyway. If goes to vacuum then any leak in system will take air in and that is not good for
the system in any condition. Bringing suction pressure below one bar gauge is itself not
good. To prevent this we have low press cut out too to prevent it from vacuum.
54. Catalytic Fines Origin: By-product from the catalytic cracking process in the refinery
Catalyst consists of complex crystalline particles containing aluminum silicate Catalyst
fines result from catalyst particles breaking into smaller particles Catalyst is expensive,
i.e. refiners minimize loss but not 100%
Effects * Severe wear of Liners * Severe wear of Rings * Wear out of Cylinder-grooves *
Scuffing of liner * Abrasive Wear of Spindle-Guide & cut-off shaft & nozzles * Scuffing
of Fuel Pump spindle guide
Specification Variable in size ranging from sub microic to about 30 microns – even seen
larger Frequently considered spherical but this is not necessarily the case Hard particles
Hardness not directly related to relative hardness of Al or Si Can cause abrasive wear ISO
8217 specifies the catalyst fines by Al and Si ISO 8217 limit is 80 mg/kg Al+Si for
marine residual fuels
Reduction: Gravitational settling Centrifuge (Note: Homogenizers will not reduce the
amount of catalyst fines but might instead break them into even smaller particles)
Overhaul and maintenance intervals must be kept according to manufacturers
recommendation Temperature control very important
The higher the temperature the better the separation efficiency. Both density and viscosity
of the oil decrease when the temperature rises, thereby increasing the settling velocity
(Stoke’s law) (If the separation temperature is lowered from 98ºC to90ºC the separator
throughput has to be reduced by25-30% to maintain the same separation efficiency.)
55. After you have detected air ingress in a refrigeration system how do you purge it out?
Collect all the gas in the receiver and let it cool and note the temp of the receiver, then
check the pressure of the receiver and the corresponding temp on the gauge. Then purge
the receiver till both the temp are equal. Every refrigerant will have a saturation pressure
corresponding to a particular temp. Air ingress in the system will show a higher pressure
on the gauge. Purging has to be carried out till it both the pressures are same on the
gauge. As per regulation never purge the air and gas in open atmosphere, always collect it
into gas recovery cylinder.
56. How to remove thrust pads? Remove the spray pipes, take out the nuts holding the
stopper and remove the stoppers on both side, then remove each shoe, (generally there are
eight) by sliding them around the holding panel. The shoe pads have a tilt and are to be
mounted taking care of it. Before removal of pads, it is important to take out the
temperature sensors, which are located on engine entablature, just forward side of the fly
wheel. There are two sensors fitted, one in working condition, and other one remains on
standby.
57. ME-GI injection system: Dual fuel operation requires the injection of both pilot fuel
and gas fuel into the combustion chamber. Different types of valves are used for this
purpose. Two are fitted for gas injection and two for pilot fuel. The auxiliary medium
required for both fuel and gas operation is as follows:
High-pressure gas supply.
Fuel oil supply (pilot oil).
Control oil supply for actuation of gas injection valves.
Sealing oil supply. The gas injection valve design complies with traditional design
principles of the compact design. Gas is admitted to the gas injection valve through bores
in the cylinder cover. To prevent a gas leakage between the cylinder cover/gas injection
valve and the valve housing/ spindle guide, sealing rings made of temperature and gas
resistant material have been installed. Any gas leakage through the gas sealing rings will
be led through bores in the gas injection valve to the space between the inner and the
outer shield pipe of the double-wall gas piping system. This leakage will be detected by
HC sensors. The gas acts continuously on the valve spindle at a max. pressure of
about250 bar. To prevent gas from entering the control oil actuation system via the
clearance around the spindle, the spindle is sealed by sealing oil at a pressure higher than
the gas pressure (25-50 bar higher). The pilot oil valve is a standard ME fuel oil valve
without any changes, except for the nozzle. The fuel oil pressure is constantly monitored
by the GI safety system in order to detect any malfunctioning of the valve. The oil valve
design allows operation solely on fuel oil up to MCR. The gas engine can be run on fuel
oil at 100% load at any time, without stopping the engine. For prolonged operation on
fuel oil, it is recommended to change the nozzles and gain an increase in efficiency of
around 1% when running at full engine load. As can be seen in Fig. 5 (GI injection
system), the ME-GI injection system consists of two fuel oil valves, two fuel gas valves,
ELGI for opening and closing of the fuel gas valves and a FIVA (fuel injection valve
actuator) valve to control - via the fuel oil valve – the injected fuel oil profile.
Furthermore, it consists of the conventional fuel oil pressure booster, which supplies pilot
oil in the dual fuel operation mode. The fuel oil pressure booster is equipped with a
pressure sensor to measure the pilot oil on the high pressure side. As mentioned earlier,
this sensor monitors the functioning of the fuel oil valve. If any deviation from a normal
injection is found, the GI safety system will not allow opening for the control oil via the
ELGI valve. In this event no gas injection will take place.
58. Persistent oils Generally, persistent oils do not dissipate quickly and will therefore
pose potential threats to natural resources when released to the environment. Such threats
have been evident in the past in terms of impacts to wildlife, smothering of habitats and
oiling of amenity beaches. Cleanup techniques in response to persistent oils depend on
the nature of the oil and the environment in which the oil has been spilled and include for
example, the use of booms and skimmers for containment and recovery, the application
of dispersants and manual cleanup of foreshores and coastlines. Non-persistent oils In
contrast, when released to the environment, non-persistent oils will dissipate rapidly
through evaporation. In light of this, spills of these oils rarely require a response but
when they do, cleanup methods tend to be limited. Impacts from non-persistent oils may
include, for example, effects on paint coatings in marinas and harbours and at high
concentrations, acute toxicity to marine organisms
59. How anchor load testing is done?
BOAT ANCHOR TEST #1 Anchor Setting and Breakout Test
Test was started with an anchor on the bottom at 5:1 scope. From idle speed, power is
slowly increased to high RPM to enable anchor to set. RPM was increased to 2000 and
held continuously (force 9,000lbs) for 30 seconds. Once the anchor was set, the same
exercise was done at 90˚, 135˚ and 170˚ direction. To pass the Test #1, the boat anchor
must HOLD and not drag or break out from any direction. During the tests, the anchor
must rotate below the bottom surface, without pulling out and HOLD at the high RPM –
force 9,000lbs/4 ton. After rotation is completed, the boat must be stopped in less then
3’/1M.
BOAT ANCHOR TEST #2 Anchor Breakout Test – Sudden Impact Test When the anchor
is set, the boat will relocate above the anchor. With a slack rode (length for 5:1 and 3:1
scope), the boat is given full throttle (maximum RPM) so that the anchor would be hit by
the sudden and enormous force of the boat’s mass/speed, simulating hurricane force wind
conditions. The sudden impact test is done at 0˚ (the previously set direction), and at 90˚,
135˚ and 170˚ to the original set. To pass the Test #2, the anchor must HOLD and not
drag or break out from 0˚ up to 135˚. The anchor must rotate quickly below the bottom
surface, without pulling out. The vessel must be stopped in less then 3’/1M.
(30,000lbs/400HP/12mph). Under maximum RPM and sudden impact force, on 0˚
orientation, the rode should break (standard recommended nylon sized for the anchor
weight – for 25 lbs/12kg anchor– 5/8”/16mm nylon rope breaking strength 11,000lbs).
The anchor should not be damaged in any way.
BOAT ANCHOR TEST #3 Panic Test - Anchor Setting Under Motion - Boat Speed 3
mph @ 5:1 and 3:1 Scope This test simulates a panic situation where the vessel is in
motion due to high wind. At 3MPH anchor is dropped in the sand bottom at 5:1 and 3:1
scope. To pass test #3, the anchor must set and HOLD a 5:1 scope. Once set, it must pass
tests #1, 2 & 3.
BOAT ANCHOR TEST #4 - 360˚ Maximum Load Test-5:1 and 3:1 Scope. Once the
anchor is set, vessel makes full 360˚ circle around the anchor, under constant load
(maximum RPM), at 5:1, 3:1 and 2:1 scope. To pass test #4, the anchor must HOLD at
lease 5:1 and 3:1 scope.
60. How to remove broken tie rod?
Take out upper part as with clamp provided by maker wd clinging bolts after loosening
top nut then see wd withdrawn piece how deep is breaking part...then there cut a window
in tie rod casing put a rod down from top weld it loose the bottom nut and take out..later
on grind burn metal take a template and close the window in casing
61. What is the difference between static and dynamic oily water separator? Dynamic
separator is like centrifuge and is not used as oily water separator. Static OWS is used as
we have to separate large quantity of water from small quantity of oil using heating coil
and coalescence of oil. Dynamic type OWS is hardly used however one example of it is
Alfa Laval’s pure bilge.
62. What is BCH?
BCH is bulk chemical code or code for the construction and equipment of the ship
carrying dangerous chemical in bulk, applicable to the ships build before July 1986.
63. What is blowdown ring in boiler?
Blowdown rings are fitted in consolidated type safety valves and crossby safety valves
only. It is a ring which is fitted to the valve seat, and this can be rotated to change the
height. Now the inner surface of the valve has an angular cut. This ring serves two
purposes. Firstly it gives the valve rapid and more lift and secondly, when the valve is
sitting back, it cushions its seating preventing damage to the valve and seat.
64. How radio isotope or ultrasonic is used to measure the level of co2 bottles and how to
check zero errors?
A nuclear level measurement system basically includes following components: 1. A
source of gamma radiations( cobalt 60 isotope) 2. A continuous detector and 3. A
microprocessor Source emits gamma radiations. These radiation passes through the vessel
walls and material gets accumulated towards the detector. The detector is installed on the
other side of the vessel. In case, the vessel contains no contents, the transmitted gamma
rays arrive at the detector. As soon as the level of the contents increases in the vessel,
there is a decrease in the amount of gamma rays getting to the detector. Thus, this gamma
energy drops in an inverse proportion to the process level. “A computer processes the
detector signal and transmits the process variable as 4-20 mA. This output will show the
level inside the vessel.
65. Difference between Product carrier & Crude Oil Tanker? A. Crude Oil tanker: COW
must be there, only one grade of fuel is to be carried B. Product Carrier: Carriage of
refined petroleum products, special coatings for tanks, Tankers above 20000 DWT must
have COW, lesser ones may not. IG not required below 20000 tonnes (If COW is present
IG is mandatory).
66. Steering Gear Safeties? A. Alarms: Overload, Hydraulic Tank Low level, Power
Failure Alarm, Relief v/v, Bypass v/v, Auto Change over 35 deg : Telemotor limit switch
36 deg : Telemotor Stopper 36.2 deg : Rudder Angle Limit switch 37 deg : Rudder Stop
39 deg : Mechanical Stoppers
67. What is sledge hammer, material, where it is used? Sledge hammer is made up of
high carbon heat treated steel and used for heavy duty purpose.
68. What is metal lock? METALOCK is the process of making cold repairs in cracked,
broken or weakened machine parts or pressure vessels of cast or forged metals.
METALOCK is a custom formed lock or key made of special alloys. The size and
number of METALOCKS vary with conditions and the amount of strength to be restored
to the fractured metal. Slots are cut transverse to the fracture and METALOCKS are
inlaid by cold working into the parent metal. Thus, the locks hold cracked or broken
pieces together and restore strength to fractured sections. Various steps for carrying out
repair are as under.
The fracture is positioned, realigned and firmly held together by special fixtures and
clamps.
Jigs are used to drill groups of holes across the line of fracture to the depth of the casting
and the holes are joined to form shape of Metalock Key.
Individual layers of Keys are inserted in the apertures and peened into a metal to metal
condition, which becomes almost integral with the parent metal of the component under
repair.
Holes are then drilled along the line of the fracture, tapped and filled with studs. Each
stud is fitted biting into its predecessor resulting in a pressure tight joint. This is the main
part of the process in which the crack is replaces by the stitching studs.
The surface is then peened and excess material is removed.
69. What is metal lace? METALACE designates the method of sealing cracks against
leakage. Holes are drilled and tapped and METALOY * studs or dowels are inserted
tangent to each other along the line of fracture. The studs are cold worked to ensure
tightness and complete filling of the crack with new metal. METALACE is used in
conjunction with METALOCKS to accomplish a pressure tight joint and to lend rigidity
to all METALOCK repairs.
70. Welding of Cast Iron? Gray cast iron can usually be welded without loss of essential
properties. For fusion welding, preheating of the casting is absolutely essential. Since a
higher level of preheat is required for oxy-acetylene welding then for arc welding, arc
welding is likely to be chosen where fusion welding is essential (as it is whenever good
color match is desired). For many repair jobs, however, oxy-acetylene braze welding is
the ideal method. Much less preheating is required; in many cases, preheating can be
done with the torch. If the work is properly done, the braze-welded joint will have a
strength equal to that of the base metal, and excellent machinability. Welding of gray iron
castings which have chilled white iron surfaces is seldom attempted, since the desirable
properties of white iron will always be affected by welding temperatures. Welding of
white iron generally is limited to malleable iron foundries, where castings may be
reclaimed by welding before conversion to malleable iron takes place.
71. Importance of drill bit point angle and lip angle? The point angle, or the angle formed
at the tip of the bit, is determined by the material the bit will be operating in. Harder
materials require a larger point angle, and softer materials require a sharper angle. The
correct point angle for the hardness of the material controls wandering, chatter, hole
shape, wear rate, and other characteristics. The lip angle determines the amount of
support provided to the cutting edge. A greater lip angle will cause the bit to cut more
aggressively under the same amount of point pressure as a bit with a smaller lip angle.
Both conditions can cause binding, wear, and eventual catastrophic failure of the tool.
The proper amount of lip clearance is determined by the point angle. A very acute point
angle has more web surface area presented to the work at any one time, requiring an
aggressive lip angle, where a flat bit is extremely sensitive to small changes in lip angle
due to the small surface area supporting the cutting edges.
72. Why ME foundation bolts have long sleeve? Long sleeve bolts have high resilience.
Also they have higher value of elastic strain when in tension. Owing to the length
bending moment is reduced in the bolt because radius of curvature of the bolt will be
much larger when bend.
73. ME main bearing removal?
Top Main bearing clearance: max- 0.58mm, min- 0.40mm. The procedure for opening of
the main bearing is as follows: 1) Inform company and take permission. 2) Take
immobilization certificate from port state Authority stating that the main engine will not
be available for a particular period of time. 3) Read the manual and have a toll box
meeting with everyone involved in the job. Discuss the procedure. 4) Prepare important
tools and spares to be used in operation. 5) Prepare risk assessment with the personnel
involved in operation. 6) Shut starting air valve for main engine.
7) Open indicator cocks of all the units.
8) Engage turning gear and put it in remote control. The remote control switch to be
operated by in charge of the operation.
9) Stop main lube oil pump.
10) Open crank case doors.
11) Put blower and ventilate it thoroughly.
12) Prepare enclosed space entry checklist.
13) After sufficient ventilation, wearing proper PPE enter the C/C.
14) Make sure that the main bearing measuring tool (depth gauge) is calibrate and set to
’0′.
15) Open the screws of lube oil pipe connection and insert the depth gauge and measure
the clearance between upper bearing keep and journal.
16) Compare this reading with the earlier reading in the record or the new bearing
reading.
17) Now disconnect the lube oil pipe line.
18) Turn the crank throw so that it is towards the exhaust side. 19) Now mount the
hydraulic jacks and loosen the main bearing stud nuts. 20) Mount the lifting tool for main
bearing keep and lift the keep using a pulley and a wire rope. 21) Note the marking on the
main bearing keep before lifting for correct direction of the keep. 22) Guide the keep
safely outside with a help of another chain block and place it on a wooden base once it is
out. 23) Mount the tool for lifting the upper bearing shell and place it safely outside. 24)
Place the strong back (cross piece) support on the bed plate so that its ends rest on the
cross girders. 25) Mount the hydraulic jack on the cross piece placing it such that it lies
beneath the crank webs.
26) Mount a dial gauge on the adjacent main bearing so that the lift of the crank shaft can
be recorded. 27) Now with hydraulic pressure (1500-1650 bar) lift the crankshaft
corresponding to the main bearing clearance to the adjacent main bearing, and check the
lift with the help of a dial gauge. 28) Remove the lock screws from the lower shell.
29) Place the dismantling tool on the lower bearing shell such that the flap enters the oil
groove.
30) Pull the bearing shell round and up so that it lies on the journal and take it out safely.
74. What is the advantage of sleeve bearing in turbocharger in man b&w engine?
Sleeve type bearings are provided in man b&w engines. They are lengthier and have a
stabilizing influence on shaft alignment and long vibration. They have a face machined to
take the thrust similar to thrust pad type. These are supplied by external oil feed and
emergency lube oil supply tank.
75. How to order hydraulic pipes?
For ordering hydraulic pipe, we need working pressure, symbol of standard ( ost1/ost2).
schedule 80120, manufacturing process s-c, e-c, outside diameter, thickness and length is
optional because standard length is 4 metres and sold by weight, and made of carbon
steel.
76. Difference between ship side v/v and overboard v/v?
SHIP SIDE VALVE IS A BUTTERFLY VALVE I.E, sea suction valve, where as
overboard valve is a screw down non return globe valve, as per the classification society
requirements and overhauling procedure is same like checking for corrosion and pitting
marks and checking the rubber lining in case of butterfly valve. Material is copper nickel
alloy or monel metal for disc and seat and body is nickel alloy.
77. What is delamination? Delamination is the peeling off of layers of the bearing. It is
not a slow, steady process like wear - instead whole layers of the bearing break off,
causing uneven and excessive clearance. 78. How does delamination occur? Laminated
bearings are manufactured in layers, with a fiber or cloth reinforcement. As wear at the
bearing surface occurs, water penetrates the exposed micro-channels that are formed by
the cloth. Swelling occurs along these surfaces, causing weakness between the layers of
the laminate. The result is that the surface layers of the bearing material start peeling off.
79. Three Requirements for Dry Dock Stability is the most important requirement for
getting a ship safely into a dry dock. The three important parameters which must be
ensured before entering the dry dock are:
1) Adequate Initial G.M: When the ship touches the blocks, there is a reaction at the point
of contact which raises the centre of gravity “G” and reduces the metacentric height
“G.M” so that adequate initial metacentric height is required to compensate the same.
2) Vessel to be Upright: While entering the dock the vessel needs to be upright which
means there should be no port or starboard list when the ship touches the blocks, the
point of contact will be outside the centre line of vessel, which may force the vessel to tip
over.
3) Small or Moderate Trim Aft: The slight trim allows the accenting of stern and bow in
tandem rather than simultaneously as it will reduce the load and pressure on hull and the
keel of vessel.
80. What is COLD IRONING?
It’s also called alternate marine power (AMP), where in ships especially cruise ships can
shut off their engine while at berth and make use of port power supply to reduce
emissions. LA was first port to offer this.
81. Testing Criteria for Low Expansion Foam
Freezing & Thawing the Sample : The Foam Concentration. should show no signs of
Statification & Sedimentation Procedure :
1. Set the temp of freezing chamber to a temperature which is 10 deg below the freezing
temperature of the sample. 2. Place the sample in the cylinder, cool & maintained at the
required temperature for 24 hrs. .At the end of this period thaw the sample for not less
than 24 hrs. & not more than 96 hrs. @ 20 - 25 deg C 3. Repeat 3 times to give 4 cycles
4. Examine the sample for statification & sedimentation 5. Condition the sample for 7
days @ 60 deg C followed by one day @ room temp.
82. Green House Effect; Ozone Depletion Relation? Effect produced by gases such as
CO2 , Water vapour, & other gases which form an envelop around the earth's atmosphere,
does not allowing the heat radiation from the earth to escape back, thus causing global
warming this effect is called Green house Effect. Ozone Depletion is directly proportional
to Green house Effect.
83. Advantage of a Keyless Propeller 1. The Stress raisers at the fwd end of the shaft
keyway do not exist. The shaft is stronger & has greater resistance to Fatigue Failure. 2.
An increase in the coefficient of friction available for Torque Transmission. 3. A
controlled Degree of Interference Fit 4. A reduction in the allowance required for
temperature as coefficient of expansion for C.I. sleeve is same as that of the shaft. 5.
Fitting & Bedding is easy. 84. Advantage of Rhapson Slide Mechanism. 1. It converts the
linear motion of the rams to rotary motion of the rudder stock. 2. Rudder Drop Allowance
is included so that the drop of rudder along with the tiller does not effect the rams , same
way jumping of the rudder is also included 3. Maximum Torque is available at maximum
angle when Torque requirement is greatest. 85. Procedure for Hull Testing? Before
fitting:
Hose Test: 2kg/cm2 @ 1.5m
Bend Test,
Tensile Test,
Impact Test
Hammer Test Water head test: 2.45m
After fitting:
Hose Test,
Hammer Test Air test: 0.14 - 0.2 bar Drill test: 20 mm hole ND Tests. 86. Stainless steel
Cutting Problems? Gas Cutting of S.S. Plate: Oxidising & Blowing Away of the Oxidised
metal. If large amount of Chromium is present, then oxidising the S.S. becomes difficult.
Iron rich powder is used in the cutting area to enhance the oxidising capacity. 87.
Windlass Safety? Electrical:
Electromagnetic Brake
Motor overload
Short Circuit Protection
Restart delay timer
Remote Stop
Mechanical:
Manual
Mechanical Brake
Cable Stopper
Slipping Clutch
Relief V/V
88. Windlass Load Test? Brake Test: The Hydraulic Jack applies Load to winch Brake
through winch drum using a fixture. Amount of Force depends on brake holding capacity
specified by winch manufacturer in 2 minutes. Load Test: (1 cable length = 27.5m : 1
Fathom = 6 feet) Brake is applied after every 15 fathoms (white link) should hold in 2
sec.
89. Windlass Speeds? Let go speed : 5.75 m/s Lifting : 0.12 ~ 0.2 m/s (9~15 m/min) {at 4
~ 6 times load of the anchor} When Mooring light : 0.75 ~ 1.0 m/s 90. What is Slipping
Clutch? Commonly fitted on Electrically Driven Windlass either between the motor & the
gearbox or incorporated in the gear box. This avoids the inertia of the driving motor
being transmitted through the gear system in the event of shock loading on the cable.
Such shock can occur when the anchor is pulled hard into the Hawse pipe when being
housed. 91. Properties required in the Propeller material? 1. Corrosion Fatigue Resistance
2. Resistance to Cavitation erosion 3. General Corrosion Resistance 4. High strength /
weight ratio 5. Good repairability 6. Good Castability 92. Ship is going to sub-zero
temperature ~ Precautions Required? 1. Anti freeze is added to water systems (J.C.W. &
P.C.W.) 2. Close skylight 3. Hydraulic system ~ Heaters on 4. Draining fire main line /
anti freeze in sprinkler system. 5. Blow through the sea chest with steam 6. Emergency
Generator & Life boat ~ Anti freeze 7. Lifeboat Drinking Water: do not keep in Lifeboat
8. D.B. tank F.O. Tank Heating Lines 9. Recirculation of S.W. 10. P.V. Breaker, Deck
Seal- Anti Freeze 11. Standby Motor ~ External Heating on
12. Winches to be operated. 93. Ballast Water Regulation? 1. Should not pass through
Cargo Tanks 2. Line should not go from 1/5 th of the breadth of the ship from ship side 3.
Sounding pipes / Vent Pipes should not pass than cargo Tanks (very short length with
extra protection) 4. It should have an omega loop for thermal expansion also sagging &
hogging 95. Important Clearances Jumping Clearance :- 6 mm At Rhapson slide :- 16 ~
19 mm Propeller Drop :- 1 mm / 160 mm diameter of shaft Pintle Clearance :- 1.1 ~ 3.3
m 96.How vertical movement of Rudder is Restricted ? The vertical movement of rudder
is restricted by welding a small flat bar to the bottom of the horn. The clearance between
the rudder & the flat bar should be less than the X-Head clearance. Any vertical force on
the rudder will hence be transmitted to the stern frame & not to the steering gear.
97. Battery rooms Safeties? a. Provision for Ventilation: - In Case of Lead Acid batteries
during charging process Hydrogen & Oxygen is evolved / generated. The rate of
evolution of these gases is high in case of overcharging. This H2 & O2 mixture is highly
flammable over a wide range of 4% to 74% . Hence the possibility of explosion or fire in
battery room is quite high. It is necessary that the accumulation of such gases is avoided
& must be extracted from battery room so exhaust fan is provided. H2 being light
extraction must be from the top of the room. * Fan should be fitted outside the battery
room. * Material of fan blade should be spark proof in case it may come in contact with
the casing. * Outlet of the battery room duct (exh. fan) should be above accomodation
level & it should be at the aft of the Engine room blower suction. b. Lighting :- * All
Lighting should be explosion proof. * Main Switch for Lighting should be outside the
battery room * It should have 2 independent circuits. Each circuit cabin door is
interlocked, If we open the cabin door the power is put 'OFF' & it is not possible to
remove the key & same key is used for opening the fitting. Two keys for two cicuits are
not interchangeble. c. Distilled water Container :- * Mostly PVC containers are used
(Polystyrine or Polyvinyl chloride) * Glass Containers are not used as they may break &
also electrolyte in distilled water may attack glass. * Steel Containers are not used DW
attacks steel. * If steel containers will get loosened & they will may fall & produce spark.
d. Use of Tools & Replacement of Batteries :- * Tools should be insulated type so there
will not be sparking & short circuiting if accidentally released from hand. * Aluminium
tools are not used as it may produce sparking. * Electrical instruments should be
intrinsically safe. * Before carrying out any maintainence it is necessary to check the
atmosphere of the battery room 98. Rudder Repair procedures? Slot Welding to be carried
out. Plates, Welding rods, welders Qualification & procedure of repairing must be
approved by class surveyor. Second plate is called Wrapping Plate / Cover Plate. Plate is
prepared by marking of the frames on it & then slots are cut. Then the plate is bend on the
framework & is welded to the frames. Slots are filled with the weld. These welds are
ground & made smooth. * Pressure Testing of Rudder : 1. Gravity method : Fill water in
rudder upto 2.46m above top of rudder & observe it. Water level should not drop. * Hose
Test : Drain plug has to removed & hose is applied on the slot welds & observe if water is
coming from the drain plug. This is to be done before gravity method. * Coating : Open
top plug , put bottom plug with cock. Fill 50 % water inside & 20 % with paint. Drain
water slowly by cock. This is called float coat painting. 99. Dry Dock Inspections of
rudder? Rudder:
1. When Docking is taking place observe rudder if any water is coming out. 2. After
completion of docking remove top & bottom plug & check for water. 3. Hammer rudder
plate to check sound & condition of rudder plates. 4. If ship is more than 5 yrs. old Class
Surveyor may insist on Guaging report 5. Check condition of Zn block fitted on the
rudder. If completely worned out add few more than last time. 6. Coupling between
Rudder & Rudder Stock cement to be checked , chip off the cement & check condition of
Palm Bolts. 7. Put Rudder in midship position & see actual position of the rudder w.r.t.
ship this will help identify twisting of rudder stock. 8. Pintle clearance to check. 9.
Jumping Clearance 10. Weardown & Rudder drop to be checked in Dry Dock. 11. Visual
inspection for rudder corrosion, pitting, cracks etc. Shell Plating:
01. Check for Buckling, Corrosion, Dents & Cracks. 02. Check condition of Anodes : If
completely worn out ~ more is required / If not worn ~ not connected properly 03. Check
Sea growth : If high ~ Anti fouling paint was ineffective. 100. Hull Repair procedures? A
Cracked weld:
01. Inform Class surveyor & seek his opinion. 02. Trace the length ok crack by DP Test
03. One inch from both sides drill crack arresting holes. 04. Gas free the tank from inside
05. Gauging of Crack to be carried out by gauging electrode till bottom of the crack is
reached 06. Welding electrode, welder & procedure to be class approved. Low Hydrogen
Electrodes are used. 07. The affected portion to be heated to 200 deg C by flame torch &
temp to be noted by IR sensor. 08. Carry out welding from either side 09. The weld is
again to be heated by flame to relieve stress & covered with insulation tapes to reduce
cooling rate. 10. Weld to be inspected & arrest holes to be welded 11. Radiography test is
to be carried out. 12. Hose test to be carried out
13. Primer & paint to be applied. Severe indentation in way of frame: 01. It cannot be
tolerated so has to be cropped off alongwith bend frame & renewed. 02. Put 2 small size
plates & weld it to frame (tag) with actual size plate. 03. Heating & stress re-releasing to
be carried out. 04. Radiography & Hose test of the weld to be carried out. Surfaces
suffering from general Corrosion: 01. Gauging to be carried out & if 20 % is eaten away
plate needs to be renewed.(decided by class surveyor) 02. Only thing to be done is clean
the surface, coat with primer, anti fouling & anti corrosive paints. 03. Add Zinc Anodes.
Bilge Keel Fractured: 01. Crop the damaged part & renew.
101. What is Rudder locking? To bring the steering gear to rest speedily all hydraulic
,line valves are closed , thus ensuring Hydraulic lock. Rudder is locked when the ship is
being towed. Rudder is locked in midship position to avoid turning due to wake of towing
ship.
102. What is Rate Shaping Nozzle?
The Stanadyne Rate Shaping Nozzle is a unique approach to providing fuel injection rate
shaping for direct injection engines. In contrast to two stage injectors and other more
costly methods that have been used for this purpose, the RSN injector offers a greatly
simplified and more compact alternative. The RSN accomplishes the fuel flow throttling
necessary for injection rate control by hydraulic regulation of a throttling area preceding
the spray holes. This eliminates the need for two springs and associated hardware without
affecting injector size or capability
103. How turbocharger rpm measuring device is mounted on shaft?
On the compressor shaft the compressor wheel tightening nut has a projection with a
magnet mounted onto it. This rotates with the shaft and rotation is then picked up by 2
magnetic pick up sensors which are just like a pair of tongs. The projection rotates
between the tongs cutting flux thereby inducing a current which is calibrated to give the
rpm. Eddy current probes, magnetic pickups, optical tachometers and TTL output devices
are usually installed in a hole drilled through the bearing cap and are held in place by
either a bracket or a probe holder. Module accepts input from two tachometers of any
standard type and measures speed, rotor acceleration and peak speed and is capable of
detecting zero speed, locked rotor and reverse rotation. The module may also serve as a
component of an Electronic Overspeed Detection System. The sensors are non-contacting
eddy-current type transducers that measure the dynamic and/or static displacement of the
target relative to the mounting fixture.
104. What is function of EGR valve on ME exhaust valve?
The EGR stands for Exhaust Gas Recirculation. Exhaust gas is routed back into the
combustion chamber because the exhausted air is much hotter than the intake air. By
sending warmer gas into the combustion chamber, the air/fuel mix does not have to do as
much work to heat up, and engine runs more efficiently reducing NOx emissions.
105. Function of puncture valve in exhaust valve?
During the starting sequence in astern direction, the exhaust valve will start to open while
the cylinder is still being supplied with starting air. The puncture valve will delay the
opening of the exhaust valve until the starting air sequence has finished.
106. In T/C which type of bearing is used?
There are two types:
1. For the older versions, VTR Types, Ball bearings were used both the sides, having a
small gear pump and an oil bath for lubrication. This is common now also.
2. In the MET Types, which is the latest design, Shell type white metal bearing is used in
the centre of the shaft. The lubrication is by the main system itself and there is a header
connection also for the lub oil to flow when the Engine is stopped/Lub oil pump stopped.
The thrust Bearings for both sides are slotted bearings and the replacement criteria for the
same is the dye check and assesing the percentage area of contact worn out for each slot.
These are the bearings in the turbocharger.
107. Battery Capacity test Capacity test is the only way to get an accurate value on the
actual capacity of the battery. While used regularly it can be used for tracking the
battery’s health and actual capacity and estimating remaining life of the battery. When the
battery is new its capacity might be slightly lower than specified. This is normal. There
are rated capacity values available from the manufacturer. All batteries have tables telling
the discharge current for a specified time and down to a specific end of discharge voltage.
Common test times are 5 or 8 hours and common end of discharge voltage for a lead acid
cell is 1.75 or 1.80 V. During the test it is measured how much capacity (current x time
expressed in Ah) the battery can deliver before the terminal voltage drops to the end of
discharge voltage x number of cells. The current shall be maintained at a constant value.
It is recommended to select a test time that is approximately the same as the battery’s
duty cycle. Common test times are 5 or 8 hours and common end of discharge voltage for
a lead acid cell is 1.75 or 1.80 V. It is recommended to use the same testing time during
the battery’s lifetime. This will improve accuracy when trending how battery’s capacity
changes. If the battery reaches the end of discharge voltage at the same time as the
specified test time the battery’s actual capacity is 100% of the rated capacity. If it reaches
the end of discharge at 80% (8 h) or before of the specified 10 h it is shall be replaced.
Procedure for capacity test of vented lead acid battery 1. Verify that the battery has had an
equalizing charge if specified by the manufacturer 2. Check all battery connections and
ensure all resistance readings are correct 3. Record specific gravity of every cell 4.
Record the float voltage of every cell 5. Record the temperature of every sixth cell in
order to get an average temperature 6. Record the battery terminal float voltage 7.
Disconnect the charger from the battery 8. Start the discharge. The discharge current
should be corrected for the temperature obtained at point 5 (not if capacity is corrected
afterwards) and maintained during the entire test. 9. Record the voltage of every cell and
the battery terminal voltage in the beginning of the discharge test 10. Record the voltage
of every cell and the battery terminal voltage one or several times at specified intervals
when the test is running 11. Maintain the discharge until the battery terminal voltage has
decreased to the specified end of discharge voltage (for instance 1.75 x number of cells)
12. Record the voltage of every cell and the battery terminal voltage at the end of the test.
The cell voltages at the end of the test have special importance since weak cells are
indicated here. 13. Calculate the actual battery capacity
108. Difference between welding transformer and lighting transformer?
A welding transformer is a step down transformer that reduces the voltage from the
source voltage to a lower voltage that is suitable for welding, usually between 15 and 45
volts. The secondary current is quite high. 200 to 600 amps would be typical, but it could
be much higher. The secondary may have several taps for adjusting the secondary voltage
to control the welding current. The taps are typically connected to a several high-current
plug receptacles or to a high-current switch.
For welding with direct current (DC) a rectifier is connected to the secondary of the
transformer. There may also be a filter choke (inductor) to smooth the DC current. The
entire transformer and rectifier assembly may be called a transformer or welder, but
"welding power supply" would be more appropriate term.
LIGHTING TRANSFORMER
In a category of various types of transformers, the lighting Transformers are designed to
supply power to lighting equipments in residential, public services, commercial and
industrial undertakings. The primary supply in lighting Transformers is connected to
higher voltage source and secondary supply is connected to load. Lighting transformers
work as isolation between primary and secondary and restrict any high voltage spikes
coming with the raw mains incoming power as also restricts short circuit current in the
load and saves fatal adversities. The lighting transformers for power house consist of
electrolytic copper heavy duty super enameled winding wires and are made with CRGO
laminations. The applications with low voltage lighting systems have become gradually
trendier over the past many years. The lighting systems installed with low voltage xenon
and low voltage halogen using MR16 12-volt light bulbs are found in almost every type
of setting. Carrying a voltage of app. 1.1 Kv, these transformers available to customized
specifications and requirements, are mostly used in thermal power plants, nuclear plants,
shopping complexes, theaters, bars, retail stores and shops, chemical plants, hotels,
housing societies, museums and art galleries, hospitals and high rise office and residential
buildings in metropolitan areas. The usual output of lighting transformer is 6V, 12V and
24V and would differ according to different areas, such as 100V,110V, 120V, 220Vand
240V with added requirements of size, temperature rise and security protection. Neon
lighting transformers run on alternating current. In the transformer's core, the power is
run through a primary coil, magnetically linking it to a secondary coil which is located
close by. This prompts a current to run through the secondary coil which outputs the
electrical power generated into the neon tube. Depending upon the number of turns on the
secondary coil, it is determined as to how much voltage the current will deliver. Lighting
Transformers are used to limit the Fault level in the Bus of main LT panel by varying the
impedance of the Transformer. If any major fault is occurs, its effect is affecting only up
to the lighting Transformer’s breaker and it trip itself and prevent the main panel from
tripping. As well as big industries, single phase is not using for MCC & other
equipments. So Neutral is absent in main LT panel. For lighting purpose we need neutral.
So we are using isolation Transformer for lighting in big industries.
109. In dual fuel engine when running diesel is injected with gas why?
When the gas pressure falls below 10% during normal running, during starting and during
manoeuvring diesel will be injected to produce flame for gas to burn/ignite. Also the
compression effect for gas is not enough to raise the temperature of it to ignite so diesel is
injected to attain the self ignition temperature.
110. Reefer system meat room solenoid coil burnt... no spares...how to maintain meat
room temp?
There will be a bypass v/v, if it is there then bypass the v/v, if not then close the main v/v
before that and open the solenoid v/v and take out v/v assembly with the spring, put back
the cover and open the main v/v,after achieving the desired temp close the main v/v, after
some hours when the temp. is up again open the v/v and regain the temp.
111. One unit liner ovality is more – reasons?
Reasons for liner ovality can be less lubrication, improper matching of lub oil with fuel
oil, worn out piston rings or rings wrongly fitted, Overloading/unbalanced engine, clover
leafing, injector malfunction causing the oil to spread on d liner walls and burn on it. The
reason can also be the clearance of the crosshead sliding guides of the particular unit is
more disrupting the centering of piston.
112. How sac volume helps in NOx reduction?
The increased mean effective pressure ratings of modern engines require increased flow
areas throughout the fuel valve, which, in turn, leads to increased sac volumes in the fuel
nozzle itself and a higher risk of after-dripping. Consequently, more fuel from the sac
volume may enter the combustion chamber and contribute to the emission of smoke and
unburnt HC as well as to increased deposits in the combustion chamber. The relatively
large sac volume in a standard design fuel nozzle thus has a negative influence on the
formation of soot particles and HC. The so-called ‘mini-sac’ fuel valve introduced by
MAN Diesel incorporates a conventional conical spindle seat as well as a slide inside the
fuel nozzle. The mini-sac leaves the flow conditions in the vicinity of the nozzle holes
similar to the flow conditions in the conventional fuel nozzle. But its much reduced sac
volume—only about 15 per cent that of the conventional fuel valve—has demonstrated a
positive influence on the cleanliness of the combustion chamber and exhaust gas outlet
ducts. Such valves also reduce the formation of NOx during combustion. A new type of
fuel valve—essentially eliminating the sac volume—was subsequently developed and
introduced by MAN Diesel as standard to its larger low-speed engines.
113. Why boiler gauge glass appears shiny?
Reflex glass is used due to the fact that light falling on the glass is reflected by the steam
but not by water, and so the glass appears bright where there is steam and dark where
there is water.
114. Reason for boiler gauge glass cock blockage?
1.Due to the evaporation of water leaking through the cock joints a build up of deposits
can occur. This leads to restriction and eventual blockage of the passage. If this occurs on
the steam side then the level tends to read high as the steam condenses. 2. Another reason
for blockage is the cock twisting, hence the cocks are all arranged so that in their normal
working positions, i.e. steam/water open, drain shut, the handles are all pointing
downwards. Possibility of the sleeving rotating on the cock has led to the use of ribbed
asbestos sleeves which must be carefully aligned when fitting.
115. What is the function of reefer compressor head spring?
The spring in the reefer compressor: There is a spring just underneath the cylinder cover
and on top of the suction valve seat. This is to prevent the liquid refrigerant to enter the
compressor and causing damage, or oil entering the compressor. So when liquid is
returned to the compressor, then this spring will force the VALVE SEAT to be raised
preventing any damage to the head. Further, when the difference between the internal
cylinder pressure and high pressure increases more than 3 Kg/cm2, this spring lifts up the
VALVE SEAT.
116. What is advantage of contra flow over normal flow?
One of the main reasons is that the temperature difference is almost constant throughout
the flow, in the case of oil cooler initially when the sea water enters its temperature is low
and the oil temp when it comes in contact is also low, as the sea water reaches the exit its
temp is higher than before and at that point oil which is in contact with the cooling
surface of sea water is also high. For an efficient heat exchange the temp diff between the
2 liquids should be as high as possible. Another point is when there is a contra flow liquid
there is always turbulence associated with it, so a turbulent flow will give a better heat
transfer.
117. How to carry out brake testing of e/r crane, procedure and load?
Load test of the engine room crane is carried out by actually loading the crane by
dynamometer spring loaded balance which is attached between the hook & strong point
on the e/r floor or deck. The tension reading is noted down. Load test is carried out once
in 5 years. Lifting gear is tested at 1.5 times the safe working load. Lift a load through
lifting gear which is 1.5 times the safe working load & then switch off the power, crane
hook should not come down. This confirms the brake test of e/r crane.
118. How hydraulic power pack works?
Under normal operating conditions, the motor driven hydraulic oil supply to the main
system, when the system reaches the rated pressure, pressure sensors control the
implementation of one-way valve to close packing functions. Solenoid valve by a
hydraulic actuator to open, close, or power to exercise control, with the accumulator in
the hydraulic power packs, hydraulic control at the same time, the energy storage device
has also been released, the executive body of the packing into the synchronization
function, but also to ensure the system security and reliability.
119. What are self locking nuts? Where used?
Self-locking nuts provide tight connections that will not loosen under vibrations. They
meet critical specifications as to strength, corrosion resistance, and heat-resistant
temperatures. New self-locking nuts must be used each time components are installed.
There are two general types of self-locking nuts. They are the all metal nuts and the metal
nuts with a nonmetallic insert to provide the locking action. The elastic stop and the
nonmetallic insert lock nut are examples of the nonmetallic insert type. All metal self-
locking nuts are constructed either of two ways. The threads in the load-carrying portion
of the nut that is out of phase with the threads in the locking portion is one way. The
second way is with a saw-cut top portion with a pinched-in thread. The locking action of
these types depends upon the resiliency of the metal.
120. Adv. of thin shell bearings?
Advantages of thin shell bearings are as follows:
1) increased fatigue resistant
2) bedding not required
3) conformability
4) embedability
5) load carrying capacity
6) mechanical properties
7) easy storage,fitting-light weight
8) better heat transfer due to reduced thickness & uniformity of the contact with the
bearing housing.
121. What happens in gas cutting? Chemical reaction taking place inside the metal?
During gas cutting the metal is heated upto 800 deg C. On such high temp the particles r
already mobile and when a charge of oxygen is given they form oxides. These oxides
have melting pt. much lower than the parent metal and hence the material is cut rapidly
after that. The sparks that we see flying around are actually oxides.
122. Dry Liners
Dry cylinder liners are among the basic piston protectors. They must withstand extremely
high temperatures and guard against impurities, so they are constructed of high-grade
materials, such as cast iron and ceramic-nickle plating. Dry liners are much thinner than
their counterpart, wet liners. They do not interact with the engine coolant but instead
provide a very close fit with the jacket in the cylinder block to protect the piston from
heat and impurities. The coolant circulates through passages in the block and does not
come in contact with the liner.
123. Oil Whirl and Whip Instabilities - Within Journal Bearings?
Oil whirl is probably the most common cause of subsynchronous instability in
hydrodynamic journal bearings. Typically, the oil film itself flows around the journal to
lubricate and cool the bearing. This develops an average speed slightly less than 50
percent of the journal surface speed (Figure 1).
Normally, the shaft rides on the crest of an oil pressure gradient, rising slightly up the
side of the bearing somewhat off vertical at a given, stable attitude angle and eccentricity.
The amount of rise depends on the rotor speed, rotor weight and oil pressure. With the
shaft operating eccentrically relative to the bearing center, it draws the oil into a wedge to
produce this pressurized load-carrying film.
Figure 1. Oil Film Within a Journal 1 Figure 2. Development of Oil Whirl Just After
Startup; Followed by Oil Whip from 9,200 to 12,000 RPM 3
If the shaft receives a disturbing force such as a sudden surge or external shock, it can
momentarily increase the eccentricity from its equilibrium position. When this occurs,
additional oil is immediately pumped into the space vacated by the shaft. This results in
an increased pressure of the load-carrying film, creating additional force between the oil
film and shaft. In this case, the oil film can actually drive the shaft ahead of it in a
forward circular motion and into a whirling path around the bearing within the bearing
clearance. If there is sufficient damping within the system, the shaft can be returned to its
normal position and stability. Otherwise, the shaft will continue in its whirling motion,
which may become violent depending on several parameters.
Oil Whirl Instability Oil whirl demonstrates the following characteristics:
1. Oil whirl can be induced by several conditions including:
light dynamic and preload forces
excessive bearing wear or clearance
a change in oil properties (primarily shear viscosity)
an increase or decrease in oil pressure or oil temperature; improper bearing design
(sometimes an over design for the actual shaft loading)
fluid leakage in the shroud of blades and shaft labyrinth seals (so-called “Alford force” or
“aerodynamic force”)
change in internal damping (hysteretic, or material damping, or dry (coulomb) friction)
gyroscopic effects, especially on overhung rotors with excessive overhang.
Any of these conditions can induce oil whirl after a disturbing force induces an initial
rotor deflection.
2. Sometimes machines exhibit oil whirl intermittently due to external vibratory forces
transmitting into the unit or from sources within the machinery itself. In these cases, these
vibratory forces have the same frequency as the oil whirl frequency of that bearing and
can contribute just the right magnitude of disturbing force at just the right tuned
frequency to set the shaft into the whirl motion. This vibration transmits from other
machinery through attached structures such as piping and braces, or even through the
floor and foundation. If this occurs, it may be necessary to either isolate this machine
from surrounding machinery, or to isolate the offending machine itself.
3. Oil whirl is easily recognized by its unusual vibration frequency which is generally 40
percent to 48 percent of shaft RPM. (Reference 2 states that pure oil whirl occurs at 43
percent of shaft speed, but that the instability may occur at the first critical speed.)
4. Figure 2 shows the development of oil whirl just after the shaft is brought up to speed.
Note that the shaft went into whirl at a machine speed of approximately 1,800 RPM and
remained in whirl until about 4,000 RPM. At this point, note that the shaft 1X RPM speed
entered resonance, which actually generated sufficient force to overcome oil whirl.
However, once the machine passed through resonance, whirl once again occurred just
above 5,200 RPM.
5. Oil whirl is considered severe when vibration amplitudes reach 40 to 50 percent of the
normal bearing clearance. At this point, corrective action must be taken.
6. Temporary corrective measures include changing the temperature of the oil (thus, the
oil viscosity), purposely introducing a slight unbalance or misalignment to increase the
loading, temporarily shifting the alignment by heating or cooling support legs, scraping
the sides of or grooving the bearing surface to disrupt the lubricant wedge, or changing
the oil pressure.
7. Permanent corrective steps to resolve the oil whirl problem include installing a new
bearing shell with proper clearances, preloading the bearing by an internal oil pressure
dam, or completely changing the bearing type to oil film bearings that are less susceptible
to oil whirl (including axial-groove bearings, lobed bearings or tilting pad bearings). The
tilting pad bearing is a good choice because each segment or pad develops a pressurized
oil wedge tending to center the shaft in the bearing, thereby increasing the system
damping and overall stability.
Oil Whip Instability Oil whip occurs on those machines subject to oil whirl when the oil
whirl frequency coincides with and becomes locked into a system’s natural frequency
(often a rotor balance or critical speed frequency). For example, refer to Figure 2. When
the rotor speed increased to just above 9,200 RPM, its speed increased to 2X its first
balance natural frequency. At this time the oil whirl which was approximately 43 percent
of RPM, was brought into coincidence with this critical speed. The oil whirl was
suddenly replaced by oil whip - a lateral forward precessional subharmonic vibration of
the rotor. At this point, the oil whip frequency remains the same, independent of the rotor
RPM. Note that the oil whip frequency never changed even though the machine
continued up in speed to 12,000 RPM. When a shaft goes into oil whip, its dominant
dynamic factors become mass and stiffness in particular; and its amplitude is limited only
by the bearing clearance. Left uncorrected, oil whip may cause destructive vibration
resulting catastrophic failure – often in a relatively short period of time.
Dry Whip Dry whip occurs in journal bearing machines subjected to either a lack of
lubrication or the use of the wrong lubricant. When this occurs, excessive friction is
generated between the stationary bearing and rotating journal. This friction can excite
vibration in the bearing and other components. This kind of vibration is called dry whip.
Dry whip can also be caused by journal bearings having excessive clearance as well as
those having insufficient clearance. The dry whip condition is similar to rubbing a
moistened finger over a dry pane of glass. It will generate a frequency specifically
dependent upon the shaft and construction materials, geometries and lubricant properties.
Normally, this frequency will produce a high squealing noise similar to that generated by
dry rolling element bearings. The frequency content itself will not be an integer multiple
of the machine speed. When dry whip is suspected, it must be taken care of quickly in
order to prevent a potential catastrophic failure. And when dry whip is suspected, both the
lubricant itself and the lubrication system should be closely inspected and the bearings
should be checked to ensure they have proper clearances.
124.What is ovality of auxiliary engine crank pin?
Combined effect of reduced effectiveness of L.O and directional thrust of the con rod.
This is maximum at around 45 degree ATDC Uneven loading of units and overloading
Max Allowed: 1/4th of the bearing clearance
Removed By: Insitu Grinding and polishing
Reference: Fillet of crank web
Max. Allowed Grinding: 2mm, because after grinding 2mm or more surface hardness
reduces drastically. Due to this maximum allowable grinding is 2mm. Bottom bearing
damage reason is the ovality, bearing clearance and condition of L.O supply
125.Why are concentric springs fitted for A/E cylinder head valves?
If the frequency of the natural vibration of air or exhaust valve springs is a harmonic of
the camshaft speed, then the spring may vibrate axially and are said to surge. Surge can
be avoided by modifying the sizes of springs by arranging the springs in pairs and fitting
one inside the other. If one spring fails the valve is held up and is not damaged by striking
the piston. The thickness of individual springs can be reduced as against original
thickness. Normally two springs of different vibration characteristics are chosen.
Moreover, the stiffness requirements and the space congestion at this place warrants a
concentric springs arrangement. The net stiffness is equal to the sum of individual
stiffness.