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Motor Engineering Knowledge:

Bottom Section:
Supplementary:
How to check Foundation Chock?
1. Check according to running hour.
2. Regular retightening done or not.
3. Check for crack, fretting, piece or rust, scale etc.
4. Check for slackness by hammer testing.

Crosshead bearing is prone to failure, because;

1. No load reversal.
2. Oscillating motion only.
3. At end of oscillating motion, only boundary lubrication exits.
4. Highly stressed element.
5. Limited space.

Stern Bearing Wear-down Measurement:

1. Use Poker Gauge or Wear down Gauge or Vernier Caliper.

2. Remove Rope Guard.
3. Take out Check Plug and Drain Plug.
4. Turn Tailshaft until ‘0’ marks on periphery of aft chrome steel liner flange and
mating marks on Simplex seal and Sterntube are in line.
5. Measure at measuring plug (top) and drain plug (bottom) through 180°at same
radial position as previous docking.
6. Compare with previous readings.

Stern Bearing Wear Measurement:

1. Measured at same radial position at every dry dock.

2. Look for reference mark left usually on propeller boss when measured during last
docking.
3. The same mark should be used again, so that reading can be taken at same radial
position.
4. Sometimes measurement had been taken when No. 1 Unit was at TDC, and
important thing is that it should be at same radial position as last docking.
5. Measuring at top telltale hole or check plug is enough and bottom check plug is
only used for counter check.
6. As a CE, witness the measuring procedure when vessel is on dock

How to check Sterntube wear down? (Lignum Vitae)

1. Measurement can be taken by Wedge Gauge or Feeler.

2. If Wedge Gauge is used, the side of the Wedge contacting the bearing is chalked
and inserted into the clearance space between top of the screw shaft and bearing.
3. Gauge is pressed home and withdrawn.
4. Clearance is measured on the Wedge at the point where the chalk marking is
scrapped-of by bearing.
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For Oil Lubrication bearing

1. 2 mm clearance.
2. When the ship is on Dry Dock, release system oil and remove plug on the end of the
stern tube, and insert Poker Gauge to measure the distance from the datum to the
top of the shaft.
3. The difference between new reading and original measurement is bearing wear
down value.

All types of Stern Bearing:

1. Fit a Dial Gauge on the Rope Guard or Sterntube Nut so that the Gauge spindle is
vertical and touching the Propeller Boss.
2. A hydraulic jack is placed on the Stern Frame Skeg at same point over a Keel Block
so that the Skeg is supported.
3. A wood shoe is placed between the jack and the Propeller Boss.
4. The jack is then used to lift the Propeller until the Screw Shaft contact the upper
parts of its Stern Bearing.
5. The lift recorded in Dial Gauge gives the bearing clearance.

Skeg: An arm extending to the rear of the Keel to support Rudder and protect Propeller.

Tail end shaft taper: ¾" to 1" per foot length.

Stern tube bearing length:

Aft bearing 4 D Forward Bearing 1 – 2 D (Water-cooled)

Aft bearing 1.5 – 3 D Forward Bearing 0.6 – 1.25 D (Oil cooled)

How you check Stern tube Sealing in Dry dock?

» LO header tank is topped-up and checked for leakage for 24 hours.

What action to be taken when SW leaks into Sterntube oil system?

» Higher up the Sterntube oil tank level to counteract SW force.

Stern tube Leakage Test:

1. Oil to be used must not attack sealing Rings. Generally oil used for main propulsion
unit is SAE 30.
2. Remove screw plug and fill up the stern tube oil. Oil pressure must amount to only
0.2 – 0.3 Kg/cm² more than SW pressure.
3. Preheated to 60 – 70°C when viscose oil is used or low temperature prevails.
4. Remain in this condition for several hours (says overnight) and turn engine by
Turning Gear to change the shaft position 3 – 4 times.
5. Check oil leakage from Drain Plug and if it is all right, fit back Drain Plug and fill
oil from venting and Filling Plug and close.
6. Forward Seal is fitted.
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How to make oil hole ? (Crankshaft)

» Oil hole is made, with edges, rounded at same diameter of oil hole, to remove
stress raiser.
» Holed at low stress area of journal & pin at the middle, vertically.

In welded type crankshaft, why welded on mid of journal?

» There is a low load area on mid of journal, where it is welded.

More crankshaft deflection in Doxford engine, why?

» Long span crankshaft and spherical bearings.

How do you know Telemotor System is free of air when charging?

» Continuous flow of liquid from return line, with every stroke of hand pump.
» If there is no air bleeding cock at transmitting side, air can be purged at highest
point, such as slackening the pressure gauge connection to release air.

Usual method of testing Telemotor System for leakage.

» Lash the wheel to hard over position on one side, wait ½ hour, if no pressure drop, it
is OK. Then test other side.

Equalizing Arrangement:

» A lever to by-pass and make both sides common, or keep steering wheel in mid
position.

How to prevent foaming in hydraulic system?

» The fluid returned to reservoir must be led to its bottom.

Difference between Plumber Block and Tunnel Bearing:

» Plumber block has upper half bearing to prevent propeller-whipping action.

» Tunnel Bearing is the last bearing aft of shaft tunnel, which has no upper half.

Rudder wear down measurement:

a) At Dry Dock: Measured between Sole Piece reference mark and Rudder reference
mark. Then compare with original measurement.
b) At Sea: Measure the top and bottom bearings for Trunnion Arm on Swivel Block.
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Removal of Unbalance Rudder:

1. Remove Guard Plate
2. Remove Locking Pintle
3. Turn hard a Port or Starboard
4. Remove Coupling Bolts.
5. Raise the Rudder Stock sufficient to clear the shoulder on the palm.
6. Turn the Stock max. angle to opposite side.
7. Remove Rudder by chain blocks when two parts of coupling are clear enough.

Tailshaft Withdrawal:

1. Prepare drawings for reference and handling tools.

2. ME crankshaft deflection taken.
3. Wear down of sterntube measured for reference.
4. Drain LO after closing high tank valve.
5. Remove propeller rope guard.
6. Dismantle intermediate shaft next to tail end shaft and remove it together with
tunnel bearings. By doing so bearings are undisturbed and time and energy saved.
7. Tie propeller and slacken propeller nut by hydraulic, pneumatic, or manually
operated spanner.
8. Extract propeller by hydraulic or manually operated extractor.
9. Propeller is first hung-on, then lower down slowly, remove, and store in proper
place. ( It can be hung if it does not disturb removal of liner or if liner is not
removing.)
10. Remove aft oil seal.
11. Now tailshaft can be withdrawn inside tunnel and put on the carriage.
12. It is important to lift the shaft from outside of the ship; to avoid the shaft dragging
along the liner, for it can cause unexpected damage to liner and shaft.

Lost Motion Camshaft:

1. When reversing 2/S Exhaust Ported Engine, both Fuel Injection and Air Starting
timings must be changed.
2. Lost Motion Clutch cam design can be used to alter reversing direction.
3. Camshaft position is altered radially relative to crankshaft.
4. Same cam is used for ahead and astern running.
5. Reversing Servomotor, operated by Engine Reversing Controls, is fitted to camshaft
drive mechanism to do this.
6. Camshaft will lose motion or be retarded, through required angle (about 98°) by oil
operated Lost Motion Clutch, causing the Reversing Servomotor to rotate the camshaft.
7. Fuel Pump cam and Air Start cam will now operate the Engine in reversed direction.
8. Lost motion is carried out while the Engine is at rest.
9. For Uniflow Scavenge Engine, the second Servomotor is fitted to Exhaust Valve drive.

How Vessel gets Astern Thrust?

» CPP ⇨ Change the pitch.

» Direct Reversible ⇨ Propeller direction changed.
» Unidirectional Gear Drive ⇨ Gear direction changed.
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Checking of fuel injection pump timing:

Recommended method:

1. Turn No. 1 piston to TDC at the beginning of firing stroke.

2. Turn backward to a point, a little earlier than fuel injection point.
3. Shut fuel supply to engine, remove No. 1 fuel pump delivery valve assembly and put
a bent pipe.
4. Open fuel supply and when fuel lever is put to running position, oil will flow out at
bent pipe.
5. Turn engine towards TDC in its running direction slowly until fuel cease to flow.
6. Check the marks on flywheel whether timing position is correct or not.

Slight difference can be adjusted by:

For large engine:

» Timing can be altered by shifting the camshaft to the position relative to

crankshaft, after removing the idler gear between crankshaft and camshaft.
» Timing can be altered by individual fuel pump cam for adjustable cam type engine.

For small engine:

» Adding or reducing shims on pump base.

» Turning the plunger up & down adjustment screw on pump roller guide.
» Shifting the coupling flanges between pump and drive side of the engine.