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EK-MOTOR 7
APRIL2012
Qt. Sketch :uut describe the .1rr~rngcment or a main engine camshaft chain. Uescrlbe the
during operation of the engine. Give
rep a ir procedure following rraclUre or one chain 11111<
possible reasons for U1e failure and explain how the chain ls set Initially at the correct
degr(•c of tension.
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A. Ske tch and describe the arrangement of a main engine camshaft chain.
• When a chain drive is used for transmis sion of power the camshaft can be taken closer to the
injector reducing thereby the length of high pressure fu_el piping.
• Two identical chains roll er run over cha in sprocket wheels, one being bolted with the camshaft
and the other with the crankshaft.
' I
• An intermediate wheel and an adjuster wheel perform their respective duties of guiding and
adjusting the chain. From the intermediate wheel a separate chain takes off transmitting motion to
lubricator, Governor, starting air <.listributoretc. . .
The chain ls run between bolled on guide bars with rubber shock absorbing pads. The adjuster
wheel Is mounted on levers which can be held at a steady measured tension by the link AB.
• The chain rollers, rolling on wheels, nre amply lubricated by nozzles. The coupli~gs on the
camshaft arc Shrunk In. The cam shaft ls divided in two halves connected to either side on the
flanges of the camshaft chain wheel.
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-nalflr r1.:1mo"
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Pin loc:it cd betw ee n
En~ no f r;,mci;
~
Shaf t
Drive
* ln course of time the . will become gradually d A slack chain will vibr
cham elongate . ate impo sing
heavy additioni;\lmechanica . lt in an eventual failure.
lloading wh1c~malyrelsu
• The link can be adjusted _nby an equal amount ev
so as to re -tension t 1e c tat ery time .
B. Describe the repair pr

oce d ure fo llowing fracture o f one c ha
'
in link during operation
of the
engine.
ROLL~R t FIRE"ETO ROTATE
ON BUSHING
L__'" u,iK SIDE . r t. llT<i
, ,..'
ROL1. IERUNK
~-
.: ... SfDE PLATE
BUSHING: PRESS
·INTO FIT
SIDE PLATES PlNt RfVl!TED TO
PLATE. S1DC
RUT FR EJ: T<l RO
TI\TE
WITHIN BUSHING
• Turn the chain until the
link which is to be replaced is on the
slacken off the chain. The longe st free length of the
free ends of the chain are chain and
link rollers (Protect the lin the n he ld by lashing with thin wire rou
k rollers over which the wi nd t he
a short distance from the re is wr apped against the
disassembling point The fri cti on of the wi re)
pull block. wire is then lightly pulle
d tight by me ans of a
* Grindoffthe riveted ov
er metal on the pin s that
pins is placed over the chain are to be pressed out A too
link and the bolts for pre l for pr essing out the
until the link is pressed ou ssing out the pins are scr
t To remove one roller lin ewed in alternat ely
are then fitted with new pin k, two pin links must be
s and side plates, usi~g a rem oved, New links
riveted over after fitting. special tool to press in the
pins which ar e th en
~ It should be noted that when ch
anging links in a chain the
m the second chain to keep n the ma tching links shou
the chains at the same len ld be repla ced
gth.
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Retiming the Camshaft
The amount by which the camshafl is mistimed can be assessed by the use of a pin gauge. The
engine is turned until No 1 unit is at TDC. One end of a right angled pin gauge is then placed in a
pop mark on th e engine frame. The oth er end of the pin gauge should locate in a pop mark in the
camshaft . The amount by which the pin gauge and pop mark miss gives a guide to the degree of
misalignment.
Correction is by turning the camshaft relative to the crankshaft. To do this, a hydra _ulic coupling
betw een camshaft drive wheel and camshaft is expanded hydraulically and the camshaft rotated
using a special tool bolted onto a flange on the camshaft and a pull block. The camshaft is carefully
turn ed until the pin gauge lines up in both pop marks. The hydraulic pump is then disconnected
and 15 minutes allowed to elapse before the plugs are replaced and the camshaft turned . This is to
allow the expanded coupling time to return to normal size and to grip the camshaft.
C.Give possible reasons for the failure and explain how the chain is set initially at the correct
deg1·ee of tension.
• Mediumspeed fourstroke enginesand smalltwo stroke enginesuse a simplemethodof checking

and adjusting chain tension . The tension is checked by turning the engine so that the longest side
of the chain is the slack side. (this is usually when the engine is running astern).
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Chain T,ghten;ng
Bolt
Bil,r Flxctl to
Eng ine Fmm,;-
Cflcl!Jn
•~1onlng Ar.
IXe!dPomf
F"oedPl'IO:.
- Afterstopping
· tI1eengme,
· ti1ecI1am· I·s tl1en pulled back cand forward by hand,
• and
• the transverse
•
movementshould be between ½ and 1 link. Adjustment is carried out by tighten mg or slackening

the adjustment nuts on the tensioner; see diagram.
- Onlarger engines,the method described above becomes increasingly difficult to carry out, so the
tension is adjusted automatically by using the compression of a spring to give the correct ch;-iin
tension. This negates the need for measuring the play in the longest side of the chain when slc1ck
(½ -1 link).
- The engine is continuously turned in the ahead direction (so that the longest side of the chain is
tight).The nuts are slackened offat top and bottom, and the spring is compressed by the set amount
by adjusting the lower nut. This will give the correct tension in the chain. The top nut is lhl'n
screwed down carefullyuntil it just locates on the fixed bar.
The lower nut is now tightened further until the spacer piece is up against the collar. This further
com~ressionof the spring will not affect the chain tension. The lock nuts are then tightened c1nd
lockmgwashers.bent into place.
Q2. With reference to 2-Stroke Slow Speed Engine:

A. Sketch and describe Main Engine Exhaust Valve.
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A~S~etch and describe Main Engine Exhaust Valve

- x aust valvesare used on uniflow c . . .
and closedpneumatica11
y. st
s avengmg sy ems, where the valve is opened hydraulically
H.Yclrau!ic
openjll.l!
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• Two stroke crosshead engines have a hydraulically operated air spring exhaust valve. The cam
operates a hydraulic pump instead of a push rod. Oil (from the engine LOsystem) displaced by the
pump operates a piston In the exhaust valve which pushes the valve open.
Damping pin with
clearance spacer
Vent
Air Spring
Piston
Oil
Drain Water Guide via
Cooled cage control valve
· Guide
Val\/e
Seat
Valve Spindle ·
Airspring
- Older design of mechanical springs, replaced by an "air spring". Air at 7 bar is led via a non-return
valve to the underside of a piston attached . to the valve spindle. As the valve opens, the air
underneath the piston is compressed . The expansion of this compressed air, when the hydraulic
pressure is relieved assists in the closing of the valv~.
- The air is supplied with a small amount of oil for lubrication purposes. Air Is also led down the
exhaust valve guide. This keeps the guide cool and lubricated and prevents the exhaust gas leaking
up the guide. Excess oil which collects at the bottom of the air spring cylinder is drained to a
collecring tank.
Airlock
-To prevent the possibility of an air lock. the hydraulic system has a small leak off at the top of the
exhaust valve hydraulic cylinder. Oil is made up via a non-return valve. A relief valve is also fitted.
A damping arrangement on top of the piston in the exhaust valve prevents hammering of the valve
seating.
valve rotator
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• The V:llvcspindle Is nuctlwilh a wingedvalve rotator, The l<lneliccner~y in the exhau gils
rn\a\cs \he vn\vcn small:llllOlllll ns II passes.Thiskeep~;the valveat .111even temperature and helps
rctlucc\he \n1ih\up ortlcposllson the valveseat.
Matcri~ls
The rage or\he exlm1stvalveIs of cast Iron as is the guide.The renewable valve scat is a hardened
molyhtlcm1ms\ecl andthe valvespindlecan he a molybdenumchrome alloywith a layer or stellite
wl'ldcdonto the sealing face,or alternativelyn heat resistant nirnonic ,11loyvalve head, friction
weldedto an alloysteelshaft.
B,Ust out a procedurefor test of MainEngineExhaust Valveafter overhaul.

- Checkdiameterofvalvecageand compare it with the manufacturer recommendation, usually ID
ofthe sleeveto the ODof the valvestem is compared and the wear limits are usually based on
this.
Inner Dia
• Checkingthe BottomSeat Surface: Manufacturersu lied .
seat surface.Thesurfacesare usuallywell cleanedb tp l te~pl~te is usually used to check the
- Smalldents,pits whichmaynot af'ect th 1· e ore c 1eckmgIt with the template
• •
1
e sea mg capacity f ti ·
as repamngthem couldworsen the issues o le seats shall be left without re1~....
cannoth · ,..tr
. . amperthe sealingof seat,shouldbe .
-Grmdmgisnecessaryi'fthe . . avoided for any repair
. re 1seros10nwl · I · •
spmdleandthe seat 11c l are affectingthe sealing betwee th
n e exhaust valve
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- Careful lapping to be applied on the outer seatin g and shnll be lapped smoothly, with the help of
speci.'11tool shown below . Tlw lapping is usually done 111the pattern as one and half turn clockwise
and half turn anti clockwise.
Checking Exhaust Valve Spindle Seating Surface

- Manufacturer issued standard template is to be used for the measuring the clearance of the
spindle face. If required more grinding can be done to suit the face, The trueness of the spindle shaft
has to be done by holding the shaft in lathe machine and with dial gauge.
Q3. With respect to Lubricating Oils used in Main Engine Sump:

A. Briefly describe the causes and effects of bacterial attack on diesel engine lubricating oil.
B. Bacterial activity has been detected in the lubricating oil of ~he main engine fitted in the
ship aboard which you are serving as 2 ndeng. Write a letter to the owner operator of the ship
indicating the action you intent to take and of~er suggestion to the avoidance of future
incidents.
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A.Describe the causes and effects of bacterial attack on diesel engine lubricating oil.
- Lubricating oil which have slight water contamination are potential breeding grounds for fungi
and bacteria
- The micro-organisms flourish in the hydrocarbon water ·surface, living in the water and feeding
on the hydrocarbons. The fungus, mould and yeast can form dense fungal 'mats' which bre _ak up
and move through the system eventually causing filter blockages and reduction in oil flow through
the bearings , leading to overheating.
- The fungi also release organic acids, and produce highly oxygenated environment which in turn
favor an increase in fungal growth. Thus it is self-perpetuating. Detected by an increase in viscosity,
and a strong smell of hydrogen sulphide (rotten eggs).
- Crankcase oils may cont ain Bactericides to prevent the initial contaminatioH .however if
contamin ation has occurred then the solution is to completely empty the system, and treat the
whole system with a bactericide. The system must then be flushed through and refilled with new
oil. Filters must be cleaned and treated , and flexible hoses may need replacing.
- Because the attack can only take place in presence of water, it is important to eliminate water
contamination of the system in the first place. Ensure that the purifier is operating correctly with
correct gravity disk, that there is no ingress of water from leaking cylinder liners (trunk piston
EK-MOTOR 14
WWW.DIESELSHIP.COM I d JJistons) or crankcase ;md
. (crosshcnu
engines) piston coolingtelescopic . ., engines
, . . w ith water coo e
drain breathers. ·
. . oil of the main engine fitted in the
B. Bacterial activity has been detected in th c luln icatmg ti owner operator of the ship
i znt1engWrite a letter to tc
ship aboard whichyou arc scrv ng as • ' • t tlie avoidance of future
Indicatingthe actrnn. you Intent to ta Icc and offer su,,,.cst,on
o0 o
incidents.
To,
The Superintendent.
XYZSHIPPING,
HAMBURG, GERMANY.
..
SUBJECT- MICROBIAL DEGRADATION OF LUBOILCAUSES,REMEDIALACTION.
GOODDAYSIR,
This is in connectionof the· main engine sump lub oil microbial degradation. As the ship was in dry
dock and the main engine lub oil purifier was inoperative, following investigation and symptorns
indicatemicrobialdegradation of oil in crankcase.
Symptoms:-
- Slimyappearance of the oil and also the slime tends to cling to the crankcase doors.
- Rust films. · ·
- Honey-coloredfilms on the journals, later associated with corrosion pitting.
- Blackstains o~ white metal bearings, pins and journal.
- Corrosionof the purifier bowl and newly machined surfaces.
- Sludgeaccumulationin the crankcase and excessive sludge at the purifier discharge.
- Paintstripping of the crankcase.
- Foulingsmell all along the crankcase.
Operationalsymptoms of microbialcontamination lubricants are:
- Additivedepletion.
- Rancidor sulphiticsmells.
- Increasein oil acidity or sudden loss of alkalinity.
· S~ablewater content in the oil which is not resolved by the purifier.
- Filter pluggingin heavyweather.
- Persistent demulsificationproblems.
- Reductionof heat transfer in coolers.
Remedialaction:
• We have ensured that the water
weight. content of crank case oil does not rise above 0.5 per cent hy
• We have extended the suction of the u .
circulatethe settled sludge th l p rifler further down towards the bottom of the sumJJ to
roug 1 the purifier as r d d
the engine manufactureras II
•L we . ecommen e 1>ythe purifier manufacturer and
ube oil feed temperature of th . .
• Lubeoil purifier Was d e purifier is maintained above 87-89DCat all time.
. opene up and overhauled d .
mme enginesumpis ensured a d ti h' an contmuous operation of the purifier on lhe
• We have checked and ensu:d t~ s ip crew is advised to monitor the purifier operation closely.
manufacturer'srecommendedvalue:t the coolant corrosion inhibitor concentrations arc at the
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*Weare continuously monitoring the 111icrobi<popu 1l lation of the cooling water and prevent any
water leaks into the oil system.
* Test for microbial contamination of the oil
after the purifier Is sterile.
ed water.
bilge
• Care is taken to prevent any ingress of cu11ta111i11at
remove any condensed water.
• Lube oil storage tanks are continuously drained to
If the conditions don't improve:
positive improvements seen, we will have to
• If the condition doesn't improve over time and no
as time permits during a long anchorage or
take the complete oil into renovating oil tank and treat
harbour personnel.
a port stay with the consent of the master and other
purifier tank to tank and heat up the lube oil
• Oil to be trans ferred to the renovating oil tank, run
purifier system for 24-48 hours.
to 90°C and continuously circulate the oil through the
in treating such oil with additives supplied
* We will also follow the lube oil suppliers procedures
w all their recommendations curing bacterial
and inject the conditioner provided by them and follo
attacked oil.
to the sump, run the purifier until 80% of the
• After 48 hours the oil can be pumped via purifier
oil, fresh lube oil shall be used as the fresh
tank and stop transfer, for the remaining of 20% of the
curing and properties enhancement.
lube oil additives will help the reminder with further
engines:
Q4. With reference to the 4-stroke medium speed
A. Define the cause and effect of thermal stres
sing in cylinder Heads, liners and pistons.
increased cylinder bore.
B. Explain why thermal stressing is aggravated w~th
C. Explain how stress concentration and
its effects are relieved by maintenance and
operational practices.
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A. Cause and effect ofthermal stresses

engine_but cooling presents other problems as
- Cooling in an engine takes away the heat from the
of expansion across the section.
it also induces thermal stress due to different rates
on the combustion chamber side and Tc on the
- Consider a liner wall section with temperature TH
temperature change on the hot side from the
cooling water side. With a thin section most of the
in the fluid whilst on the cold side most of the
combustion gases to the actual material takes place
with the metal.
change takes place in the Cooling water at the interface : ~ .f ..--~. . .. "r.
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• I at t I1c•se interfaces so the actu-.
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,perature difference in the material
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- ,•. .,,. •'. tl1irk·sl'rtlo11then• ; • l c,·I'll
heI.-,na • is high I ct.ho t s,·dcwas alloI' dcr 1·,1cr• Cover or piston d as thermal
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rm11cr:it11rr lI lt1 ltl·1lcx11a11siot1,
change 1rl ,ct soch as a Cy,11 cx1,anclcannot exp an as muchas
·ri•rcn • '
•ans;i grl'atcrl . ,c In 'lll cng•lt1ccompo 11cJ1 ·y to ' Jd 'd · b'
me, I . h has. a tendenc tress, w I, ile the co s1 e 1ssu Jecttoa
• Thisis not the c•.~sc I •Thehol sicle w ,,c cornprcssiv_e s : I in the hot section.
cx11an~lon is rcst1,ctcr·. , and is·subjcctto a ·ve stress induceti tress induced due to cylinder
I expans101' 111ress1 . h tcnsi e s
natural thcrina ' balance the con ddcd to t e fatigue cracks to develop and
tensilestress in ~rder t_o l>l~1~1 because whenI a els which will cause
·1 Stress ,s a pt o at stress ev
1·ircssure
Tens,c rt. can iiut the component' S posstu .,. e to the source of the heat as that
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propilga
- te· d' should be placed as·close aerature gradients and thermal stress. The
d II
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I ea Y the coolingme mm
d 'thout causing large temp .
h. k sectwn material
< in order to •resist the
lle
aroblem
ows is at to be removek'w,g pressur·es require t ,cs Iutwn
. a s -t 'allows for thick sections anda
that high wor '" . kes bore coolinga o 1
P d' whichagainma
mechanicalloa mg, the heat source.
coolingarrangementCloseto
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• Othercausesalsocouldbe coolingwater failure, Lowtemperature on cooling medium, low charge

air temperature,failureof lubricationalso causes rise in temperature which leans to variations in
localizedtemperatureand causesthermal stress.
B.ExplainwhythennaJstresses are aggravatedWithIncrease in cylinder bore.

Thermalstressesare aggravatedwith increase in cylinder bore:
- Hoopstress in cylinderliners can be expressed by the formula = !:£_
Thereforeif the .pressur (P) · ti . d
h 11 27
t en to keep the hoop eI h cy nder remains the same • but the Diameter (D) is increased
in le
Increasedthickness Ieadss,resses t _esame,
as described ab the thickness
. of the material (T) must be increase .
- In the case of pi'sto . ove, to increase thermal stressing.
ns,mcreasedcylind d' . [lite
crownbecausethis must b er iameter w11)lead to a larger unsupported area o
. e strong enough t 0 · h , I st
heincreased. Wit stand flexing. the thickness oft he matena mu
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- In the case of cylinder heads, thc thickness of the llame plate must be increased for similar
reasons .
C. Explain how stress concentr.1tio11 and its effects arc relieved by maintenance and
operational Practices.
- Modern engines employ bore cooli11gin the cylinder liner to bring the cooling water as close as
possible to the liner sur face to rl' lluce thermal str esses to a minimum without compromising the
strength. Some cylinder head s also employ bore cooling, and sulzer employ cooling bores combined
with oil jet sprayers on their two stroke engines .
- Reducing the thermal stressing during operation is achieved by the engine is thoroughly warmed
through prior to starting. When ramping up to MCRthis should be done in accordance with engine
operation instructions', and again when the slowing down in preparation for standby. Because a
build-up of deposit externally or internally will have an insulting effect, increasing the likelihood
of increased stressing .cooling water should be adequately dosed with nitrite/borate treatment to
prevent scale formation and corrosion, and cooling water outlets limited to 80c.
- oil cooled piston returns on two stroke engines should be monitored to ensure flow is adequate
and that the temperature does not rise above SSc or else carbon deposit are likely to form on the
underside of piston crowns.
- Fuel should be correctly timed and injection equipment maintained in good order to prevent
deposit building up on crowns, and cylinder oil, whilst maintained in good order to prevent deposit
building up crowns, and cylinder oil, whilst maintained at an adequate level commensurate with
minimal liner wear , should not be increased beyond that level because of its ask forming
tendencies.
- When withdrawing cylinder liners, ensure the cooling space is clean a_nd free from scale .w~en
opening up pistons crowns again ensure the cooling space is clean . If the pistons are oil cooled (as
the majority are) and they have a layer of burnt carbon, then this is the best removed using a shot
blasting technique.
QS. In operation of a 2-stroke marine diesel engine, following conditions are observed at
different occasions:
(a) A gradual rise in exhaust temperature at one _cylinder.
(b) A rise in crankcase sump level.
Explain the reasons and subsequent actions taken for each of the above.
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(a) A gradual rise in exhaust temperature at one cylinder.

Reasons
+ False alarm - Read local temperature thermometer or redundant sensor valves, if found faulty
rectify the sensor.
+ Fuelinjectorfaulty
- Improper atomization due to
+ Defective fuel injection nozzle - Maintain nozzles as recommended by manufacturer.
+ Pressure setting of nozzles is lower - Frequently overhaul and set injectors
+ Compression spring broken - Regular overhaul and inspection
+ Improper fuel viscosity- Check fuel temperature and adjust according to fuel test report
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LSHIPcoM •fold w I11 ·ch burns the manifold (and

www.o1ESE · . the 0 w111 , high exhaust temper ature
+ Exhcwst valve leak,11.t/. - _pcJJroducts
. burnt fuel LOcsca to c:111trigger .
I 1 , k c111s es un - ustlon ] ,
• Exhaust v;1vc c., •-. · ~,5 0 leak of com11 · • t, 'rough weat 1er mode
1 , ,.. 1t111c. ,, I ct1v,1c
causes high Lcm1c • . thcr is bat," . i·cctor issue s and rectify
I d ;f wea . g rue 1111 ·
d Checkand reduce on , .
+ Engine overloa :
·n check tirntn , . ti c affected unit, if scavenge fire
d' ·tor cards to ascet tat ' . ton space fot 1
+Aft-er burning-1 akc in le en LUre of under pis
, - Cl1eek the temp • I
+ Scaven9e/1re - urcs ·t'cconlingY·
is seen, take n•mcdi.-ilmeas . ,
(b) A rise in crankcase sump level. ounding ma nually • to ensure the level is
.1 1 dip stick or s
1 tchin" rectify the sensor.
Fi /ty level transrm'tter - C ec . <. if the JeveJ t·snot nia i:,
+ au - th ote level md1cator,
correspondingto e rem . head can leak water howcvcrthis
ked cyhnc1er · •
Water
+JacketIngress
coolingwater Ieakage-A cracked liner, cracengmes,
2 t oke . t 11e leaks. will be collected in the under
5
. bleon IYfor 4 stroke engines.For
. smta
1s b a• leaking
r the wat e r can ' pass through to the·ncrank case.
.
piston space,however if the stuffing ox
. JSrifler heater couId be leaking or the pun ·n ter operating
L ky Lo Punifi,er; Heater - Lube °'1 pu pie LO return from pun 1er to c11eckthe
+ ea malfunctioningcan also lead to
water wa t er ingress - 5am
water leak- Enginedriven )CWpump attac1,ec1to engine may develop leak on the seal which
content.
+]CWpump
canaccumulatein the sump. . k could accumulate w ater in the sump.

+ Pistoncoolingwater leak - Piston coolmgwater 1ea
+ LOcooler- LOcoolermay develop leak amhvater ingress could occur.
FuelIngress
pump - 0 1·1sea1·mg m f 11 I · · t ti , LO•'d
+ Fuel · ti1e1ue
r: J pump may develop leak and cause uc ea <mg m o 1e s1 e.
Lube oil leak

Lubeoil fillinglink may be left open or passing
+ Lube oilfilling -
+Sludge/ Dirty lube oil pump - Dirty lube oil pump circuit be lea Icing sludge/ Bilge into the sump.
Q6.Explainwhythe followingproblems occur In turbocharger nozzles, shrouds and blades,

theireffectson turbochargeroperation and remedies: -
A.Build-upof deposits;B. Hotcorrosion; C.Erosion.
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A.Build-upof deposits
- When combustionis clean the d •t i .
epos,in thouind within
5
turbine are usuallYsod'ium compounds
' f the nozzles and blading of the exh,rnst
form of oxides. e orm O sulph ates and vanadium compounds in the
- Someadditivesused in the cylinder lubr· .
- If combustionis dirty sooty d . 1cat1onmay be found as ash.
b · ' epoSitsand carbon .
may e due to, impurities in the fuel or d aceous materials may be found. These deposits
. Poorcombustionis caused b . ue to poor combustion .
Wh y operating en . I
- e~ ~ozzleand rotor blades become d' gine at ow loads for prolonged periods .
A. Risingexhaustgas temper t Jrty the symptoms are
a ure at turbine inlet.
© WWw.DIESELSHIP,COM
D. Falling spee d (RPM) of the turbine.

- The exhaust gas temp eratures ris es because the gas gives up more kinetic energy before it enters
nozzl e & Blades.
~
Shroud
Blade
Nozzle
- This kinetic energy is converted into heat and consequently increases the temperature .
- Dirt in nozzle and blades change the velocity pattern of the gases passing through them, this
pre\'1.'nts turbine working efficiently and the speed of rotation falls.
• When turbine operates at lower speeds, charge air delivery is reduced and this causes cylinder
exhaust gas temperature to rise.
- In order to minimize build-up of deposits engine ls recommended to be operated a_t high loads
and frequent dry washing is essential.
- If fuel contains large percentage of MCR (Micro Carbon residues) and CCR (Conardson carbon
residues) more than 20%, this will lead to car~on deposits -which will cause pitting on valve seats .
B. Hot corrosion
- Hot corrosion is caused due to Vanadium & Sodium in the fuel in a 3:1 ratio which will result I the
production of sodium vanadate and further oxidises in to a compound Vanadium pentoxide V2Os
which has a low melting point.
- These are highly corrosive in nature and will lead to bearing corrosion.
- Proper purification must be done to prevent ingress of sodium through sea water c~ntamination .
Vanadium & Sodium
Va= 300-600mg/Kg
If th e fuel is contaminated with sea water, there will be deposition ofV2Os.
@ 675°C V2+ 02 ➔ V2Os- Vanadium Penta-Oxide
The vanadium cannot be removed by purification. As the percentage of Na increases, the melting
point of V2Oswill reduce and when the ratio is 1%, 3:1, the melting point reduces, this vanadium
pentoxide gets deposited on the me tal surfaces on the exhaust v/v, Turbine blades, Shrouds. It will
be in the form of hard corrosive scales that will cause the high temperature corrosion.
C. Erosion
• Ash and catalytic fins are the main reasons for erosion . Silica, Alumina are highly abrasive which
causes erosion in turbine blades, nozzle ring etc .
• These carried over in the fuel system due to improper purification and filtration.
• Erosion may also be caused due to presence of iron ore dust through air suction. (Bulk carriers)
Remedies:
El<-MOTOR
20
WWW.DIESELSHIP,COM
1. Proper nitration
2. l'urlncallon
3. Drninln p..
d1 d
HowInc:1chthe
b 111lnl111i1zcc
. I . Tl VnntHI'It un, Nickel an ea can cause
, problem111.1y c ccntr .itlons like sod ur ,
• Heavy furl oils with high metal cod11 'ts ·llld corro sion.
. a chemical inhibit or can be lllixect
.lccclcrated fouling .llHI l e'lli.
'IClous epos1 '
' cts of these metillS, -on T/C bladi ng, '
o ertics of the resu Itmg
. 1
as 1•
. To compensate for the e.ffe I I -micaI and physical P~ .r
with the heavy oil to modifyt 1ccl~:d to the heavy fuel oil H1 . porti on to the metal cont ent ofthe
pt o
1 • I inhibitorsare ac
- These c 1enuca . metallic ingredients hav e demonstrat ed
fuel. ium and silicon active
- Fuel additives containingmagnes . .
results. · . b mete ring pump.
. . d. t fuel 011 Ya
. The chemical additivecan be m1ecte m o heavy . .
. n
f fuel additive into the fue 1011 ow.
.
• A pumpor a static mixer w,•111•mprovethe• m1xmg0ion & depo
sits .
Other effective ways of re d uc ing corrosion, eros . . vanadium sodium rat10 .
d' & uncn t1ca 1 .
• Useof fuelwith low content of vana mm . '
h l west level by purification.·
Decreaseof sodiumcontent in heavy fuel 01Ito t e o
-- prevent exhaustgas temperatures h'tgher than S00°C
1 t 11r10n of filters in charge air system.
•• Addi
ns a tion
a ofmagn • l
esmmsa1t base heavy fue1oiladditive have shown favourable resu ts in pushing
reactionof temperature upwards.
.
• Fuelto be tested prior putting it into use and purification to
be momtorecl.
- Drainsettling& Servicetanks regularly.
- Avoidprolongedlow load operation.
Q7.Enumeratethe causes of Piston Crownburning and subs

equent deterioration in engines
usingHeavyFuelOil.Also mention the possible reasons and
steps to be taken to correct the
_ _j_ _ _
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situationof completeburn out of the Piston crown.
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Answer Lead: (Answer lead usually discussed the quest
ion and provides some additional
information,drawingthat are not mandatory but good to draw
if tim e permits)
Pistoncrowuforms the lower rt Of h b ·
.
transmits the gas pressure to thepa t e com
connecting rod. ust1on chamber which seals the cylinder and
· The crownis subjectedto the hi h tern .
to be eroded/burnt awa g h' perat ures m th e combustion space and
y. Oue tow 1ch the material f h' I h
the surface is liable
to maintainits strength and . ' ram w 1c1 t e crown is made must be able
- Steel,alloyedwith chr _resist corrosion at high temperatu
res.
om1umand molybdenu . d
weldedonto the hottest part of th m is use , and some pistons have a special alloy
Th MANB e crown to try and red h
• e &Wpiston has an 8 mm thick h . . uce t e erosion caused by the burning fuel.
lnconelweldedto the hottest part f th eat res1stmg layer of a hard nickel-chrome alloy called
o e crown to resist th "b . "
. e urn mg of the piston crown.
@www
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EK-MOTOR 21
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J- - - ·--► Piston cleaning ring
-r
____ _. Piston Crown
Piston ring grooves
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- -- ---- - -- - Piston rod
TheAnswer
deter~oration
Causes of Piston Crown burning and subsequent
>> Prolonged low-load Heavy fuel operation
however, lligh temperature corrosion from
- Direct burning of metal surface is not possible,
speed and gas speeds is accelerated leading
vanadium and sodium, and erosion due to high flame
to Joss of material.
loads causes accumulation of unburnt carbon
- Combined effect of above and poor burning in low
ng of piston crown.
which starts burning in the crown accelerates burni
>> Inefficient piston cooling.
due to scale build up in the cooling surfces in
- Piston is cooled by lube oil or water. Poor cooling
cooled pistons leads to higher temperature
water cooled pistons and carbon deposits in oil
differential and increased thermal stressing.
>> High fuel viscosity (inadequate fuel temperatu
re).
fuel which takes longer to heat up and start
• Too high viscosity - Large droplets of atomised
burning.
>> Dribbling of fuel
ts in large burning droplets of fuel depositing
• Leaky fuel injector causes fuel to dribble which resul
on the surfaces of liner and piston.
>> Too high scavenge temperature
asedcompressiontemperaturesand
- Reducedmass due to high temperature whichcausesincre
poor combustion of fuel.
>> Overloading of engine.
and higher temperatures, Higher flame and gas
- Injecting too much fuel will lead to increased Pm.1x
speeds will occur. Poor burning due less time.
>> Fuel quality issues
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• WaterIn furl - C:- In
scis ~\cnll\ g' ocn •
1, Its ti :iftcruurning,
- lncorrcc\ fuellnjc . \lmlng· lcat11ng, \U carhollclcpos ;111 •
cllll1' l
• Sh1tlgIn
c fllc\- \>Ollihu . I , acctlll\\ll",,llcillof car JOll,
' t" ng,'
• n out of the
. ion of comP 1c tc bur
,ossible t'NISOI\S nd ,s to be tal<eUto cc t th e sltuat
a SlC\ co• r .
'Piston crow
n.
» Measurementof
piston top Ian~\:
. su
• fitted on top of
J·1te wh1. ch ,s
re d w ith th e
1dwear down ,s me,1
• The piston top \;n help of a ternpn
, ~1
· is measur ed with
the lliston crown and I clearanc.ebetween the template an d top a u • the h elp
l ,c '
of feelerga\lgc.
• Max. Permissiblebu
rn-r1way
For (MANMC-C)
• Standardpistonto
p: 20mm
- \nconelpistontop:
8mm
SULZER
RTflex96C
• Standardpistonto
p:10mm
Clc;ir,rnc c
» PressureTes
t of Piston:
- It is importantto pr
essure test the pist
- Invertthe pist~nto on prior to cleaning
revealthe base of th and installation
pressure testingtool e piston palm faci
at the palm of the pi ng up, Fill the pist
ston, Connect the on with water , Fi
pressure up to 7 ba air hose to testing t the
r. Shut the air and to o\ an d
checkingfor anyleak is ol at e the piston in this su pp ly air
agesfrom all contac condition for 2-3
water. t surfaces and seal hours while
ing rings, Check cr
» Preventionmea own for any cr ac
sures k or
· T~ avoidexcessiv
eburning of piston
whichmayresult,th crowns and cylinde
e followingstanding r liners and other
· The s~t~f poweran orders are to be ad associated proble
hered to : ms
d draw cards taken
~ Fuel m1ectorsare re re gu la rly and study to be
made based on th
mtervals. gularly tested and e results.
nozzles, springs, pu
sh rod etc are re
· Fuel qualityis to placed at corr ec
tern t be maintain d II t
perr1ure and vi.scos e w e
b
Y proper purificatio
ityetc n, manual draining
. Aircooleris cleane Correct supply
dat correct interval '
. Propercoolingwat s.
er testing and dosing
shall be maintaine
d.
© WWW.DIESE
lS HIP.COM
Q8. The failure orbridge control and remote control from engine control room has occurred
during maneuvering oryour vessel in closed waters.
(a) What all important data will be required to be monitored and recorded manually?
(b)Explain how as a Second Engineer you will organize your staff for effectJve watch keeping
with SJH!cialattention to maneuvering.
- .
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---ANSWER
CURRENTLY
UNDERREVIEW---
Q9. Sketch and describe the -different types of Crankshafts used in Marine engines. Also
describe the process of Induction Hardening performed on crankshafts and give the
advantages of this process for the crankshafts.
. - - : i --- - -- - - - ~- -- ·-;
20 19/APR
··-···- - .- - -- - '--- -- - -'-- - ---'--- - -
- Crankshaft manufacturing is a complex and elaborate pr?cess and the exact procedure varies with
the type and size of the engine.
- Based on the construction method crankshaft can be broadly divided into the following four
categories:
1. Fully built crankshaft
2. Semi-built crankshaft
3. Fully welded crankshaft
4. Solid forged crankshaft
1, Fully built crankshaft

- In fully built crankshaft, all parts are manufactured separately by steel casting or forging and then
assembled together using shrink fitting.
- Very simple construction and design also replacement of damaged parts is very simple. All
individual components (i.e., Main shaft, Crank Web and crank pin) are made and machined
separately for the fitting faces.
- For proper shrink fitting, calculation must be done with special care so that the friction between
the pin and web is sufficient enough to transmit the torque without stressing the pin and web.
- Very few marine engines use FB crankshaft due to the concern of lack of grain flow and its web,
which is designed with two holes and must have the considerable strength to allow two shrunk fits.
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Fullybuilt crankshafl
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.2...S..tittl.:..luill.ttmnl\shall; . nkpln ;Jnd crtJn
• St' mi-Ouilt rrn nkshal\s have tlw crank th rows (era! r·t lO the weh. h k .
single component nnd the 111al11 shaft genera · . I is shrun < uous grain nowL
1 . -,cross t e cran pm anct
• As cumpan•l\ to fully build cr.111I<sI1••1rt• ti1Is has cont ., lighter sha rt w eight.
111
. d
web. lt gives helter fatigue strength wit• ·Ii 5 ma IIwebs anut . kc mcchurn . spe eel engines ue to the·ir
- Very in large slow speed 2 stroke eng,1ne.. a nd la rge4s 10
reliability.
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Semi-built crankshaft
3.Fullywelded crankshaft
- Fully welded crankshaft is made up of a series of forgings each comprising of half a main journal,
web, crankpin,second web, and half a main journal.
- These forgingswere then welded together using a submerged arc welding process to form the
crankshaft.Afterwelding the journals were stress relieved and machined.
- Has advantage of continuous grain flow, the webs could be made a thinner (no shrink fit to
accommodate),leading to a lighter shorter crankshaft.
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• Solidforged
crankshaft
WWW.OIESELSHIP.COM EK-MOTOR 25
- In solid forged crankshaft, the whole uankshaf't is forged or cast as on single piece.
-1 lighly suitable for very small engines.
- This kind of forging provides continuity of material grain now which allows the smooth
transmission of stress and bL•llcrfoligue resistance .
- Such crankshal\s are limited lo the s111allerengines because there is a limit to the size of forging
equipment and the size of steel bar \,\lhich can be produced.
MARCH 2019
Qt. Describe the phenomena of vibration in marine diesel engine. Explain the terms:
(a) Transverse Vibration (b) Torsional Vibration (c) Resonance (d) The role of vibration
dampers.
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Describe the phenomena of vibration in marine ~iesel engine.

- Number of forces acting on an engine from each cylinder and varies in magnitude and direction
as the engine rotates. The turning moment acting on the crankshaft, and the-vibration effect it
produces. is complex and repeated at every revolution.
- It can be represented by a series of sine waves each with different amplitudes and phases to the
basic underlying sine wave. Each of the sine waves or harmonics _can excite the free natural
frequ ency of the engine system and the speeds at which the excitation takes place are called the
critical speeds.
- The critical speeds are distinguished from each other by the number of vibrations which occur
during each engine crankshaft revolution. At the first critical speed there is one vibration at each
crankshaft revolution and this is known as the first order vibration.
-At the second critical speed there are two vibrations during each revolution of the crankshaft and
this is the second order vibration.
- Which orders of vibration are significant for a particular crankshaft, and are likely to produce
large vibration amplitudes, depends on the number of cylinders the engine has.
(a) Transverse Vibration

Guide force moment
- Transverse vibration of engine frame is also referred as 'Rolling vibration'
- Transversal vibration is caused due to the obliquity (Axial tilt) of the connecting rod the forces
along the line of stroke produce corresponding transverse forces on the crosshead guide-plates,
acting at right-angles to the line of stroke.
- The guide-plate forces are reacted by forces of equal magnitude acting in the opposite direction
at the main bearings.
- The forces acting on the crosshead guide-plate consist of a mean (constant) term and a series of
superimposed pulsating components which causes 'transverse or rolling' vibration.
ExternalEffect
There is no externally unbalanced transverse force tending to cause transverse bodily
displacement of the engine frame, but there is an externally unbalanced couple tending to cause
transverse (rolling) movements of the engine frame and seating.
Control of transverse (rolling) vibration
- Control of transverse frame vibration requires the following measures.
EK-MOTOR
-
•
www.o1ESELSHIP,COM , service r,nigc,

,Js frolll I1ic ti e engine to 'b
(l)Rc111ov,1lofstro11f~l'fillc.11spec· , t.,cilri11gs cilt1Se 1 v, ratein
(2) Top Br.1c111r. ti c crosshcacls and ITl•lll; Intcni l or sideways vibration is not
• Latcnl forces tlucto reactionsat I X ro.rm modes. Su.c I '1 I p;-ir ts such as turbocharg ers anct
' ' I I In II or •' attac iet <
a sideways directione t ,er ge to '
cause ctan1.i
detrimental to the engine Itself but can
pipework.
by the piston and crank arrangeme
b) T I01,al Vibration produced llt
C ors ' to the varying torque ded by the arrangement of the firi,
. Torsional vibr.1tionsarc l 1ue . . . further compoun ig
. t ue vanat10n is
frome.ichcylinder. TI11s orq .
onfer of the crankshan. . . se the shear stress and l~encc total stress !evels carried
« ts of such vibrations 1s to mcrea h as t.,end111g and combustion loads ar
- The euec . . ther stresses sue ,e
by the crankshaft in service, when o
present. h· ft rotation al speed is at or close to resonant
ft when t e s11a ' ,
• The criticalspeed of a sha occur~ . . f the shaft increases greatly, and will impose
conditions.In this conditionthe torsional vibration °
veryhighshear stress on the cranksha~t. . use of crack propagation is due to the fluctuating
- Fatiguecrackingoccurs when the primary ca
nature of the stress appliedto the component.
Control of torsional vibration . . .
- The fitting of either a de-tuner or vibration damper will reduce the v1brat1on levels of the
crankshaftwhen operating in areas of high torsional vibration , such as close or within a critical
speed range.
- The de-tuner will change the stiffness of the shaft and hence the natural frequency, thus
separatingthe excitationfrequencyfrom the component's natural frequency, whereas the damper
willa_bsorb the vibrationwithin the shaft, reducing the effect,; oft he torsional vibration .
(c) Resonance
- Whenthe frequencyof the externally excitingforces coincide \.Vithone of the natural frequencies
of the system,a resonanceconditionis reached.
- Resonanceresults in a build-up of amplitude which ma be cl . .
.-
fatiguestress and finally1,r:a1•iure of the material. Y angerously high to produce grrat
·
(d) The role of vibration dampers.

-Thevibrationdamperis commonlyfitted at the f
engine. It is an externaldamper wh· h . d ree end of th e crankshaft of medium speed diesel
. h
10
ic is use to reduc ti . .
t e crankshaftwhen it passes throu h th . . e te peak amphtude of torsional vibration
- The flexibilih,of th . g e cnt1calspeed range
•n e connectionb t •
packswhich · e ween flywheel m nd
Th is placedbetween the flywh I ass a the shaft is made by spring sleeve
- e lateralcoverrings restrict e d . ee mass and carrier ring .
. Thedamperis con ' n wise movement of mov·
suppliedth h nected to the lubricatingoil mg parts and maintain a seal.
th
- The fittin~o~~e:t~:;erture and radial passag:~::e~:~ ~ ~ngine and is filled with oil. The oil is
crankshaftwh a de-tuner or vibration d 1nd1v1dual spring packs.
·
en operatln 10 amper w·111
speed range g areas of high to . reduce the vibration levels of the
. rs1onal vibrar
•on, such as close or within a critical
© WWw,DIESELSHIP.COM
EK-MOTOR 27
WWW.OIESELSHIP.COM
a nd hence the natural frequency, thus
- The lie-tun er will chan ge the slilf11css of th e shafl
c11t's na tural frequ ency, where as the da mp er
separ~1Lingthe excit ation frequenc y from the co111po11
of the torsional vibration.
willabsorb the vibra tion within the shaft, rcduci11gthe effects
re follow ing fracture of
eng ine c.im sh,1fidrn in. U. Des crilie th e repa ir pro cedu
Q2. A. Skl•tr h ,\lid J l'sr ri b~•th r ,11T,mi;rm ent o r ;1 n1.1in initi a lly at th e
:1son s for th e failu re a 11d cxplai11how th e chai n ls se t
one ch,111hn 1 k d ur ing o prr ,1tion o rth r cng hw . C. c;ivc poss ible re
ro rn.•rt ,k iirc•r of tension . ALH EADYDONE INAI'll2\ll 2
Engine Control:
Q3. With respect to control air supply system for Main
ed by the air supply for a
A. Define the essential conditions, which must be ·satisfi
pneumatic control system;
a reasoned explanation for positioning
B. Sketch a control air supply arrangcm~nt and give
of dryers and filters.
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2009/SR9
2009/S R7
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A. Essential Conditions
ts which may be in the air.
- Pneumatic control equipment is sensitive to contaminan
ng parts to _stick and produce g~neral
- Viscous oil and water emulsions can cause movi
rubber.
deterioration of diaphragms and other parts made of
in parts sticking or being damaged by rust
- Water can cause rust build-up which may also result
particles.
ge by abrasion.
- Metallic wear and other small particles can cause dama
conspire to block small orifices .
-Any solids mixed with oil and water emulsions can
le free operation of systems ..
- Clean and dry control air is thus ess ential for the troub
© WWW,0IESELSHIP.COM
~ To Sbarcontrol Air
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29
WWW.DIESELSHIP.COM Pneumatic
cu1 111 w1 1cn wi
ts ll hel p you determine their need In the
l
A brief review of the air systl'll
Air System. be a separate control
ally util ize the ma in air as control air or there will
Air Compressor: Ships usu trol and service air
n shi ps arc hui h wit h a rotary air compressor for cou
air compressor, mo der
purposes. eable
prcs sor filt cr/s llc1 1cc rs sho uld lw equipped with replac
Co111
Compressor lnt,ll{C filter: a 10 micron rating which ls coa
rse filter so as to
cle 111 c11 1s
of abo ut
pleated paper (or polyester) suspended in air
ple te .-ii r inta ke. Du st p.irticlcs and sand particles
allo w com und in the air
s esp cci ally _or e an d coa l carriers have lot of dusts aro
iffilkred out here. Bulk carrier
tion filter.
which would be filtered in suc reducing work done
ler : Ap art fro m inc rea sin g-volumetric efficiency and
lntercooler & After coo remover, where the
inte r & Aft er coo lers als o used as 1st stages of moisture
by the compressor, omatic drain here.
to com pre ssio n and coo ling will be drained by an aut
moisture formed due ty for the entire system
mo val ) Fil ter : A sub -m icro nic filter of _sufficient capaci
Coalescing (Oil Re ost indefinitely if the bulk
Co ale sci ng ele me nts wil l furtction at full efficiency alm
must be installed. es and drain them out.
bee n pre vio usl y rem ove d in removing the oil particl
of particulates has is of an
pre sse d air rec eiv ers are provided with a drain which
Air receiver drains: The com Th ese drains help remove the moistu
re and water
ried out ma nua lly.
automatic drain type or car
.
collected from the air receivers oil is mixed
use d in rot ary com pre sso rs are important as air and
Oilseparators: Oil separators oil is ver y important to avoid any car
ryover of oil
and sep ara tion of
during its compression stage
into air. ed to collect and
re rem ove r in the air out let of screw compressor is fitt
Moisture remover: Moistu
compressed air.
remove the moisture from the
ted Type:
Control Air Dryer, Refrigera is necessary to
air sys tem dra stic red uct ion of the air temperature
- To ensure a completely dry air. A 35° pipeline dew point
is normally
in the com pre sse d
condense the water vapour
recommended. over from air bottle
t filt er wh ich rem ove s any moisture that could be carried
• Air dryer has an inle
in the form of liquid. o purposes are
rig era ted d1y er is use d to cool in the incoming air . .Tw
- The outgoing air from ref in refrigeration process and
the hot incoming air
air pre -co ole d to ass ist
solved here, the incoming are at room temperature.
ts up the out goi ng air so that the air going to the users
hea
box, without
ced ure of ov erh aul ing two-stroke engine stuffing
Q4. Describe the pro w all parts of
Al l saf ety pre cau tio ns to be mentioned. Sketch and sho
removing piston.
stuffing box. --- - - ··--, - --- . - - -.-
,_ ' ·1____ _ __1
- __2018/DEC •2019/MAR __ L___ _
I 20HI/SEi ··- ·; 2018/NOV
the piston rod from
two hal ves and can be ove rhauled without disconnecting
• The stuffing box is in
the crosshead.
Safetypre-cautions
locked out
1. Starting air is closed and
isolation procedure are done.
2. All engine shutdown and gea r is controlled with lock out
/ tag out.
the pow er to tur nin g
3. Turning gear is engaged and
.. COM c or '
. o111f
11ows
t;ihlc
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. space Jo
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on
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f 111·1 po~111011 ·1drain to scavenge
Or
•t Piston Is placed :rntl lockc< , air drain tank
stuffing box.
Top
Uppt'r scrapperrln(J
O-ring
Gartcr springs
casing
Drain to stuffing
boxdraintank ---
Bottom
o-rinc
D Oil scrapperringswith lameliae Oil to cran case
Dismantling
Landingthe stuffingbox on work table: . d h ok on two tackles. Lift the stuffing boxa little
st O
. Mounttwo eye boltsin the uffi_ng box flange,andh • ton rot! at a suitable working height. Land
d d t the worktable roun t e pis
~:et:t:~;.:t;~;: ;:;he~: 0:~table, and remove the tackles and eye hoIts.
0-Ringremoval: . b d · 't U
_Removethe 0-rmg • oft he stuffing box.If the O-ringis intact and 1sto e use agam, movef I upb 1e
piston
• rod and secure I·t m
· this position with tape. Remove the nuts from the stu flng ox
assemblingbolts.
Splittingthe stuffingbox:
- Takeout the six bolts, and pull away one stuffing box half. Mount two eye bolts on the stuffing
boxhalfand removeit from the worktable.
- Usinga feelergauge,measure the vertical clearance of the rings.
- Remove
the the remaining
worktable stuffingbox half and press all sealing rings and scraper rings down against
.
-necessary.
Measurethe clearancebetween the ring segments to determine whether replacement"
Ringsdismantling:
ndst
-Dismantle
all a ackthe ringsin the sameorder as when fitted in the stum ng box. CarefullYclean •
the ringsegments.
- Inspectand assess the surface q l't f h . . ,
I O
P ace
or marks re I the rings.
, . ua Y t e sealing nngs. If their sliding surfaces have scratches
- _Checkthe lengthsof the springs.
Pistonrod inspectionin the way of stuffingb .
- Inspectthe surface of the p· t ox.
I
poor Y adapted stuffingbox r·is on) rod. If srnall Jongi·tud'1nal scratches have occurred (caused by
mgs , smooth the p· t d
is on rod surface carefully with a fine grainc
© WWW.DIESELSHtP.COM
· EK-MOTOR 31
WWW.DIESELSHIP.COM
ILmay prove necess a ry tu machine-grind the
carborundum stone . In the case of co:-irs e s cmtchc s,
surfa ce in a workshop.
Jllsloll' rod (In the area where all the
- Clean the halves of the sturfing hox housing. Lubricate Lhe
molybdenum disulphide.
ring units in the stuffing box will be positioned) with
Assembliru:
Stuffing box assembly : .
piston rod, on the workt a ble, in th e following
- Asse mbl e all the stuffing box ring units round the
way:
able.
• Pla r t' the lowermost scrap er ring segments on the workt
spring ends together.
• Plac~ the spring round the segm ents, and hook the
.
RepC'atthis procedure for the remaining scrap er rings.
ring units
On lop of the scrap er rings, assemble the two sealing
the height of all the assembled ring units on
- Use the stuffing box half on the worktable to adjust
corresponding grooves in the stuffing box
the piston rod until the ring units are opposite the
contact with the piston rod, round the ring
hou s ing. Subsequently, push the stuffing box half into
units .
half of the stuffing box housing on the
- Check the ring clearance again . Then place the other
worktable, pushing it into place round the rings.
box a little. Remove the worktable and lower
- Mount eye bolts and wire ropes , and lift the stuffing
on the piston rod foot.
the stuffing box until it rests against the distance pieces
the standard bolts to specified torque
- Remove wire ropes and screw s. Mount and tighten
two stroke diesel engines considering

QS.Discuss the significance of cylinder lubrication in
the impact of Annex VI of Marpol 73 /78. Explain:
diesel engines.
(a) Two level cylinder lubrication incorporated on few
(b) The effect of over and under lubrication on engin
es.
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~- --- -=-=i.=-- ---~- ____ _ ____ _ _ .J
diesel engines.
(a) Two level cylinder lubrication incorporated on few
a will lead to
>> Two criteria determine the control: The implementation of the below two criteri
an optimal cylinder oil dosage .
sulphur content in the fuel
1.The cylinder oil dosage must be proportional to the
engine load, i.e. the amount of fuel enterin g
2. The cylinder oil dosage must be proportional to the
the cylinders.
ur content in the fuel

1. The cylinder oil dosage must be proportional to the sulph
amount of sulphur entering the cylinders is
- Optimal cylinder oil dosage proportional to the
calculated and the dosage is based on that.
main part of the cylinder liner wear is of a
- This principle is founded on the observation that the
alkaline components needed in the cylinder
corrosive nature, and the amount of neutralizing
ur(generating sulphurous acids) entering
should, therefore, be proportional to the amount of sulph
the cylinders.
to account for other duties of the cylinder
- However, A minimum cylinder oil dosage is set in order
oil.
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to Cylinder oil
EK-MOTOR
consllml) lion, particle emissions

. "'ld
ll, ' '
toad
2, Tire cylinde r oi 1ro,ortlorwlto ti' c. cn9/nc
- The load tr ansmitt ge must b~ ~ to 'the fuel r;1cl<,ther eb continuou sly tr ansm,tt · ·
l dosa
er Is conncctcc y. formation and th mg the fu
·
index % lo the MCU, 11 \I lculatcs th e cn gIn c lo ad fr otll this 11 1 e de te ct ed en,· e\
w l c ca <
gine
rpm. ·
• Load-dependent lu th e lu br ic at or
brication denotes an djustment of the .str o1<C 10 oil pu
mps t
correspond to the a tl actu al engine \o \ Tl t .
mean effective pressu at. ,e sy~ em ts . o
consequence of spec . . l r_e or 1' ~e oi l consumpti on as a a na tura\
1fymgt ,e req uired Cyhnder u function of engine loa
defined as g/kWh. d
Timing
• Timing of injectio .
n 1sbase d on tw signals from t 11e angle encoder, a Top Dead Cen
°
cylinder marker and . .Th
a crankshaft P~st·r,o tngge1. ea lpha lubricator System 1s . ter (TDC)
to injector the cylin normally tim"d
der oil into the P1ston n. a~k during the com
pression stroke. '
nng P .
feed rate
• The cylinder lubric
ation is based on a co st t ou
• The specific feed n an am nt of oi\ being supplied via injection
rate is contra\1ed b · tion of the inject .
Y va na . io n fr eq •
uency. Th,s freque
calculated from inde .
MEP.However,a po
x and spee d, an d 1susua \ly proportional to the engm .
e (M Eff - ncy is
wer Mode or ~PM M ea n ect,ve Power)
Manual mode
ode is possible.
• The system can be
operated in manual .
other situations whe mode overriding th .
re the manual mode e auto mode mcase
is necessary. of any failureor
(b) The effect of ov
er and under lubricat
Theeffectof overlubr ion on engines.
- Overlubrication of
ic ation
an engine means ex
during the combust cess of additives (cal
ion and produces ca cium salts for alka
rb on at es linity) which burns
- Accumulationof th , w hi ch keep depositing
ese hard deposits m over piston.
it can touch the lin ay cause liner scorin
er wall and wipe ou g or with add on of
cylinder liner and pi t the lubricating oi some soft deposits
ston rings. l film and \cad to
- Highrunning cost frictional wear of th
due to highe~ consum e
• Under piston accum pt ion.
ulation and conseque
Theeffectofunderlu ntial issues relating
brication to it.
• Causes dryness of
the liner surface re
the liner where oil sulting in scuffin
has not spread. g and clover leafin
. Lowneutralising ca · g at locations on
uses higher corrosio
• High temperature w n rates
alls leads to increase
• Increased wear rate d Nox.leve\s.
---~~~~~-------
Q6. Sketcha Main en
of piston , rings, liner
component.
safety devices and gine air startin d' .

interlocks i g lstributor and
puryose of each. nc or po rated in main describe how it operates. List
I -- - - - --- -
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1 --- '.2012/ SRi - 2·0
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2012/ SR7 2012/ SRll
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HIP.COM
EK-MOTOR 33
WWW .DIESELSHIP.COM
W l ~/S IH, . :w 1:J/SHIII l Ul:l /S HII . :WH/ SHOl 2011/SH'I
20 16/SIW7 , 2017/S l\07 'J.ll111/Sllll
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A. Sketch and describe Main engine ~t:,rllng air lllstrll.Jutol'.

- When the isolating valves fro111
the receiver arc openctl, air wlll lluw as for as the automatic valve
and the slartlng control valve. ·
Air s, arl
Vaivo
1. per C_yl.
From Air
Compressors
N/Rv/11
Slow
Turn :ng Turn
Gc nr
i.~!"' oc:
· L. Vulvo
St.:irtingl •
Control
V~tve •I
I
I
I
I
I
I
Start
Sign a l
Receiv~r
Drain
- When a start signal is received to the starting control valve, the automatic valve will open and air
will flow past a non-return valve to the air start manifold which may be fitted with a relief valve.
- Air then nows to each air start valve via a name trap or bursting disk. The air from the manifold
also flows to the pilot valves which th~ air start signal will be engaging with a starting cam. At the
correct time, (i.e as the piston comes over TDCon the power stroke) the pilot valve will allow
compressed air to now on to the operating piston of the· air start valve, opening the valve.
- A slow turning valve is fitted to protect the engine from being damaged due to liquid in the
cylinders.If the engine has been stationary for a period of time, then on a start signal being received,
only the slow turn valve will open, allowing the engine to turn over slowly. On successful
completion, the main air start valve will then open.
B. The safety devices
1. Non -return valve in the starting airline, closet to the main engine.
2. Pressure relieving devices In the starting airline viz Bursting Disc.
3. Reliefvalve in each cylinder heac.lof the main engine.
-----------■
'
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4 · Flame trnp EK-MOTOR 34
lo spark nrrcstor.
S. Means lo prevent Starting Air admis sion to a unit which is
alr eady Oring.
6. Fusible plug /relief valve on air bottles.
7. Relief valves on each st;1ge of main air compres sors.
8. Un loaders on main air compres sors .
9. Bursting discs on Inter/ a fter coolers .
10. High air temperature alarm for compressors.
11. Overload triJ} for the electric motor driving the compressors.
Interlocks: Interlocks are provided so that the engine can be started

or reversed only when cert .tin
conditions have been fulfilled.
1) Turning gear interlock. This device prevents the engine from
being started if the turning gear is
engaged . The turning gear is provided for turning the engine.
2) Running direction interlock.°This prevents the fuel from being
supplied if the running direction
of the engine does not match the telegraph.
3) Starting air distribution in the end position. This preve
ntc; starting from taking place if the
shifting of the distributor has not been completed.
4) Main Lube oil pressure , piston cooling pressure ,jacke
t water pressure ,and important
parameters must be above the required minimum.
5) Auxiliary Blower Interlock. The auxiliary blower is provid
ed in case of constant pressure turbo
charging .this ensures sufficient ai~ during low speed runnin
g, which is essential for prop er
combustion.
6) Air Spring Pressure Interlock. In case of the present gener
ation of engines using exhaust valves
shut by air spring. The air spring pressure must always be maint
ained; else the exhau st valve may
not close while running.
Q7. Fatigue ls one of the main causes of crankshaft failure.

A. Sketch and Indicate the most: liltely location of a fatigu
e crack;
B. How is a fatigue failure Is identified;
C. Describe initiation of a fatigue crack;
D. Sketch and Describe the methods used to inbibit fatigu
e cracks.
1-2o isj SR04 - -: 2016/ SROi - ,- 201 6/SRlO ·-: ·2017/S R07
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A. Sketch and Indicate the most likely location of a fatigu

e crack ;
© WWW.DIESEi.SHiP.COM
Cold rolled radii remove stress raiser cau~ed by sharp
corner, compact gain str ucturc givina hard surface,
removes machining marks, and Induces a residual
compressiv e st ress.
Mole bored th rough th e cro1n k pin
redu ces w eight Qnd removes co;irse
grain ed mo1t crl al o1nd slag Inclu sions
I □ I
Increased thic kness of web to
Increased Diameterat shrinkfit prevents hoop accommodate tensile stress.
stress extend ing into bearing surface.
is at
The sketch shows that the crack could form at either bene ath the crank pin when the piston
TDC,crack starting in radii from generation position at oil hole.
B. How is a fatigue failure is identified;
between
• The initial crack may be difficult to detect, but areas to check are at the change in section
pin and web and across the web in way of a shrink fit.
change in
- Crack initiation is hard to find with naked eye hence a closer inspection would reveal a
confirmed
metal grain pattern or lines with dark marks indicate initiation of a crack which can be
through a magnifying glass.
icions.
- Crack detection methods such as sprays or ultrasonic may have to be used to confirm susp
- Random check on crank webs using NOT methods will reveal cracks.
appears to
- Checking of the tension of any surrounding bolts will indicate a crack if the tension
have slackened off.
C. Describe initiation of a fatigue crack;
Fatigue failure in the form of crack appears in 3 stages;
1. Initial crack initiation
2. Progressive crack growth across the part
3. Final sudden fracture of the remaining cross section
fails.
- A fatigue crack will continue to grow with repeated operation until the component finally
a series of
- A fatigue failure is easy to identify by looking at the failed section. It will consist of
the metal
curved visible lines with the surfaces having a polished finish due to the movement of
surfaces against one another .
- The final failure surface will be grained and often at an angle to the original crack.
s throu gh
- Fatigue failur e is identified as starting at a stress raiser or defect then the crack generate
known
the material before causing sudden failure. The crack progress is shown as smooth ripped
rough
as striation or beach marks, whilst the sudden failure is of the brittle fracture with
appe arances.
.COM
© WWW.DIESELSHIP
Et<-MoroR 36
,
WWW .DIESELS
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Shirl¥surface wit·n
h
es g
cur\lcd'l n shohWI
cracksgrowt
. . where local stress u h . s minute cracks

- The initiation si
de will be is high eno g to increase which
occur on the metal
surface.
_The stress can be f tress concentratio
increase d local\Y by a sur ace defect or even an extreme s n
caused by high ap
plied stress.
D. Sketch and D d to inhibit fatigu

escribe the metho e cracks.
ds use
. .
.i.
I ,.
I
..
'I
Stress raisers -
these can be redu
stress is applied es ced by ensuring
a smooth surface
pecially in the web finish to all area
Oil holes - these pin radii area where high
should be minimis
smooth radii. ed w henever possible
, and the oil hole
Tensile stresses opening have wid
- fatigue strength e and
are often cold rolle is re du ced when tensile
d to ensure that th stress are presen
Stress applied on e fa tig ue strength in th t, so the radii ar
harden materials ese area are incr eas
as the dislocations - Fa tig ue cracks can grow ea se d.
in the metal conc faster when the
hence any Harding en tr at e the stress on a sm material is harder
of the crank pins aller area of the ,
- Cracks appearin m us t no t be applied to th m at er ia l structure,
g in fillets and ex e high stressed ra
fracture of a cast st tending up to web dii areas.
eel web may be du may be due to be
e to bending fatig nding fatigue.
ue. Complete
© W\VW.DIESE
lSHIP.COM
- Torsional fatigue fracture appear in the cr.ank pin along a plane 450 inclined to axis.
Q8. With reference to mechanical/hydraulic governors:

A. Why flyweights are driven at a higher rotational speed than the engine;
B. How dead band effects arc reel need;
C. How hunting is reduced;
D. How the ontimt torque ls hh:rcascd.
2009/ SR7 2012/SRO'J 20 13/StHl•J f
f 2013 / SR12 - 2014/SROZ --( i of4 / SR12--] 2015/SR01 - -·!
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(A) Why fly weights are driven at a higher rotational speed than the engine
•Flyweight equipped governors work on centrifu gal force. The centrifugal force acts upwards and
the sprin g force acts downwards.
• This difference between the spring and the fly weights is called the governor effect, which is
responsible for moving the pilot valve and hence the fuel rack.
• Higher the governor effect, high er the sensitivity of the governor. Therefore to increase the
sensitivity of the governor the centrifug al force has to be increased.
Centrifugal Force = mrw 2
Where, m = Mass of the fly wei ght
r = radius of the rotation of fly weight
ro= Speed of the rotation of the fly weight.
Oil supply
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To increase
fuel
Oil Drain 0
- Jf we increase m 'mass' the inertia effect will increase hence the sensitivity will drop as It take
more time to act
.COM
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• Ir ,I , 11 111volume nnt ta c
Wt ncn•asc r radius' the Aovcrnorbecomes too > ~
llll' 1~nvcrnor,hence drop in sensitivity Is probable. , 0 f ti fly weight Change in
•• lnrn-.1slng
. of 'w' Is possibleby lncrc.1sh1r{
• the speed• of ,the rot.1twn .
,ortional icto the square· o f speed,
1 1ess
spl•c<l· itivesvery high effect as the centrifugal force
. 1sfdirect• Y proJ .. .
· -rcascd scns1t1v1ty, , power
addltionally speed increase proves lo L>emore c fcctive, llll ·
requirement, reduced size of governor.
(B) How dead band effects are reduced

What is a dead band?
Dead band is the change in speed required before the governor will make a corrective movem ent
of the throttle. In other words, Dead band is speed of fluctuation around the steady state speed, in
which governor will not initiate corrective action.
In simple terms you couldsay it is the silent period of the governor at which governor doesn't tc1ke
any action.
Deadbandof
Governor
Running
RPM
Th~dead band effectis reduced by increasin . .. .

This can be achieved by; . g the sens1t1v1tyof the governor.
1. Drivingthe flyweightat h'1gher .speed
2-Usethe conicalspring
3. Hydraulicamplifierscan be used to a .
4. Linkagesshall not be worn . 'mpl1ry the governor effect.
54. L
Governoroil to be of low VISCOUS
. oil SO
. ess mass of flyweight by using a hot! as to ~educe the drag effect.
ow weight.
(C) How hunting Reduced
Steadystate
RPM
What ls huntin ~ --- --- -

Hunting·ts t11econtinuous fl -,.____
-- - - -- - - - - -- I
uctuation of RPM
around th
. ©W e steady state RPM .
WW.DIESELSHIP.COM ts called hunting.
Hunting can be reduced by;
1. Sensitiv e adju stment to he reduc e d anti Is not oflcn adju s ted.
2. Adju s t the comp ensating needle.
3. Reduce the friction of linka ge s.
4. Reduce th e w ear down of linkages
5. Oil qu,11ity to be ma intained.
6. Nu air lock s to be pre s ent in the sy stem , purging to be done as and when required.
7. Use of trumpet shap ed spring ins teatl of liner ones, so that a more balanced relationship exists
between the sp eeder spring forc e a nd CF is achieved over the whole of the speed range.
(D) How tl1e output torque is increased.

• The output torque generated by mechanical governors is not sufficient to move the fuel rack
which causes sluggish operation of th e governor.
• Torque may be increased by amplification of signal may be employed in the servo mechanism,
wher e the secondary, may be designed for greater output torque then the primary, generating the
governor signal.
• The other most common method by a hydraulic system incorporat ed to the mechanical governor,
for this reason a gear pump is provided inside the governor, which operates the power piston
thereby amplifying the governor effect.
Q9. With reference to piston rings;

A. Analyze the causes of breakage;
B. How maintenance and engine operation can minimize breakage;
C. Explain the possible consequences with respect to performance and safety of operating
the engine with broken or severely worn rings.
- . . 2008/SRJ.. :- 2010/SR2
·2008/EM-G --, 2oisR08 2011/SR7 ]- 2010-/SRll ... j i Oll/SR12
2012iSR6- - . 2012/SRS 2012/SR12 2013is1u 201_~/SR0l ! 2011/SRl0 - r ?Ol5/SR04
2016/SR10- -· 2011i _s ~07 ··: 2017/ SR09- - r 20l~(SR04 _ I 2018/SR07 - r 2o ~B/S~ 9-=-j _2-018/NOV~---
2019/MAR 1. - - ·- -- I -- --
A. Causes ofbreakage-
(1) Piston ring collapse:
- It is the 'collapse' i.e. inward push of the ring against the piston body due to gas pressure build up
again st the 'running face ' of the ring.
• It is caused by the pressure build up against ring running face and liner wall due to
- Reduced axial clearance ;
- Poor ring and groove sealing;
- Rings not free to move in the groove;
- Poor lubrication on sealing surfaces.
• WWW.DIESELSHIP.COM
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40
A. · ·." ·B . ~
Pl building up behind the ring to
I ,::.. A the reduced ax1a. I clearance reduces the gas pressure .,
n rig. , I ti e nng.
form a reduced P2 ring pressur~I ets between the liner anc 1
In Fig.Bas P2 increc1sesslowl~ g h piston groove body.
In Fig.C,the ring coIIapses against t e . lane
-(2) Flutter
Flutter . . movemen
is the osc1llatwn . t or
I the piston
d'ng n.ng along'.111
to a reduction ·ts radial
own Pareas,· or poun d,n
. · g o f p ·,s tnn
·
d' II worn ring ea I •
• !tis causedby a ra ,a Y . t changesits direction. while ring pressure P2
rings in the grooves when the pis on rate as the cylinder pressure,
. sure Pl decreasesat the same .
-falls
In Fig.
at aA,pres rate than the cylm
slower . der pressure. .
ti n Pl, movement occurs smce P2 changes and tins
- In Fig.8, when P2 suddenly becomes mo_re rn
causes a flutter.
P]
A .- B
•(3)
In Excess
bothfigures,
wearobseive the first piston ring fluttering and moving up and down in ils own place.
- This is due to poor clearances, corrosion, abrasion, scuffing or improper lubrication.

(4) Jammedor sticking piston rings
-(5)
This is due to the build-up of carbon deposits or poor clearances.
Scuffing
• It is the overalldamageon the sliding contact surfaces, caused by the formation of local welds.
These welds
fonning occurparticles
hardened due to high local
at that temperature (BOOdeg. C+), which hardens the base metal,
point.
Scuffingdepends on:
• Oil filmquantity,oil retention and countered rings lo promote oil film generation ..
• Rot•ting pistonsmovingaround any or the dry hot spots which a re prone to welds . .
• Hightemperaturesdue to Poorsealingor poor heat transfer by bore cooling.
a
(6) Other opcrallounl reasons
- Fatigue loading ofrings due lo excessive differc11tia l pres sure across the ring.
- Ridge formation on liner, ridge li>r111atio11on scavenge port s, may also result In rlug breakage.
the rings experience
- If till' scavenge ports do not have aclcqual c raulu s at the lop anti the bollom,
a shock loJ d as it passes past the ports.
- Overloading of engine i.t:'. cxt:cssive peak pressure, I.e. (P111..~- , Pcnm > 35 bar) can lead to fatigue
loading and ring coll;1psc.
- Sub-standard piston rings will lead lo early failure.
- In-sufficient cylinder lubrication.
- Corrosion caused due to the sulphur content in the fuel.
- Abrasive particle, poor quality fuel etc.
B. How maintenance and engine operation can minimize breakage.

Maintenance care:
ng to the PMS
- Following the manufacturer recommendation and maintenance routines accordi
and frequent inspection helps pr event piston ring failures .
ure shall be
- Most of the piston rings damaged while installing it. Proper installation proced
followed while installing.
gap clearance to be
- During overhaul, piston ring grooves shall be thoroughly cleaned and groove
checked.
be noted.
• The condition of the rings and groves should be noted; location of any wear shall also
- Ring gaps should be checked by fitting them alternately 180° apart.
d to avoid causing
-Th e condition of the liner shall be checked, if the liner is oval it shall be change
damages to the piston rings.
- If the liner is glazed or polished it shall be honed properly.
the high pressure
- In new engines the top ring is CPR (Controlled pressure relief) ring, it releases
in a controlled manner avoiding shock loading & fatigue .
and piston rings.
- Proper running-in procedur e shall be followed after it~stallinga new piston
- Ring clearances are to be taken ;:ind ensured In proper allowance.
Operational Care:
dust
- T/C suction filter, air cooler a11dwater mist catcher must be kept clean In-order to avoid
and other abrasiveparticlesto enter the engine.
- Maintain proper fuel pump timing.
- Fuel injectors to be overhauled at regular intervals
-Avoid over loading of the engine
etc.
- Avoid inferior quality fuel or mixing of sludge or by passing the fuel oil purifier
·
- Peak pressure to be in optimum limit, adjust VIT properly.
- Maintain correct fuel oil viscosity and temperature.
(High variation
- Sudden change of engine load and drastic change of cooling water temperature
in JCWtemperature.) to be avoided.
c.Explain the possible consequences with respect to performance and safety of operating
the engine with broken or severely worn rings.
- Low compression and peak pressure.
- High exhaust temperature. .
_Bl _ t increas e in scaven ge temper ature, accumu lation of sludge and scavenge fire.
ow pas ' © WWW.OIESELSHIP.COM '
,
42
El<-MOTOR
WWW.DIESELSHIP.COM shcad J,!liHJdS,
.
- Crankrast' cxploslo11due lob Iow IJilSl
' · nn<.Ileaky
f cros
,
• Scuffing,cracksclcvclopmcnt011 wti , liner s11racc.
• Drop in power developed.
- Drop in thermal & overall cmciency. . explosion etc.,
• T /C surge due lo excess,
. ··ve blow past. J'ty cJetenora
. L'on
1 ' crankcase
• 4-stroke engine is ,HlvcrseIYa ff e,cted by L.O qua '
- Safety & fire hazard. cl ge air pressure .
. Decreased turbocharger efficiencyan scaven
• Poor fuel injection.
_Insufficientcylinder lubrication.
9
Ql FEBRUARY21 01use ;md cITecto r tiie. rmal stressing in cylinder llc,1ds,
.
With reference to the 4-stroke medium speed engines: A. Ddefi~tel snd ~ylimler bore. C. Explain how stress concC'ntr;it1on
~n1ecrce:
. . .
liners and pistons. B.Explainwhythermal stressing is agr. ravate .w1 l I " '
/\LRE/\DY OONEIN i\PR 2012
and its effectsare relieved by maintenanceand opcration;il practices. ··b M . Engine Exh;iu!'tValve. B. List out a pro cedur e for
Q2.With reference to.2-StrokeSlow Spee d E·ngine·. I\ . ·ADY
Sketch ;md desct
DONE IN APR I e2019
am .
test of MainEngineExhaustValveafter overhaul. /\LRE .I . lrivr n ;it ;i higher rotational speed than lhe
. ) · . A \Vhy nywe1g11.S,11l' l ' '
Q3. Withreference to mechanical/hydraulic governors exp am.. • d. D How the output torque is increased. ALREADY PONE::
engine;B. Howdead band effectsare reduced ; C. Howhunting ts reduce , .
INMAR2019
Q4 Describe the phenomena of vibration

. m. marme
• d"1ese I engine · Explain the terms:. .
(a). Transverse Vibration (b) Torsional Vibration (c) Resonance (d) The role of vibration
dampers.
! 20
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Describe the phenomena of vibration in marine diesel engine.

- Number of forces acting on an engine from each cylinder and varies in magnitude and direction
as the engine rotates. The turning moment acting on the crankshaft, and the vibration effect it
produces, is complexand repeated at every revolution.
• It can be represented by a series of sine waves each with different amplitudes and phases to I he
basic underlying sine wave. Each of the sine .waves or harmonics can excite the free natural
frequency of the engine system and the speeds at which the excitation takes place are called the
criticalspeeds.
- The critical speeds are distinguished from each other by the number of vibrations which occur
during each engine crankshafi revolution. At the first critical speed there ls one vibration at each
crankshaft revolution and this is l<nownas the first order vibration.
•this
Atthe second
is the critical
second orderspeed there are two vibrations du ring each revolution of the cranksha rt and
vibration.
• Which orders or vibration are significant for a particular crankshaft. and are likely to produce
large vibration amplitudes, depends on the number of cylinders the engine has.
(a) Transverse Vibration
Guideforce moment
• Transverse vibration of engine frame is also referred as 'Rolling vibration'
.COM
WWW .OIESELSHIP EK-MOTOR 43
the connecting rod the forces
• Transversal vibration Is caused tluc to the obliquity (Axi.altilt) of
the crosshcad guide-plates,
along the line of stroke produce corresponding transverse forces 011
acting at right-angles lo the line of stroke.
in the opposite direction
• The guide-plate forces are reacted by forces of equal magnitude acting ·
at the main bearings.
(constant) term and a series of
- The forces acting on the crosshead guide-plate consist of a mean
' vibration. •
superimposed pulsating components which causes 'transverse ur rolling
Effect
Extem;"tl
to cause transverse bodily
There is no externally unbalanced transverse force tending
nced couple tending to cause
displacement of the engine frame, but there is an externally unbala
transverse (rolling) movements of the engine frame and seating.
Control of transverse (rolling) vibration .
res.
- Contml of transverse frame vibration requires the following measu
(1) Removal of strong critical speeds from the service range.
(2) Top Bracing
cause the engine to vibrate in
- Lateral forces due to reactions at the crossheads and main bearings
or sideways vibration is not
a sideways direction either in H or X form modes. Such lateral
such as turbochargers and
detrimental to the engine itself but can cause damage to attached parts
pipework.
(b) Torsional Vibration

piston and crank arrangement
- Torsional vibrations are due to the varying torque produced by the
the arrangement of the firing
from each cylinder. This torque variation is further compounded by
order of the crankshaft.
total stress levels carried
- The effects of such vibrations is to increase the shear stress and hence
combustion loads are
by the crankshaft in service, when other stresses such as bending and
present.
is at or close to resonant
- The critical speed of a shaft occurs when the shaft rotational speed
ses greatly, and will impose
conditions. In this condition the torsional vibration of the shaft increa
very high shear stress on the crankshaft.
ation is due to the fluctuating
- Fatigue cracking occurs when the primary cause of crack propag
nature of the stress applied to the component.
Control of torsional vibration
the vibration levels of the
- The fitting of either a de-tuner or vibration damper will reduce
as close or within a critical
crankshaft when operating in areas of high torsional vibration, such
speed range.
the natural frequency, thus
- The de-tuner will change the stiffness of the shaft and hence
ncy, whereas the damper
separating the excitation frequency from the component's natural f~eque
al vibration .
will absorb the vibration within the shaft, reducing the effects of the torsion
(c) Resonance
one of the natural frequencies
• When the frequency of the externally exciting forces coincide with
of the system, a resonance condition is reached .
ously high to produce great
• Resonance results in a build-up of amplitude which may be danger
fatigue stress and finally failure of the material. ·
44
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WWW.DIESELSHIP.COM . . dimn speed diesel

•. I shaft of me .
( d) The role of vibration dampc1s. I free end of the cran <. d f torsional vi bra t1on
t reduce the pea Ican lJJlitu e o
• The vibration clamperIs commor,ly nttctl at•dt 1e
1I per which Is use o
engine. It is an cxterna < am 1e critical speed range. . . ade by spring sleeve
1 n wheel mass and the shaft is m
in the crankshall when it passes throug, l 1
I ecllon between Y · ,
• The nexibllity oft ie conn I n wheel mass and carrier nng. . tain a seal.
packs which is placed between tied y, movement of moving parts mul ,md ~afitlnld 'th oil The oil is
• The bteral cover rings restrict en wise . f the engine is I e w1 •
' I J bricating ml syS t em O k
• The damper is connected tot ie u . I assages to the individual spring pac s. . n Ievels or the
I' .d through an aperture and rad1a p ·11reduce the v1brat1o
vibration .damper wi 'ti 11·n a critical
The,cfitting of either a de-tuner orof high tors1ona
SUpp I vibration such as close or
'·
w1 '
, .
•cranksha~ when operatmg m areas
speed range. . f the shaft and hence the natural frequency, thus
• The de-tuner will change the stiffness o componen t' s natural frequency, whereas the damper
. . f Y from the , .
separating the exc1tat10nrequenc . h ri ts of the torsional v1bratwn.
will absorb the vibration within the shaft, reducing t e e ec
. rtin air line of an internal combust ion engine nnd

QS.How can an explosion occur in the sta g b duced? Sketch and describe devices,
'bTty f ch an occurrence e re ·
how can the poss1 I I o su . f h plosion. State the attention which nir
which may be fitted to reduce the seventy o sue an ex
starting valves s~~-~!d_~e giv~ be!~re!t~ _n<!_~~-___ ,-- . · - ·- - , · · ·- ·- I
1 201~/SR7- J 2019/F~B I -- -- I - • I • • -
• Air Start explosionsoccur during a start sequence, when oil, which can accumulate in t~1~air start
receiversor on the surface of the start air lines, becomes entrained with high pressure air m the air
start manifoldand is ignited. .
-The source of ignition for these explosions can be attributed to one of the following: .
. A leakingair start valve. Whilst the engine is running, the hot gc1sesproduced as the fuel burns m
the cylinder (at above 1200°C)leak past a valve which has not re-seated correctly. The branch pipe
to the air start manifoldheats up to red hot If the engine is stopped and restarted before the pipe
has time to cool,any oil vapour in the air can be ignited a~d an explosion can result if the mixture
of oil/air is correct.
- Fuel leaking into the cylinder whilst the engine is stopped. The engine then undergoes a stc1rt
sequence,and builds up speed, the fuel which has leaked into the cylinder vaporises and the heat
from the compression of the air in the cylinder, as the piston rises. ignites the fuel. When the air
start valve opens as the piston comes over TDC,the pressure in the cylinder is higher than the air
combustion gases pass to the air start manifold, igniting the oil
start pressure,
entrained air. the burning
in theand
• The principal cause of explosions in starting air manifolds or marine engines is probably the au to
oil deposited on the inner surface or the manifold, not backfire from cylinders as
Ignition orythought.
previousl
• Auto-Ignition conditions occur because or the high temperature generated by the rapid in How of
high'.pres
st sure air, says the research. This incoming air compresses air downstream of the main
artmg valve, causi~g its temperature to reach as high as 400°C which In some cases causes oil
deposits m the manifoldto self-ignite leading to an explosion.
Io minimisethe riskofexplosion~
© WWW,DIESELSHIP.COM
- To minimise the risk of explosions, the oil cnrry over from the compressor should be reduced to
a minimum. Class regulations require Lhat the air compressor's air intakes are located in an oil-free
atmosphere, and a drain/filter for intercepting oil/water mist is fitted between compressor
disch arge and air receiver.
- There must be complete scp ;:1ralio11of compr essor discharge anti starting air supply to engines at
the receiver which is fitted with J drain and a relief valve.
- The air start system must be prol~cled with a non-return valve at the starting air supply to each
engin~ . This is normally part of th e autom atic valve which opens when an air start is initiated.
lu addition to this IACSreauirethat;
- For direct reversing main engines >230 mm bore flame arresters or bursting discs are required
for each cylinder fitted between the cylinder start air valve and the manifold.
- For non-reversing and auxiliary engines >230 mm bore a single flame arrester or bursting disc is
acceptable fitted at the supply inlet to the starting air manifold. .
- Although not part of IACSregulations, a relief valve may be fitted to th_e manifold where flame
arrestors are used Instead of bursting discs.
Unsatjsfacton1 practices which have led to explosionsin the air start system Include:
- Tell-tales / drains at each end of the starting air manifold found to have been blanked off with
screwed plugs.
- Failure to drain starting air receivers and starting air pipes at regular intervals or before
manoeuvring .
- Failure to check for leaking air start valves.
- Failure to maintain starting air valves and systems strictly in accordance with manufacturers
recommended practices .
- Failure to maintain fuel valves correctly.
Safety Devices
1,The flametrap
.
- The flame trap is manufactured from brass or aluminium alloy which both have a high specific
heat capacity. A number of holes are bored through the thick circular form to allow the air to pass
through. They are fitted in the main airline immediately before the air start valve to restrict the risk
of a flame in the cylinder propagating back to the main air start manifold, by dissipating the heat
energy in the flame.
~
2. Burstindisc
- 46
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connecting stu
b
- The safety cap . . f b rs rated cylinder

consists o a u ting disk enclosed by a perfo and a perforated
co~er
in order to protec .
bystanders , in ue \ nt of a burst. The . s fitted with a te
t eve cover t ll -t al e, which
shows lf the burs any
ting disc has be damaged.
- lf the bursting en . damaged ·n the starting . .
disc of the safety due to excessiv mrlme,
overhaul or repl c~ p i:hich caused e pr es su re '
ace the starting the burst, and d'sk If a new di
va mount a ne: sk
is not avai.lable, ot be fittedv~ im
d' t l then th
e co . , rela~ion to
th
or
perforated cylind cann m e ia e Y, ve r can be turne e
er, in order to re l leakag e .
of starting air.. m
duce t 1e
31 Reliefvalve.
bolt -
Spring
• · Door
Crankcase
' Engine Room
\
bolt ·-
Woven steel o
il
wetted gauze
-The sketch show \ Crankcase
s a relief valve as
\ts purpose is to fitted to the air
relieve excess pr start manifold
essure in the ai of Suizer RTA
- It consists of a r start manifold. 2 stroke engine
spring loaded va s.
of the air start m lve disk which lo
anifold. When th ca te s on a mating seat
than the spring e force exerted which is bolted
force holding th on th e disk due to exce to the end
e val¥e closed, ssive pressure
the valve will op Is greater
en .
Q6. Discuss the
consequences of
diesel engine failure to maint
crankshaft and ain co
rrect clearances
bottom end be in the case of
arings. Sketch main
a bottom end
bearing payin
g
© WWW.DIE
SELSH IP
.COM
particular attention to the arrangement of ensuring unlntcrrupted flow of oil to the top end
bearing.
2009/SR7 2009/SR7 ' 2000/SIU:l 2000/SfW I 2011/SrtZ 2010/SR6 2012/SR2
2013/SR4 2019/FEO
A. Discuss the consequences of failure to maintain correct clearances in the case of main
diesel engine crankshaft and bottom end bearings.
- Continuous shearing of the oil film within a highly stressed bearing generates a considerable
amount of heat to help dissipate this, oil is allowed to leak from the open edges of the bearing and
tJ1eloss made good by pumping c.:ooloil into the low-pressure side (low hydrodynamic pressure).
- Leakage is largely governed by l>earing clearance and pump pressure. Too little clearance will
caus~ over-heating and introduce the risk of metal- to-metal contact.
-On the other hand, excessive clearance will delay the build-up of the hydrodynamic film, with
consequent knocking and wear when starting. There is also a risk of the pump and galleries failing
to keep pace with the high leakage rate, leading to breakdown of the hydrodynamic film.
B.Sketch a bottom end bearing paying particular attention to the arrangement of ensuring
uninterrupted flow of oil to the top end bearing.
Oil supply
from crosshead
Bottom end studs
D} I'
Bearing
Shell
Bearing Material : Tin
Aluminium, On steel shell
with lead tin overlay.
Securing
Screw
- The sketch illustrates a modern two stroke botto'm end arrangement. A forged steel con rod
complete with bottom end bearing housing is shown. ·
_ The bottom half of the white metal bearing can either be cast into the cap or, like the top half, be
a separate steel backed shell. The clearance is built in and non-adjustable; when it becomes
excessive the bearing is changed. ·
EK-MOTOR 48
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.C OM
De tail of shell
showing groove
Oil supply from cr

osshead
i Oil feeds around

th e groo~
and into bearin g
e In back of shell
. "horns"
at ho es in
-.~~
~ ..
-/
Bottom end studs
crewed
into bottom half be
aring cup
• Oil is supplied dow
n from the crossh ea
the top shell to the en d, through a bore in
ds of the be aring ha the con rod and ro
lf where it is fed into und the outs ide of
bottom half of the be th e be ar in g through two hole
aring may have a gr
- Studs screw ed into oove cut into it to as s. -The
the bottom half of th si st in carrying the
must be take n not to e bearing caps. Whe oi l around.
damage the crankpin n removing the botto
. Be cause of the va m end cnp, ca re
tendency to wear ov ry in g lo ad on the crankpin, it
al; this should be ch htts a
hydrodynamic lubric ecke d as excessiv e
ation . ov al ity (2 5 % of cl ea rance)
- Distortion of the be can affe ct
aring top half due
known to separate th to downward oil pr
e white metal from e ssur e from the cr
the steel backing . osshead has b ee n
- The vary ing load on
the 2 stroke bottom
downward s. The bo end on the power
ttom end bolts are and compres sion str
and are under tensio stretched when tig ok e is always
n. This tensile stress htening the nuts us
remains constant du in g hy draulic jacks
rin g the operation
Q7. Sta~ehow EAC of the engine .
Hof the following de
operation or safety fects 1:?ecomesappa
and indicate the co rent, describe its
condition; rrective action re effect on engine
quired to restore
A. Leaking air inlet normal engine
and exhaust valves
B. Leaking air start ;
valve;
C. Cracked cylinde
r liner;
D. Broken piston ri
ngs
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A. Leaking air inle -· • ·--·-

-
t and exhaust valves - - -- -! .
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EK-MOTOR 49
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Leahy Exhaust valve
• Gradual increase in exhaust temperature will be observed.
• Black smoke and sparks might indicate the same.
en v/v and the scat.
• The leaky exhaust v/v will create wire-drawing effect betwe
pressure and combustion pressure
• Compression pressure will reduce, i11•I· stroke engine the peak
owns.
will start dropping, neglecting this would result in major breakd
from the cylinder with the leaking
• The leakage can be confirmed by taking an indicator card
off the unit.
exhaust valve. The card should be taken with the fuel on and
give similar indications on indicator
• Air starvation. due to very dirt y scavenge ports will also
supercharge pressure increase, it will
diagn-uns, but in the absence of any abnormal scavenge air or
usually be found that the exhaust valve is at fault.
tions will be given on the indicator
• In four - stroke naturally aspirated engines similar indica
diagram if the air inlet silencers become dirty.
be used and the maximum firing
• 111these circumstances the maximum pressure indicator should
with normal valve.
pressure and compression pressure checked and compared
Lealiy Inlet valve
• Compression pressure drops.
• Peak pressure drops.
temperature.
* Air available for combustion reduces hence increased exhaust
nges space leads to scavenge fire and
• Continuous leakage of combustion product into scc!ve
explosion.
* Air inlet manifold carbonisation takes place.
• TurlJocharger surging.
* Hissing noise from the air intake valve.
* After burning and black smoke.
Action to be taken:
valves and the seat shall be inspected
• Unit has to be isolated; upon next available opportunity the
and renewed as required.
B. Leaking air start valve

Causes
sh valve _action preventing fast closure
• Leakage of a starting air valve is usually caused by sluggi
air supply lodging on the valve seat and
of the valve, or by dirt or foreign particles from the starting
so preventing the valve from closing fully.
spindle guides.
• Sluggish valve action may be caused by dirty pistons or valve
by parts fitted with inadequate
* In newly overhauled valves sluggish valve action may be caused
clearances.
Indication
this is the primary indication that the
• Starting airline paint peels off, sometimes a burning smell,
starting air v/vis leaking.
ng the pipe.
* The starting air manifold becomes hot this could be felt by touchi
• The ;iir starting line drain will give out smoke. ·
Consequences
iced, in most engines there is no
* The leakage of starting air valve could prove fatal if left un-not
direct indication or alarm that the manifold is over heated.
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, f I ·t1
* The Continuous raise in temperature cou Id I d l O burstllW O ,urs ' 11gJisc in worst case there
ca '
could be a starting airline explosion.
• Relief valve provided on the line may lift.
Action to be taken
* If ship is manoeuvring and 1t • • . t.,l<e first aid measures to see if the
1snot poss1'bl e to stop t 11e engine u
leakage stops by a tap on the valve, if stuck
it may re~ela~e.t I<turns to its position.
• Stop the engm. . k' kt 'fthe
1 vr1lv ewl11c11s uc
e to give a ic O
see • ·
. di . . 'bl f. m the top d turn it to shut the valve .
* Sulzer engine ~pm e 1sv 1s 1 e 10 use a spanner an
* The fuel pump should be lifted (fuel rack e erated) on the affected unit
zeroed, puncture va 1v Op
and the bridge informed. . .
• The load should be kept at _a mm1 't . ow out of operation. Stop engine on
mum, as one um is 11 a next
immediate possible occasion and replace the
valve.
C. Cracked liner
Causes
* Vertical cracks in the Jiner are usually due
to creep because the material has been over
heated.
Overheating can be due to several causes.
• Lack of cooling caused by events such as . .
a loss of coolant flow, heavy scaling of cool
mg surfaces
or a fouled cooler.
• Combustion problems such as flame impi
ngement. This leads to localized overheat
faulty fuel injectors or poor quality fuel. ing due to
* Afterburning which is caused by poor qual
ity fuel.
If the crack is on top:
* During the firing stroke, the high pressure exhaust
gases and combustion products will leak
through the cylinder line into the jacket spac
e and the jacket water temperature of that
unit may rise. particular
* Fluctuation in the jacket water pressure .
* In some cases there is an alarm provided
on the de-aerator indicating smoke.
• The colour of the water will turn black and
there will be bubbles in the header tank.
If the crack is at the bottom:
* If the crack is at the bottom water may ente
r the combustion space and evaporate as
is running. the engine
* If the leak is below TDC the water will leak
into the scavenge space.
Action to be taken
• Stop the engine and replace the cylinder head
and the liner if the vessel cannot be stopped
off the fuel supply to that particular unit, shut the cut
off the )CW v/v and increase the lubricatio
the engine on reduced load. n and run
D. Broken piston rings

.
* Piston ring offers leak proof combustion space. It is
necessary that the air should be suitably
compressed to a sufficient compr~ssion pres
sure for a proper combustion.
0Pcrcilscd Power due

to broken rincs
Pmax
l' 'Pcomp
p p
• Broken piston ring causes the following

+ Proper sealing will be affected, + Blow past, + Low compression and peak pressure, + Under
piston space fire,+ Black smoke,+ Scavenge fire,+ Reduced power,+ Imbalanced engine operation,
+ SFOC will increase, + Fuel consumption will increase, + Thermal efficiency drops;+ Line wear
increases.
QB.While operating at Sea during rough weather conditions, fire sparks have been observed
coming out from the chimney. On investigation, it has been observed that the fuel contains
considerable quantity of water and sludge. As the Second engineer of the vessel. Explain .
a. Immediate actions taken to rectify the problem.
b. Precautions you take to avoid recurrence of this type of problem.
_
20~9/_~~~ _.i_ 30_~9{~E_B . . - - _ _ -~---i== __ _ _:__]
a. Immediate actions taken to rectify the problem.
Main engine & Auxiliaryengines
~Ensure the sparks are not coming from the boiler and incinerator by identifying the uptake from
which the sparks are emanating.
- Ensure the engine parameters are satisfactory and no scavenge fire is in prog _ress.
- Check turbocharger performance and clean the grits if necessary.
- Exhaust temperatures are to be in optimum range.
- Reduce the load if the sparks emanating is high.
Fueltank
- The fuel settling and service tanks shall be immediately drained not only for water but also for
sludge. Frequent draining shall be exercised. _
- Maintain temperature on the service (60-80°C) and settling tank (80-90°C).
- If excessive water is found, changeover to other tank if available.
- Check for any steam coil leak and arrest the leakage.
- Find reasons for the water ingress and arrest.
Fuel oil purifier
- Fuel oil purifier to be checked for condition, reduce the throughput to improve separation.
- Increase separation temperature to recommended value. (95-98°C).
- Use purifiers in series to improvise the sepa~ation quality.
- Check for desludging mechanism and decrease the desludging interval time.
Economizer
•
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:..Check economizer stack tempcr,1turc at< J1•r,<:!ren
r . t levels and cnsur
is optimum.
- Perform a soot blow and see if the situation Improve.
Boiler& Incinerator n for 5 arks, especially while running
- Boiler and Incinerator could be one of the other reaso P
incinerator with oil residues or oily rags. k
- Boiler under bad quality fuel or high water content will also produce spar
·
b. Precautions you take to avoid recurrence of this type of problem.

· ·
- Ensure settling and service tanks are d rame
· df
requen tiY n ot only for water ' but also for sludge
accumulation.
- Ensure fuel separators are running at correct temperature and optimum through
put.
- Frequent soot blowing of the economizer and water washing is mandatory.
- Spark arrestor and soot collector to be periodically inspected and the
soot is collected .ind
removed .
- Fuel quality to be maintained to the latest ISOstandards.
- If purifier is discharging frequently, then the cause to be identifi ed and r ectified.
- Sludge or lube oil residues should not be transferred to bunker system at
any time.
- Frequently clean the filters on settling tanks and the fuel skid automatic filters
are to be ensured
to discharge frequently .
Q9. With reference to main engine turbocharger;

A. Explain why cleanliness throughout the turbochargers system is
critical to engine
performance?
B. Describe in-_servicecleaning procedure for gas and air sides of a turboch
arger indicating
safety
r
precau tions to be observ ed?
. - .
L_~016/SR06 ··-· · ! 2018/SR03 : 201?/FEB - -
-- - - •• - •- - - - • . '
I
A. FOULINGOFTURBOCHARGER
SYSTEM
- Fouling of TC ~ystem from the air intake up to the exhaust outlet can
deteriorate the TC
performances which could lead to loss in overall efficiency, Damage to TC
fuel oil consumption etc. p . . 1 •
, ersonne 1tnJury, dig 11
Fouled Intakefilter
Causes
- Due to dirty engine room atmosphere.
- Dusty atmospheric condition outside the ship like sand c I t
- Improper frequency in changing the felt filters. . , oa e c.,
Consequence
- Results In reduced air quantity.
- High exhaust temperatures
- Poor combustion.
- Drop in overall efficiency.
Compressor side foullne
Causes
- Faulty/ Leaky intake filter allowing air bor .
. .
- Fau 1ty o11sealmg ne contammants t •
arrangements ·allo . ·1 o pass mto compressor.
wing 01 carry over.
- Oilyatmosphere
- High Humidity
Consequence
- Reduced air quantity
- High exhaust temperatures,
- Poor combustion
- Possibility of imbalance and high vibration levels with consequent bearing damage.
Turbinesidefoulioe
Causes
- Poor combustion
- Unburnt oil carry over (low load operation)
- Carbon build up on nozzles and blades and causing restriction in exhaust pipes and passages.
- Corrosion
Consequence
- fall off in turbocharger performance
- High exhaust back pressure.
- Possibility of imbalance leading to high vibration levels arid consequent bearing damage.
Air coolerwater side fouline
Causes
- Scale / Debris deposits from sea water .
- Improperfrequency in cleaning
- Shallowpassages/ contaminated water
Consequence
- Higher air temperatures
- Lower air density
- Lower differential temp of air across cooler,
- Higher sea water outlet temperatures if flow restricted,
- Lower sea water outlet temperatures if heat transfer reduced.
Aircoolerair sidefouliu&:
Causes
- Faulty air intake filter
- Dirty engine room atmosphere.
Consequence
- High scavenge temperature
- High exhaust temperature,
- Increased differential pressure drop of air
- reduced temperature change of air and water across the cooler.
B. Cleaning of Turbocharger System

-To prevent excessive fouling of the turbocharger and system regular cleaning should be carried
out either in service or during shutdown.
Inservicecteanin1:
1, WaterWashing
54
EK-MOTOR
WWW,DIESELSHIP,COM
d I I 1Jcctlon
ofwater andcompressed
- Forthe tul'blnenozzlesnndbladescleani 1
air throu~h a sui tably sized nozzle. 1\ngc:1
be achieve ,y
- Pressures should ht• regulated 1 this operation load should be reduced
to avoid excess now.our ni;
and the casing drains open and con ·
stantly monitored. l
- Care should he taken that temper id risk of cold corrosion in the
atl1res do not tall too low o avo
exhau st system.
2. Grit/ Nut washing
. . With these a suitable scouring
- So called soft blast arrangements agent,
I . . . are now
d. qui te com mo n.
such as crushed walnut shel s, ts t the gas stre am .
by compresse atr.d .
- The shells act to scrape off any tnJecte in °
deposits without scratching the
· . 1 dbl d surfaces Which
nozz e an a e •
would reduce efficiency due to hig
• Using these dry methods remove her gas fric tion . . .
s the risk of cold corrosion and floo .
ding of casing.
t_o mpressor
- For the com sid e..:.
pressor, injection of a fixed qua
ns of mai.ntainin
. .g
ntity of water is used as a mea
cleanliness. This is normally carried
out at full load so that the adverse
effect of water carry over to
the cylinders is avoided.
- Chemical Injection is not as pop
ular as previously due to the fou
ling effect on the air cooler and
cylinder lubrication.
- For the air cooler water injectio
n can have some united benefit
circulation of the cooler or soakin but it Is generally found that
g In chemical cleaners during shu
- Care to be taken that complete rins tdo wn periods is more effective.
ing Is achieved to avoid adverse
effect of chemicals to materi.-ils
andlubricationandto avoidpossibilit
yof flammablevapours being present
- Regular changing and out of serv at engine start up.
ice chemical cleaning of intake
filters should be part of the
planned maintenance routine.
- For badly fouled rotors and noz
zles strip down and mechanical
necessary, In _service cleaning sho or chemical cleaning will be
uld be carried out from as new
condition to avoid possibility
uneven cleamng and consequent of
imbalance.
JANUARY2019
Ql. Withreferenceto 2-Stroke
Slow
test or MainEngineExhaustValveafteSpeed Engine: A. Sketch and describe Main En .
r overhaul.Al.READDO Y NEIN APR2019 gmc Exhaust Valve. B. List out a proc
QZ.A.S~et~hand describe the arrange edure for
one chainhnkduring operationof the men t of a main engine camshaft chain B
d eng ine C c·v 'bl Des crih .
correct egreeortension.ALREADDO · · e poss, e reasons for the. failu
Y NEINAPR1201
.
re and
e the repair procedure following frac
ture• of
9 ' ' expIam · h
ow the chain is set initially at lhc
incrDef
Q3. easeine
d the cause and effe ofth enna1stressin
DONElN ~~~.doerbore. Howct stress concentrationgand in cylinder Heads liners and i
. 19 its effectsare ~elievedb P s~ons.Wh
Y maintenancey ther
and mal stressing is aggravated with
operatio nal practices . Al.R.Eafll'..
Q4. With respect to LubricatingOils
you1:;c ~e~;;:;
eng· l b · · •
;~·e!·gB~ct~tall
used in MainEn . S
activityhas been detegme ump· A. Bri fl d ·
· n ca ettertotheowncro cted i~ the lu~Jca:~~:; :;h:use _s and ~ffects of bacteri al
tothcavoidanceorfuturein .d r mamengmefittedinthesl ·attabck on diesel
QS.Expalnwl hyth r II . c1 ents. ALREAD peratoro thes d
YDONEJNAPR2O1hipi ti
ndicatingti . . npa oar which
teactionyoumtenttotakeandoffe rsuggcstion
e o owingproblt?m
and remedies:-A. Build-upor deposit soccur in tu b h
s;B.Hot corr~s~~n;a~~~:~~~~~
. •::~~ri~s ~~~~I~ , their effects on
___ _:_
· PR2012 turbocharger operation
Q6
ca . Dis
k cuss the precautions whi ch can
r n case explosion and the tran bet
sm· . aken. tom· m1·m1• ze the pos
A. !l' .d!!ign and equipment; B
~
sib
t zo1!.{si10 . iof2/sRl2 · - -
B tss,o~ of dangerous flame into t ility of di
•. .Y~~_erating personnel esel engine
. . ---- - - - -· . _2~1_3/SR
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A. By design and equipment:
1. Bearing mat erial should be chosen lint ri , • ,
.
.· I . 1 Id have sufficient ' 0 er muumum function and genera tion of heat. The
str ennth to I . •
matc11a. s 1ou •
_ • • b carry t 1c maxunum expected load. The material should
not I cadily deteriorate 111service.
d h
or journ.al and bearing dimensions should be a d equa e 111 or er to ensure t at the
L •
2. Shaft
. .
pern11ss1blespecific load is not exceeded.
I d d • h
ensured that .tdequatc lubricating oil is deli'vered to th e oa e area to assist t e
. ld be
3. It shou
bore relief and tangential run out of the
form_ataon of hydrodynamic oil film. Oil passages, groves,
bearmgs should be provided as ncccssa 1y.
4. Th~ lubr~cating oil pump, filter, cooler and pipe line
system should be designed properly so that
ered to all bearings, gears chain drive and
sufficient OIiat correct pressure and temperature is deliv
efficient purification of the lubricating
other rubbing parts 5. Arrangement should be provideq for
oil.
by the engine makers.
6. Only good quality oil should be chosen as recommended
monitor temperature of the lubricating
7. Thermometers should be provided at strategic points to
oil in the supply and return lines.
provided.
8. Bearing temperature indications and alarms should be
9. Oil mist detectors should be installed.
lled as per classification regulations.
10. Crankcase door explosion relief valves should be insta
8. By operating personnel
in good condition, oil sent regularly for
• Good housekeeping - pump, cooler, filter maintained
analysis the report.
analysis and remedial action taken as necessary based on
engine builders.
• Use only good quality lubricating oil as recommended by
·
• Maintain adequate level of oil in drain tank
minutes longer after stopping the engine.
* Continue to run the lubricating oil pump for at least 30
the mah~engine is running and even in
• Lubricating oil purifiers should be run at all times when
port.
d the recommended limit.
• Lubricating oil temperatures should not be allowed_to excee
* Planned maintain and regular inspection of crankcase.
* Any signs of overheating e.g. high lubricating oil
temperature, ·unusual warming up of crankcase
and set right at once after slowing down
door noticed when feeling by hand, should be investigated
or stopping the engine as necessary.
g and alarm system working properly.
* Ensure that the oily mist detector, temperature monitorin
* Check bearing clearances and crankshaft defle
ction at scheduled intervals, any abnormality
should be investigated and set right as soon as possible.
This is done by starting the engine and
• Run-in any bearings when renewed or wo~ked upon .
(c) when full load has been reached and
stopping (a) after 15 to 30 minutes (b) after one hour and
r e with·other bearings to check that
then feeling the bearing by hand and comparing its temperatu
the temperature of the affected bearing is not too high.
shafting. Describe
Q7. Enumerate the causes of vibration in diesel machinery and
•ch ·t may be reduc ed by operating personnel, suitable design and devices.
proce d ures b y w Iu 1 crewmembers.
State the possible effects of vibration on machinery and
56
El(-MOTOR . ,
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Vlbr.1llon _ . llsturhing force . ine running gear

- It is the oscill.1tioncaused _by tluc tu a< T .. ,,.,, Vibration due to mam cng
• It can be longitudinal, /\x Ia,I t rat1sverse or 0 1srn " · . .
(Allmovingparts of engine) b d t conditions prevailing outside the ship ltke
. ,mn · • · may
...,· g Jl'·essures . e ue. .
0
• Constantly cl1ang111g
. n . lebris, ,cc bergs etc.,
manoruring, bad wcathc1' oat mg l
.
. rocating and rotating mas ses .
. Unb.1l;mced forces, couples and moments due to rectp ,
. Pulsations due to gas forces including exhaust gases.
• Guideforce movements. - .
. Axialforcesdue to in-plane bending of crank webs. t
· b . t que and propeller t 11rus .
• Torsionalvibration caused Y varymg or b . types of vibrations that act on the
In a 2 stroke marine propulsion engine there are as1ca11 y3
enginewhen it is in operating condition:
1 LongitudinalVibration • i
r;1is type of vibration occurs as a result of guide forces resulting from transverse re~ctwn orces
on the crossheads. The transverse reaction forces are generated when conn~ctm~ rod a nd
crankshaft mechanism converts reciprocating motion in to rotary motion . Such vibrations move
the engine top athwart ship causing rocking or twisting.
2. AxialVibration
Axialvibration is a kind of longitudinal shafting vibration which occurs in the crankshaft because
of the radial as well as tangential forces.
3. Torsional Vibration
TorsionalVibrationoccurs in the crankshaft of the engine mainly because of the tangential forces
actingon the crankshaftwhen rotating at some RPM.Allthe above vibrations may cause wear down
ofinternal components,loosening of holding bolts, damage to the engine structure, and even failure
of the crankshaft.
Detrimentaleffects on machinery and operating personnel
· Anelasticstruc_turesuch as a ship may be expected to vibrate in any mode since, being supported
in a fluid,it is not constrained to any number of nodes. For practical purposes the two and three
node vertical and horizontal frequencies are the most important.
· T~e importanceof vibration on a ship can create the following problems :
- Discomfortfor crew and passengers;
- stresses in the structure leading to premature failure·
- looseningof nuts etc. '
- Interferencewith instrument~;
- Increasedwear on bearings. .
• The presence of vibration even of small magnitud . .
especiallyif the frequency is high Th . fl . e may spoil an otheiw1se excellent design
. . e m uence of vibration u ~ . '
important and will be a factor in the reput r f pon com ort ts therefore extremely
. The greater the amplitude of vib t' ahion o_ any passenger ship.
th ra ion, t e greater are the st .
e material.The stresses in the structure I. rams and therefore the stress es in
· resu tmg from vibrar ·
maximum amplitude rarely exceeding ±20 h . •on are generally small in value th
L
seaway the denections due to hogging and::• ~ ereas m the ordinary working of a shi ,i e
Nevertheless,vibration stresses are sup . ~gmg may amount lo 50mm per 100m f Ip n a
enmposed on the stresses l . d o ength .
© • · . a 1ea y pr h
. WWW.DtESELSHIP.coM . esent t rough the
cy and alternating in
IoaLling of the ship and the effects uf waves at sea. They are of high frequen
ical fastenings and
character, and in many cases lead tu the development uf loosening of mechan
concentrations are
minor cracks if allowed lo persist, especially in those parts where the stress
already high.
, lighter materials can
-A problem over recent years is that materials have improved so that thinner
ls are more prone to
be used without loss of strength. 1lowever, in general, these thinner materia
also interferes with
vibration. High frequency vibration, besides being the most annoying,
the continual increase in
instruments of all kinds, and this aspect grows daily more important with
·
sophisticated automation and electronic aids to navigation.
it be reduced to
How would you detect the source(s) of this vibration and how might
tolerable limits?
ced periodic force.
- Serious vibration is nearly always at resonance and is ta used by some unbalan
aph readings which will
The source of the vibration should he detected from the analysis of vibrogr
give the mode of vibration and resonant frequency accurately.
be made to reduce the
- If the source is traced to one of the auxiliary machines an attempt should
vibration by
(a) Altering the rev /min to avoid resonance.
(b) Improving the balance.
alance forces being
I The use of elastic mountings such as cork or rubber packing to prevent out-of-b
transmitted to the hull through the seating.
difficult. However, the
- lf the source is traced to the main engine the solution is considerably more
following should be considered
new propeller designed
(a) Altering the Rev/mm from the critical range - this may mean fitting a
to take account of the new rev/min
gears.
(b) Improving the balance of the engine, e.g. by using integrated balancing
I Fitting restraining devices at the top of the engine.
(d) t.todifying the engine seating.
ient positions.
I Fitting independent bridge controlled mechanical compensators at conven
Measures to Counter Vibrations in Marine Engine
Lon~itudinalVibration
s are used. One end of
For counter acting on the longituuinal vibration of the ship, engine bracing
structure. This stiff
the bracing is attached to the top part of the engine and the other to the ship's
hull.
connection dampens and transmits the engine's rocking vibration to the ship's
Bracing are used to counter longitudinal vibration and are of two types-
- Frictional type bracing
- Hydraulic bracing
AxialanetTorsionalVibrations ·
dampers are fitted in
These are crankshaft generated vibrations, and hence to counter act them,
n. To understand the
the crankshaft. This arrangement dampens harmful and excess vibratio
complete working of Axial and Torsional Damper
If the source is traced to the propeller then the followini:should be investi,:ated;
mass balance should be
(a) If the frequency is the same as the engine rotational speed then the
checked and corrected as necessary .
. ~ · of the blade frequency type, i.e. engine speed x number of blades. It may be
(b) If t 11e 1requen cy 1s
. . d b fit . ew propeller having a differen t number of blades or different rake to
e I1mmate y I ting a n . .
. . the aperture. The finmg of a highly skewed propeller may reduce
improve the clearan ce m © WWW.DIESELSHIP.COM
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. I a des anti the wa <C
hcl wcc n t I1c 11
v1hration hy giving i1 'soflcr ' inter~tcl1011
pressure Impulses.
I I en at a higher rot.1tlonalspeed than the
nywcighls arr I r v ' •
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:
DONE
cngil\c; II. I low dead band rlTcrtsore reduced : c. Ilow hunlinllis reduce • 0 ·
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Q9. Wlth respect to control air suJ>ply system 1r01 • Main

•
Enrrinc
0
Control:
•
th
A..Define the essential conditions , which must be satisfied by e air supply for a
pneumatic control system; . d ex la nation for positioning
B. Sketch a control air supply arrangement and grve a reasonc P
of dryers and filters.
;_ 2002 1s~.7___ L. 2_009/SR9 r 200~SR3 ~:- T 2oi 1/SR2. · - 20 12/SR09
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, 2013/SR09
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A. Essential Conditions
- Pneumatic control equipment is sensitive to contaminants which may be in the air.
- Viscous oil and water emulsions can cause moving parts to stick and produce general
deterioration of diaphragms and other parts made of rubber.
- Water can cause rust build-up which may also result in parts sticking or being damaged by 111st
particles.
- Metallic wear and other small particles can cause damage by abrasion.
- Any solids mixed with oil and water emulsions can conspire to block small orifices.
- Clean and dry control air is thus essential for the trouble free operation of systems.
B. Air Supply Arrangement

A brief review of the air system components will help you determine their need in the Pneumatic
Air System.
A_irCompressor: Ships usually utilize the main air as control air or ther e will be a separate control
air compressor, modern ships are built with a rotary air compres so r for control and service .iir
purposes.
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Compressor Intake Filter: Compressor filter/silencers should be equipped with replaceable

pleated paper (or polyester) elements of about a 10 micron rating which is coarse _filter so as to
allow complete air intake. Dust particles and sand particles suspended in air
if filtered out here. Bulk carriers especially ore and coal carriers have lot of dusts around in the air
which would be filtered in suction filter.
© WWW.0IESELSHIP.COM
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. ,.
lntcrcoolcr& Anercooler: J\parl from Inerc,is ~• · ·In••vol umctr cc . f nolsture remover, w here the
., , . . I . rscd as 1~t st.1gcs o r . • . h
hy the compressor Inter & /\ftcr coolers •1 :-.o 1 · • I l an automatic dram ere.
' . , will he drarr1c( JY . ·t ,
moisture formed due Lo comprrsslon ,HH 1con11 .nt, rn.·. lt capacity for the cnt 1re sys cm
7 s I ' •filtcrofsu ,crcr • ' b II
Coalescing (OIi Removal) l lltcr: /\ ub-m cromt ff' , cy ;-ilrnostindefinitely if the 11 <
. . I 'II function at fuII c ic1en '
must he instrillcd.Coalcscrnge cmcnls wr . . ,articles and drain them out.
I d in removrng l 1tc or1f , ·
of particulalrs hr1sbeen previous Y remove . 'clcd with a drain which is of an
• . •ti . I receivers arc pr ovr
Air receiver drains: 1 he compresse '1 r · ·I . ·Ir remove the moisture and water
automatic drain type or carne. d ou t man ually· These · c rams 1He
collected from the air receivers. . rt"nt as air and oil is mixed
. ro tary compressors arc rrnpo " "d ' •
Oil separators: Oil separators use d 111 f. ·1
· of 01·1·15 very important to avo1 any carryover o 01
during its compression stage and separatron
into air. • fi d t II t d
Moisture remover: Moisture remover in the air outlet of screw compressor is itte O co cc an
remove the moisture from the compressed air.
Control Air Dryer, Refrigerated Type:
- To ensure a completely dry air system drastic reduction of the air temperature is necessary to
condense the water vapour in the compressed air. A 35° pipeline dew point is normally
recommended.
-Air dryer has an inlet filter which removes any moisture that could be carried over from air bottle
in the form of liquid.
- The outgoing air from refrigerated dryer is used to cool in the incoming air. Two purposes are
solved here, the incoming air pre-cooled to assist in refrigeration process and the hot incoming air
heats up the outgoing air so that the air going to the users are at room temperature.
DECEMBER 2018
Ql. With reference to the main engine burning heavy fuel. Ship has been asked to use low
sulphur diesel oil, what are the problems likely to be encountered and risks involved in
co~tin~ou~~!.1.!':~~gof main engine on such low sulphur fuels.
12018/NOV _ j201 8/DEC .L -I --=-·-- . ·.. · ---· · . --- -· . -- r- -· -
- -~ - ~- - - • - • - · - I_ _
Viscositybased issues;
The _viscdo_sitylo~
llow~ulfur fuel oil is extremely low compared to the viscosity of heavy fuel oil and
marme rese 01 (Mrm 1 S CSTat 4O0c 111 · DMA d '
are likelyto occur; · gra e of ISO 8217 ) As a result the following issues
• Internal leakage in FOpump
- lncr~ase in Oowabilityof fuel from the fuel .injection nozzle
- Engineacceleration issues
. Malfunctioningof fuel sliding valves
• Leakagesthroughout the system throu h .
Lubricityrelatedlssu~ g gaskets and o-nngs
Since the lubricity of fuel oil depends tl . .
c I on . 1e v1scos1ty th I b . .
onscquent y, abnormal wear is likely to occur in the '. . e u nc1ty of low-sulfur fuel oil is low
- On: of the main concerns is the pump where the I shdmg/contact parts of pumps, etc.
leavmg the engine restriction or unavailabilit p unger gets stuck or seized during critical t·
• Transf r · y. 1mes
e pump issues, gears and other part .
swear our easily.
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EK-MOTOR 61
Acidity relatedissues
-The sulfur cont e nt in fuel oil cln1111es to l·1c'll 1s"l1tt•t>ccausc of combu stion but mos t of it becom es
• h ·
sulfur dioxide (S02) whil e a 11~1rt•of it •• •t • '
. be s converted to anhydr ous sulfurous oxide (SOJ).
Anhydrous sulfurous oxid e rc·1cts with w t • In scavc11g1ng •
. • - a c1 air or water generated during
ci>mbu st1011to form sulfuric acid With the reduclion l11sulfur content the amou.nt of sulfuric
acid generat ed also redu ces. '
• Wl~rn cylind er oil_ with high alkali bas e number for heavy fuel oil in diesel engmes is used
contmuously , deposits may be formed, and abnormal wear of the cylinder liner may occur.
Flashnoint related issues

- Fin ! ha zard increases because the Oash point of low-sulfur fuel oil, such as gas oil, is low
- Tlw us e of fuel oil with flash point below 60° C is prohibited according to the SOLASConvention
(Regulation 42.11 of 11-1).
- On the other hand, the low est flash point of gas oil of OMXgrade defined in ISO 8217 is 430c; the
introduction by mistake of gas oil with such low flash point into ships is a cause for concern.
Compatibility of cylinder oilswith fuel oil

- It is common to use high alkali base number cylinder oil (BN 70-80) for heavy fuel oil (sulphur
content 1.5% or more), but engine and oil manufacturers are recommending the use oflow alkali
base number cylinder oil for low-sulfur oil (sulphur content below 1 .5%).
- As measures for low-sulfur fuel oil, it is Important to monitor the exhaust gas temperature to
check abnormalities of rings/liners, and to carefully check the condition of the rings during the
maintenance and Inspection.
- Any sign of abnormality is detected, the most realistic response that can be taken is to adopt the
necessary measures after discussion with the engine ·manufacturer.
hmition delay and defective combustion
-The viscosity and residual carbon in low-sulfur fuel oil in recent years are generally low, There is
a high probability that clarified oil (CLO) with high aromatics is used as cutter stock in the
manufacturing stages of such fuel oil. Fuel oil with high aromatics tends to become ignitable,
combustible, and also defective; such fuel oil generally hinders combustion because of the
abnormal wear it causes in rings/liners
- When a sign of abnormality is detected (rise in exhaust t~mper~ture, etc.), the following methods
may be considered as immediate measures on board the ship:
- Reduce engine output
- Reduce cylinder cooling water temperature
- Tentatively increase the cylinder oil quantity
- Raise the scavenging air temperature
- Advance fuel injection timing.
- Enhance fuel cleaning.
- Mix with normal fuel
- Add combustion accelerating agents
. r 2 strokes diesel enoines : A. Sketch and describe Main engine starting air distributo r. B.
Q2• w·u ,or ., Y
1 1 respect to A'ir s tartmg systems
. . d · 1nain engine air sta rling system and state the purpose of each. ALREAP
List the safety devices and interlocks mcot po rate lll
INMAR2019
DONE
El<-MOTOR 62
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Q•1-.With respect to piston cooling In l.ngc . two stroke an;irinc engines;

d .
t ges of oil and water for piston
A. Brtcny discuss the relative . a d· v;m t a gcs ·md dlsa van a
'
cooling.
B. Sketch a 11lstonfor a large two-stroke cross 1 d engines indicating the coolant flow.
~ca d how It cc1nbe avoided.
C.Srate the causes of piston cracld~g_an~_1:!._
~•~
ng an - , -
~ 2018/Dli_( .. , __ -=:~.! --- J- - I
. 1
Watercooling
Advanta2es
• Water has the ability to absorb large amounts
of heat.
. Economical as distilled water is produced on board
via the evaporators .
• Water cooling has the advantage of having bette
r stringency over oil as cooling medium.
Disadvantages
. The piston cooling water conveyance pipes and
attendant gear must be kept out of the crank
as far as possible, because of the danger of conta case
mination of the crankcase lubricating oil by
water
leakage.
- Internal stress within the material of the piston
is generally very high in water cooled pistons,
but
a
good design in water cooled piston can negate
this advantage to some degree.
- Due to the possibility of contamination of the jacke
t cooling water with oil, the jacket cooling wate
system must be made separate from the piston r
cooling system . This necessities of duplicatio
cooling water pumps, piping, motors , wiring, starte n of
rs, coolers and control equipment.
· When an engine has water cooled pistons the
piston cooling system should be drained off
after the engine is shut down for an extended perio water
d. A drain tank is necessary to hold the pisto
cooling water. This is often incorporated with n
a cascade type filter for separation of oil and
from the piston cooling water. scum
Lubricating oil PistonCoolingSystems
Advantages
· The ~iston ~ooling oil ~u~ pis combined with
the lubricating oil pump and the piston oil coole
c~~bmed with the l_ubncatmg oil cooler. This make r is
s for overall simplicity in ancillary pumping
p1pmg system, and m the control, equipment assoc and
iated with these systems.
· lnt erdna~stress within the material of the piston
coo1e p1stons. is generally Jess in oil cooled pistons than in wate
r
c •
;::r:i;~c:::~an~case system oil contamination, even if piston cooling

oil telescopic pipes are fill ed
• Simpler arrangement such as telescopic pipes
for coolin . . . .
hammering in piping and a bubble t'mp·n 011
. d I gement attack.
g conv eyan ce p1pm g with less risk of
D 1sa_yanta2es
. Large power requirements for pumping cooling

oil.
- Larger amounts oflubricatlng oil required in lub
. r .
. Increased period of time to cool down ft
n:a mg oil system, if oxidation is to be kept down
· Cost Involved is very high compar d t a .er stopping main e . •
ngme.
B. Sketch a piston for a large two est o kwater cooled
. · ro e crosshead · gi
en nes indicating the coolant fl
ow.
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El<-MOTOR 62
. two str oke engine stuffin g
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inc engines;
I· rr,ctwo strol<cm.1r •i d water for piston
Q4. With rcs11cct to piston cooling 1n •• o ti disadvantages of o1 an
I I • lv:mt·1gcs an ~
A. l:hicOy discus s the re al vc .tl • '
• ti g the coolant flow.
cooling. c crosshcatl engines ind 1ca n
n Sketch a piston for a large two- lrol<
5 dhow It can be avoided. _ ..
C:State th•ccauses of piston cracldng _and_b~~~lng a_n. ; . . i
[ 2018 / DEC j j
Watercooling
Advantilges
• W.lter has the ability to absorb large amounts of heat.
- Ec~nomical as distilled water is produced onboard via the evaporc1~ors . . d"
- Water coolinghas the advantage of havmg . better s t nngen
· cy over oil as coo 1mg me IUm.
Disadvantages
- The piston coolingwater conveyance pipes and atte _ndant gear must be kept 0 _ut~f the_crankca se
as far as possible,because of the danger of contamination of the crankcase lubncatmg 011by water
leakage. .
- Internal stress within the material of the piston is generally very high in water cooled pistons, but
a
good design in water cooled piston can negate this advantage to some degree.
- Dueto the possibilityof contamination of the jacket cooling water with oil, the jacket cooling water
system must be made separate from the piston cooling syst em. This necessities of duplication of
coolingwater pumps, piping, motors, wiring, starters, coolers and control equipment.
• When an engine has water cooled pistons the piston cooling system should be drained off water
after the engine is shut down for an extended period . A drain tank is necessary to hold the piston
coolingwater. This is often incorporated with a cascade type filter for separation of oil and scum
from the piston coolingwater.
Lubricatin,: oil Piston CoolingSystems
Advantai:es
• The ~iston _coolingoil pump is combined with the lubricating oil pump and the piston o'l I .
c~~bmed with the lubricating oil cooler. This makes for overall simplicity in ancillary p I c~o er•;
p1pmgsystem, and in the control, equipment associated with th • . umpmg an
- Internal stress within the material of the iston is e~e s~stems.
cooled pistons. p generally less m oil cooled pistons than in water
- Norisk of cran~casesystem oil contamination . .
in crankcase. 'even if piston cooling oil telescopic pipes are fitt ed
- Simple~ ar~angementsuch as telescopic pipes for co . .
h~mmenng m piping and a bubble impingem t kolmgoil conveyance piping with Jess risk of
D,sadvantaees en attac .
• Largepower requirements for
• Largeramounts oflubricatlng o~lumpl?gcooling oil.
1 required In tub · r
1
- ncreased period of time to cool down aft n:a mg oil system, if oxidation is to be k d
- Cost Involvedis very high com . _er stoppmg main engine. ept own.
B. Sketch a piston for a lar pared to water cooled.
. ge two-stroke crosshead
engines indicating the co I
(C)w o ant flow
WW,D1.ESELSHIP.COM •
Lube oil cooling return to collector

tray at cross head for monitoring,
before dripping b ck to main sump.
,.,._-li.-Piston crown
...--+--Piston skirt
Oil pump supply
from lube-oil sump
Lube oil cooling upplied

through hollow piston rod
Swinging arm oil supply piping

to cross head and piston cooling
Crossnead
Guides & slippers
C.State the causes of piston cracking and burning and how it can be avoided.
- Thermal stress is caused when the free expansion of the surface metal is barred by the relative
cool metal of the main structure. This is caused when the piston surface is exposed to the hot
temperatures of combustion and the outer ski,~ of the pis~on expands. However, this expansion is
prevented by the main piston body, which leads to compressive thermal stress in the piston skin,
and tensile thermal stress in the piston body.
- Persistent burning of the piston crown is due to localised excess temp~ratures in that region. This
could be due to either excessive external skin temperatures due to fuel impingement (fuel injector
defect or incorrect fuel viscosity), or excessive internal skin temperatures due to fouling/scaling of
the coolant surfaces.
Causes
• Cyclicvariation of pressure, stress superimposed due to temperature gradient.
- Prolonged slow steaming - incomplete combustion, low MEP,unburnt fuel on piston crown all
leads to piston burning.
- Improper cooling _ Scale formation, Low LO pressure, impurities, improper heat transfer etc
causes stress & piston cracking
- Fuel impingement causes burning of piston crown and cracking.
• Impurities in fuel, low quality fuel, improper fuel separation process
• Water contamination in fuel.
,.
EK-MOTOR 64
WWW.OIESELSHIP.COM
Remedy ., . w stc·Hni11g.
• Run cnr•incnlways closer to MCRamI avo11 ·olongcu s 1O • .'
l JH trc•atmcnt and a dd'1t1vc· s·
• Ensure the cooling medium Is kcpl at good cond1l Ion hy prope,r tly cand
b •
chloride s are remove ti bY

t
• In case of watl'l·-coolcdengines, ensure wa c, , · Is tested frcquc n ~
proper chemicaldosing to avoid scale formation. . t • close to 85°C
• Refresh cooJin,,oil,nm LOseparator continuously at temp~, a turmc 11er ...tt1re at optimum level.
fuel as recommendel~an d mam · t · injectwn e
i:-
• Use good quality m~ ti "
• Ensure fuel separation and treatment is adh ered stnc y.
· eng ines·
QS. With respect to large two stroke cross head mam : . . . d
A. Sketch and describe a crosshead designed to prevent or mmmuze
bearmg e ge
loading.
B. State how the arrangement describe a achieves its purpose.
c.What would be an acceptable range of bearing clearance for the top end bearm. g and
bottom end bearings of a large two-stroke marine ~i-~~_E:_I
engi!l_e._ _ --, _ __ _____:
~~018
D~_c_
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----·-,----· -:I =-~
----~
~ ~-
. ---- 1
~- -- ·· -· I
A. Sketch and describe a crosshead designed to prevent or minim
ize bearing edge loading.
• The function of the crosshead is to convert the reciprocating motion of
the piston rod into the
swingofthe con-rod. A pair ofjournal bearings that house a crosshead pin facilit
ate relative motion
between the two, acting as a hinge to deflect the thrust of the piston rod via
the con-rod to rotate
the crankshaft.
-To protect the piston rod from the lateral thrust produced by the swinging
con-rod a pair of guide
shoes or slippers are mounted on stepped journals either end of the pin
that transmit the thrust
onto verticalguide plates attached to the engine frame.
· The slippers float on the journals, allowing for slight misalignments in the
guides. Made of rnst
st~el and lined with white metal on the sliding surfaces, the slippers keep
alignedas it reciprocates inside the liner. the piston perfectly
- Th~ cr~sshead pin is o_f forged steel ground and finished on the journa
l portions. The central
portion 1sflattene_d on four sides and bored to receive the threaded bottom
end of the piston rod.
A nut belowthe pm secures the piston rod to the pin.
- Tfhhewhite-metallined twin bearings on either side of the piston rod are
0
t econ- rod - which is 'th f k d mounted on the top end
design,the pin acts like a/1 ·
er or e or given a n_at palm to support the bearings. In the forked
piston load in the centre. imply supported beam with the possibility of bendin
g under th e heavy
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.DIESELSH.COM
IP
65
WWW.DIESELSHIP.COM EK-MOTOR
-r----- -- Pi:;ton-rod
-- ..,......
.. Crosshead boaring cap
_...__.r---~
.._ - Bearing molerlal
• - Crossheadpin
·- · ·-· -·- ···- ·- _., (Tocarry the slippers)
rln::.=:i=~~--- Bearing Material

r-t. = =-.--;t----- Piston Rod Palm.
Flexibl e--.i .....--- __ ...J

b aring t---.L..--..:..__...1-
support
----Connecting Rod
achieves its purpose.

B.State how the arrangement described se fatigue , damage to the bearing
the inner edge of the bearings could cau
-Th e concentrated load on this, the beadn~s are
metal and lead to misalignment and unbalanced forces. To overcc:>me
avoiding stress
ed wit h flex ible sup por ts allo win g them to align with the flexing pin, thus
provid ·
at their inner edges. vily which and
und er load sags whi ch cau ses the bottom half of the bearing also sags hea
· The pin avoid, flexible
film ove rloa d and con sequ ent bea ring edge overloading occurred. To
risk of oil
bot tom hal f of the bea ring is inst alle d wh ichsags with the bearing hence keeping
supportsto the
which avoids bearing edge loading.
the lubricating surface area constant sing- a single-piece
the con- rod itself forms the bearing hou
• In an alternate design the top end of a
enti re leng th of the cros shea d pin. The bottom of piston rod is shaped like
bottom half over the rings .
on the top of the pin in between the bea
foot which is bolted on to a niche cut
ing
the pro bab le eng ine def ects and rectifying action needed if the follow
Q6. State
icat ed on a sing le uni t of a larg e two -stroke marine diesel engine giving
conditions are ind on option
tion which might be of help in forming
seven units. State any additional informa
A.Increased exhaust temperatures.
B.Reduced exhaust temperature.
rn temperature.
C.Reduction in jacket cooling water retu
COWWW .DIESELSHIP.COM
Et<-MOTOR
66
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D. Increase in Jacket cooling wntcr return temperature. .-
I
-- 1
2018/D ~C- __ I_ --
1_ _J_ _ I
Reduction in jacket Increase in jacket
Increased cxh:mst Reduced exhaust cooling water
temperature cooling water
tern pera tu res. return temperature
return tcmper:1ture
Probable defects
+ Faulty s ensor. + Faulty sensor.
Fuel Injector faults + Faulty
+ Fuel oil cut-out + Unit is loaded mor e
+ Improper thermometer
+ Fuel pump failed + Fuel rack is stuck .it
atomi zation + Less fuel injected
+ Leak inside the close position
+ Needle valve seized - Due to fuel injector
+ Air pock ets causing
f+-Broken spring/ malfunction combustion ch amber
causing improper improper coolant
Weaker spring - Spring stuck
- Internal leaks combustion . flow
::ausing excessive fuel
+ Fuel timing altered + Heavy scaling in + Coolant flow
njection combined
with altered timing + Fuel pump or jacket, henc e poor blocked.
'"auses the fuel to burn plunger worn out , heat tran sfer + Scavenge fire in
after the power stroke pump cover internal + Air pockets musing affected unit.
and the fuel burning in leak improper heat + Crack in cylinder
he exhaust manifold. + High pressure pipe transfer. head or liner .
Scavengingrelated leak
ssues
f+-Inadequate supply of + Exhaust vale
nlet air - Improper doesn't open due to
--ombustion hence fuel actuator pump or
1urning in the exhaust piping defective.
manifold. + Fuel rack stuck at
I+ Exhaust valve open position.
eaking + Heavy blow past,
+ Scavenge space fire reduced MEP
n the affected unit. + Water leakage
Other common through cylinder
ssues head.
Ii- Faulty exhaust gas
emperature sensor.
+ Timing altered due
o cam issues
f+Leaky exhaust valve
+ Fuel rack is stuck
ully open.
Rectifying action
i+ Ens ure the deviation f+-Ensure the de . t ·
r via ion f+-Ensure the 1 · •
s ,actual and not false s factual and n t f I c ev1at1on f+ Ensure the deviation
' o a se Is factual an I t f I
ti Iarm b y checking the tilarm by check' ti l no a se s factual and not fals e
mg 1e blarm by I 1- •
oca I t h ermometer . ocal thermo t c tee <mg the Ularm by check ' ti
me er. ocal th mg te
ermometer. ocal thermometer.
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EK-MOTOR 67
Ensure the fuel rack Check and ensure
En.sure the unit is Check JCWdeaerator
s free and not stuck. Jroper fuel injection •quallyloaded. nd purge any air
Check and ensur e the y checking for any 1- Ensure the exhaust JOckcts.
,xhaust valve .rnssiblc internal leaks. alve Is not leaking Ensure proper
·unctioning, including + Check for restriction oolant flow
nd operating freely.
he air supply is n fuel now to the unit Check )CWdeaerator Ensure the unit Is not
10rmal. Check ruel rack and nd purge any air verloaded due to any
Ensure the scavenge nsure its free to ockets. easons.
ressur c is normal. nove. Check for exhaust
Ensure exhaust valve Che<:k and ensure as temperature, if
iming in normal. here is no ]CW loss, igh will cause high
take indicator card hich coul<lbe leaking CWtemperature.
nd analyse the cause nto the combustion Check for possible
f there are any issues hamber. cavenge fire.
ik~ late injection,
eaky exhaust valve etc
Additional information
Fuel rack position Fuel rack position Fuel rack position Fuel rack position
Engine load, JCW Engine load, JCW Engine load· Engine load
emperature, scavenge emperature, scavenge Other units JCW Other units JCW
pace temperature pace temperature emperature emperature
Indicator diagram, Indicator diagram, ·1cwconsumption JCWconsu,mption
EP EP eport. eport.
Q7.With reference to bridge control of a large slow propulsion engine;

A.How starting and reversing achieved;
B. Investigate and proposal remedial action if the engine,
(i) fails to tum on air; (ii) turns on air but fails to fire on fuel; (iii) fails to reverse.
1
2015/ SR04 ,2015/SRll :201·6/ SR0·1 - :20-1iij sR10·- 1icii1jsli61 - 206/SR0 9j 2018f SR04 - ,2018/SR07 7
2018/NOV . . 1 ~ - ------ - -· - . - T ·- .• - -!
• 201B~D~C ._ . . • . ·- ---~ ______ ____ __ ---- .--'---- ·- __ ,
A. Explain how starting and reversal achieved

- For large propulsion engines the Bridge Control is achieved by using the telegraph to select the
desired speed and direction.
- Whenthe bridge telegraph is placed in Stop,the fuel is preventedfrom injectingas the fuel pump
puncture valves are energised.
- When the bridge telegraph is moved to an ahead command, the air start and fuel cams are placed
in the requireddirection , and the start command is given. This will admitstartingair to the engine.
Once the engine is turning above the starting speed, the air is closed and fuel is admitted.
-The quantityof fuel admitted will depend on the position of the telegraphhandle,i.e. slow ahead,
full ahead, etc.
- When the bridge telegraph is moved to an astern direction, the air start and fuel cams are
reversed. Oncethe air start is reversed, the engine will start as detailed for the aheadstart.
68
EK-MOTOR
WWW.DIESELSHIP.COM . d 'f the engine
. equare •
· . J remedial action requ Ired actwn r
B Describe the Investigation am tomatic valve
I. .fails to turn on air; . b hut Afr bottl e isoIa ti 11gv/vorau
- Lowair bottlepressure or airline vnlves mny e s ,
or distributor malfunction.
- Control air valves foulty or less control air pre~sure.
- Starting air automatic valve jammed.
• Reversing has not ta ken place completely
· . .. d ition
- Control valves for fuel or 'Start' is not m its en pos .
- Bursting diaphragm on start airline damaged. de .
- Fuel lever on manoeuvring stan _d not on remot~mo t .alve thereby causing loss of compression.
- Not sufficient spring air pressure to shut the ex atdts v ,
• ton 'AUTO' mo e.
- Auxiliary blower not runnmg or no . ffi . nt spring air pressure.
- No oil pressure due to exh aust V/V being open or msu tc1e
- Start air distributor has not activated its.end stop val~~- t d r the control valve is sticking.
- Start air distributor piston is sticking or incorrectly a JUS e o
• Cylinder start air valves are defective or sticky.
II. Turns on air but fails to fire on fuel;
- In B&Wengines, the puncture valves are not properly vente_d.
. . d J Id back by the stop cylmder .
- Fuel regulating lmkage Jamm_e or 1e I f l r kage or there is no boost air to governor.
- Governor is defective and does not release t 1e ue m • ,
- Rotary valve of'the rotation direction safeguard is sticking.
- Shut down of fuel pumps. . .
- Fuel filter is blocked or fuel pump index is too low .
- Pre-set control air signal to the governor is too low. . . .
_ Check for any shut-downs still active. The shutdown panel would be examined, and rf a trip 1s
active the cause would be investigated and system made operational.
Ill. Fails to reverse _
• Start air valve for that u~it may be sticking, the remedy is to give a kick in the opposite direction
and then switch back to the desired direction.
- The reverse control valve is jammed.
-The coil of the solenoid valve for the desired direction or rotation does not get voltage.
- Control air signal for desired direction of rotation does not reach the engine. Loosen piping and
check the air route or the defective valve.
- The reversing servo motor of the fuel or start air distributor is jammed or gets stuck before
reaching a new end position due to insufficient oil pressure, therefore the engine turns on air hut
no fuel is released as the rotation direction safeguard blocks it.
- If the engine is running in one direction and reversed, the propeller motion still continues
therefore more air and fuel is required for starting against the propeller force.
- The propeller may tend to tum the engine in the original direction i.e opposite to the given
movement, there for the rotational direction safeguard blocks the fuel.
QB.With respect to scavenge fires in Large two stroke Marine engines:

A. State the common causes of scavenge fires.
B. List the indication that a scavenge fire is in progress.
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· d' EK-MOTOR 69
c.State
.
t h e 1mme rntc action to be t·ikcn in ti
. • 1c event of a scavenge fire.
D. List with reasons the checks and 111• • • • •
• •
4
ccautaons necessary before an engmc 1s put back
in to service followmg a scavenge fire.
i_2018/ _D£:C~ f _·_
. _- __
-·_ - l----
··-- ----.-- ----_
--, _L __·--- ·- · ___._ _
- L__ _ _J
A. State the common causes of scavcugcs fires;

- A prolonged blow-by owing to ineffective sealing of combustion space
• Leaky piston ring, stid )7
.. ring , broken ring, badly worn out Liner, scoring and scuffing at the liner
surface, faulty lubrication (quality, quantity or timing), insufficient ring axial clearance are some of
the probable causes Listed which will advers ely affect proper sealing of the combustion space.
- An overh eated piston arising out of continued slow burning in th e cylinder. Faulty atomization,
faulty fuel timing, low compression, ineffective se aling , failure of coolant circulation , generation of
frictional heat-are some of th e r easons for which the piston may accumulate higher temperature
level in its body. The heat will be dis sipated to the underside causing heating of the air space.
- A blow back of the exhaust gases through the scavenge parts. Such a blow back is possible due to
a rise in exhaust back pressure. Carbonizing of pads, fouling of grid before turbine fouling of turbine
blades, chocking of silencer etc. are some of the reasons.
B. List the indications that a scavenge fire is in progress;

Detection:
• A scavenge fire is likely to be initiated first in the space at the immediate vicinity of the piston. It
should be detected at that stage. A scavenge fire will manifest itself by the following 'indications:
(I) An increase in the exhaust temperature of the affected cylinder as the cylinder is not receiving
fresh air. .
(2) A drop in revolutions of the engine as (he power generationin the affectedcylinderis less..
(3) Black smoke with exhaust · .·
(4) Discharge of spark, flame or smoke through drain cocks from scavenge air box.
(5) Unstable operation of Turbo-supercharger.
(6) Evidence of local overheating of scavenge air box.
(7) Visible evidence of fire if a transparent window is provided .
(8) Cooling outlet temperatures of the affected cylinder will indicate a rise. . .
(9) Rise of pressure and temperature of air in the air box below the piston. A te_mperature n~e w~ll
. d by a transducer if provided which is amplified to energize an alarm circutt.
b e sense d an d s1gna 1e • I · •
(lO) As the fire spreads, there will be more smoke in exhaust and further drop m revo ut1ons or
sign of overloading.
• • to be taken in the event of a scavenge fire;
•
C.State the immediate actio 0 . . . have to be isolated. Prompt action should
- If the fire is localized, the affected cylmder wi 11
extinguish the fire. . r d . l"ft d up and the fuel inlet valve to the pump
- The fuel pump plunger of the affected cy m er is I e .
should be shut - the speed of engine .
1
1 ll ie (>iston and jacket can be increased.
- Th c coo Iant flow rate throug .
. . . the aff ecteu. 1 cy 1· m der may be mcreased
• The rate of lubncation m bl of sparks in the engine room
revent a ow
• Drains are to be shut to P
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. nftcr the tire is extinguished an
• Nohody should he slnmlinr near the
scnvc111~c . , I•cllc f duo • s• d must not be
sp,icc
~
invcstig;ltion should follow lo asccr1alt1the f n . cra111< c,r scwcnge oors
cnsc . , ·
c;:iuscO re. ·
opcneil until the cn1~lneIs sufnclcntly conlc1I
.
lf the fire spreads:
- Inform the hritlgc and stop the engine
- The scavenge air duct before the engine Is 11 I the stno ti I ci·inbr1gas charged
• appct a 110
- cooling and hearing circulation is m.1inta. I t'II ti e Ied.
lnct 1 1 engine .Is coo .
- Alter the engine iS sulTicicntlycoo1e d ., it Is nccessat Y to op en the scavenge boxes of all
uown, . . f f're should be ascertained and
cylinders for Cleaning of deposits and burn
t products. The cause O 1
rectified. Some of the probable pli1ces where I ay occur as a resu 1to f fiire are..
l amage m,
(a) The piston rod stuffing box gland,
(b) The piston rod and cylinder liner surf
aces
(c) The alignment of piston and S_traightness
of piston rod. ·
(d) scoring or crack on liner.
(e) The diaphragm below the piston for dete
ction of crack
(t) The tie-rods near the fire should be re-te
nsioned.
D. List with reasons the checks and prec
autions necessary before an engine is
put back into
service following a scavenge fire.
- After extinguishing the fire and oiling dow
n, the scavenge trunking and scavenge port
cleaned and the trunking together with cyli s should be
nder liner and water seals, piston, piston
skirt, piston rod and gland must be inspecte rings, piston
d.
-Tightness of tie bolts should be checked befo
re restarting the engine. Fire extinguishers
recharged at the first opportunity arid faults should be
diagnosed as having caused the fire must
- To prevent scavenge fires good maintenance be rectified.
and correct adjustment must be carried out
- Scavengetrunking must be periodically insp
ected and cleaned and any build-up of con
noted and remedied. Scavenge drains should tamination
be blown regularly and any passage of oil
noted. from them
Q9. With reference to turbocharger

bearings:
A,, Discuss the relative
advantages and disadvantages of white met
race bearings for turbocharger rotor sup
al sleeve and ball
port ·
B. State with reasons how axial location
of the rotor is achieved.
C.Explain how the bearing are kept cool
in service.
,1~!
D. 0 : ~:!~ how the b~a~:n~~-a~: -~er ~~~ fr~~ ~~~- ~~o
~ph~re an~ ex~au~t gas.
., i
Whitemetalsleevebearine
- Usuallyknown as Inboard Bearin . th.
turbine and compressor blade on t~~~:ha~ 1 •
:.type,tie location of the hearings are inside
the rotating
- On the sleeve type white metal bearin
friction losses and heat generated are b ;; h d d . .
y ro ynanuc flmd film lubrication prevails.
- The hydrodynamic film is used for elue Still, the
. br_co mt
· pen sfat ed than ~;il l race bearing.
mamtenance of the correct oil viscosity nca ion o the bearing· d . .
. . • • • , 11 h
1 g purity, .
etc. • an It IS dependent on the
• M1sahgnment •s not very significant
progressive with warning signs. as an ant1. fncti . .
on be .• H .
a, mg ence failu re is not sudden but
. •
A thrust bearing arrangement is neces - 1. . • •
the
urbocharger to co 111 t ~ . sary to uc fitted 111tothe nrnm beanng assembly of
1
_ penfsal e or t le axial
th rust which is taking place during the startup, shut down
,. d.
)(.1ow 1oa s operation o · t 1e turbocharger.
~dv;mtaees: -
• Compact and takes very less space
• Low grade . of lube oil can be use cI as- compare d to ball race bearing. Also High operating
gement
temperature 1s possible as they have a better cooling arran
• Not subjected to hrinelling.
ng life
• Longer Time Between Overhaul (fBO), hence more beari
- Less significance for any misalignment ·
e or a black out the bearings continues to
· Due to external lubrication, any sudden failure of engin
be cooled. Inbuilt pump is not necessary. ·
-
Disactvaotu:es:
- High friction losses at low loads hence low efficiency
removed.
- No e:isy access to the bearings, lhe rotor needs to be
ball race bearing hence longer port stay is
- Takes longer time to complete overhaul compared to
required.
- Poor response to a change of load
oil of the main engine.
-Chance of oil contamination is higher as it used system
White metal ball race bearine

design with a row of tapered ball bearing on
· The ball bearings consist of either a single cartridge
end of the turbocharger's main shaft.
either end, or two separate ball bearing to support either
actual rotating area between the main shaft
These bearing are also lubricated by an oil feed but the
and the bearing is greatly reduced.
bearing design. In addition, the use of a
- This means that less lubrication is required in the ball
ngs as the taper design carries the thrust
tapered ball bearing eliminates the need for thrust beari
load on the main shaft.
m for lubrication, i.e., it is fitted with
- Ballrace and Roller bearing uses integral lube oil supply syste
the turbocharger provided on both blower
a self-contained pump operated by the rotating shaft of
ded on both sides of the casing of the
& turbine sides. An independent oil sump is provi
turbocharger, and the pump draws oil from the sump.
Advantages: -
- Low friction losses at low loads hence High efficiency
not necessary to remove rotor for bearing
- Easy access to bearing for any inspection or repair,
access
- Highly suitable for axial flow type turbocharger
- Can handle very high temperatures.
No additional fittings such as cooler,
- No header tank or additional LO piping is essential hence
filters are required
Disadvanta~es: - oil with highe r visco sity and stability as the operating temperature
• h' d e lubr·acating
· . .
- Requare 1g11-gra
of these bearings without cooling system ts very high.
- Ball race Bearing subjected to brinelling rably done by shore
. .. t unti·ngs and greater alignment. Hence, overhaul is prefe ·
- Requ1res res111en mo
side technicians by most of the ship operators.
El<•MOTOR 72 '
WWW.DIESELSHIP.COM SI tcr Time Between Overhaul
- lligh opcr:1tionill nnd 111ai11tcn;im I , l u Jow running life.
:c cost tu~ ,or .
(TBO) . to an inboard sleeve bearing
- Suitahie mainly for a large size . sys
orturboc I1aiger . t e•mas compa1 el1 '
type.
. • I f the rotor Is achieved. .
B. State with reasons how axrnl locat on° · . onnectcd thereto is provided
• I rt 1
I the turbine w 1,ee c
• A means for axially securmg the s ia am . tli,·s means for axial securing limits
I d I t b'ne 1 wheel w 11erem ·
between the compressor whee an t te ur ' cte ·1tliereto in the direction of the
an nxial movement of the shaft an d o f ti1e t m•b'1ne whee 1conne u
turbine in the event of the co":1pressor wheel b~rstini~bine wheel connected thereto comprises a
• The means for axially securing the shaft and the t d n the shaft and is fixed in the axial
component which is connected ~o the shaft or mounte 0
direction in the housi~g . . ·n axial direction are of differing

- As the gas forces actmg on the compressor and tu~bme wh~els 1 • • •
strengths, the shaft and turbine wheel assembly is displaced m an axial directwn .
• The axial bearing. a sliding surface bearing with tapered land_s, a~sorbs ~hese forces. Two ~mall
discs fixed on the shaft serve as contact surfaces. The axial bearing 1s fixed m the centre hou 5 mg.
C.Explain how the bearing are kept cool in service .

. Turbocharger bearings are cooled by the lubrication system, there are 2 different type of
lubrication used which is inbuilt lubrication system and gravity type. Inbuilt system has its small
sump inside and a pump which is run by the shaft itself.
- Gravity system uses a overhead tank which is filled up constantly by the main engine lube oil
system and the oil is drained due to gravity, lubes the bearings and drains down to the engine.
D.Indicate how the bearings are sealed from the atmosphere and exhaust gas.
+ Labyrinth Seals
-The bearings are separated from the blower·and turbine by labyrinth seals. These seals are sealed
by air supply from the discharge of blower to prevent oil entering the blower and to prevent
contamination of the oil by the exhaust gas.
· In case of defective labyrinth seals on blower side, oil_is leaked into the air system the cooling
surfaces are covered with oil which are insulators and the cooling efficiency will be reduced. Also
there will be deposits on the blower and the blower efficiency will be reduced.
• In case of defective labyrinth seals on turbine side, the oil is leaked into the exhaust side and there
will be carbon deposits on the nozzle and turbine blades. Reduce blower efficiency and fire In the
exhaust piping. It will cause turbocharger surging. Oil will contaminate with exhaust gas.
NOVEMBER2018
Qt. With respectto Air starting systems for Z strokes diesel engines· A Sk t h Id • . .
List lhe safety devices and interlocks Incorporated In main engine '. ·ta ~ c anc escnbe Mam engme starting air distributor. n.
DONElN MAR2019 airs rt1ng system and state the purpose of each. ALREADY
QZ. Sketch and show all parts of a two-stroke engine stuffing box o "b h
d et e procedure of overha u J'mg two stroke engine stuffing
box, without removing piston. All safety precautions to be mentl· escn
IN MAR2019 one proper tools used for overhaul mentioned. ALREADY DONE
Q3. With reference to the main engine burning heavy fuel. Ship has been a
likely to he encountered and risks Involved In continuous runnln of ~ked •~ use low sulphur diesel oil, what are the problrms
DEC2018 g main engme on such low sulphur fuels. ALREADY PONE IN
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slow pt•opuIsion• cni;lnc A. t'.."<pl.
Q4. Wilh
. . reference
• - d bridge
to l . of a l,1rge
di control . 1111how stJ rtlni.:and reversal achieved; B. Describe
1
the m,:c~t.1gJ ion an rrme .a action rcqmn•1I action rcqulretl lf tht• engine I. rails to turn on ,1ir·ii. turns on air but fails to fire on
. la1ls
fuel: 111 to reverse. ALRl:,I\DY DONE IN 20
DE<.: Lll '
Q7.Fati)!~e is one ofth~ m.1i1'. ~.iuscs ol cr:i11ksh.1ftl'.ulurc.A. lndicalc on a sketch lite most likely location of a faliguc crack; B.Explain
how .i l,111gue f.11lureis idc11t1l1 cd; C. Drscribc how ,1f.lliguccrack nwy be lnltl,1tecl· D Describe with the aid of sketches the methods
um ! 11•inhibit fatigue cracks. ALREADY DONEIN Mi\B 2012 ' ' • •
Q6.lkl111 e the cause and effl•Ct oflh cr111 ,1I!>lrcs~i11g in cylinder lle;itls,liners .ind pistons. Why u1ermal stressing Is aggravated with
inrrc.1"·d cylinder bore. I low stre ss conre ntr,llion and its effects arc relieved by maintenance and opcrnlional practices. ALREADY
IDlNFINAPR2019
Q7.W11hrcfcrcncc lo med1Jnical/h ydr.1ulicgovcrnors explain: A. Why llywcights are dri~en at a higher rotational speed than the
engmc: I:!. Ilow dead band eITectsarc reduced; C. I low hunting is reduced: D. Howthe output torque is increased. ALREADYDONE
1NM,W ~01()
QB. With reference to medium speed engine cylinder liners:

A. Explain the cause and effects of Polishing or glazing;
B. Describe, with the aid of sketches, an anti-polishing ring ~nd explain how it is fitted in the
liner;
C. Explain the action of anti-polishing ring during the operation of the engine .
. 20ll9/SR7- - - - - .-
zoosiEMG 2011/SRl - -:- 2012/SR1 - ,-- 20-12/SR4. - ·- 12012 /SR9-I 2013/SR4_ ,_ I
2013;sR1 io13/sRo9 , ·2013; sR10 ; 20·13;sR1i 2011/sRoi - -:- 2014/SR9 - - :zo 1.iis Ri 1 · ·,
Zu15/SROi ·-. ··-i oiS/SR_03:- - 2015/SRO~- = c ~0~6/~ ~0 _? -~ ~~_{~ ~~~
R-i~ ~']:_ 2017/S_~07 ! 2017/SR09 1
2018/SR02 _ _ 2018/SR04 _ 2018/SR07 , 2018/NOV j I
A. Explain the cause and effects of Polishing glazing; or

- When a liner and piston rings have run in, the asperities, or high spots have been worn off the
rubbing surfaces, and ideally, what is left is a microscopic corrugated surface which will hold the
lubricating oil.
Anti-polishing/Carboncuttingring/ fire bandring
Piston
Jacket
. ·atty of resi·dual fuels will produce carbon which tends to build up around the.
- Com bus t 10n, espec1 ' removing
· t As the carbon builds up, it will eventually touch the liner surface,
· • h
th e pis on.
t op Iand of fil . . . . .
•t d b ause the carbon is abrasive, at will pohsh the !mer surface, removing t e
th .e Iub 01 . 1 m, an , t· ec and giving it a highly polished surface to which . a 1ub 01·1 fil
1 m canno
t
m1croscop1c corruga ions, ,
. h' hi !'shed surface leads to an increase in oil consumption.
adi1ere.Th1s 1g y po 1 .
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• Carbon hulld ,1pcnn be so severe that It J;1111 ring In its groo vc. The .dual actio
.
. n1. of furth er
s the top rings . , . le,,di11gto m1cros ezure will
,lll< 11lf) CI
carbon abrasion, ;uHl un-luhricatcd co11;1ct •
t Iictwccn
O
r wcr possible seizure and danger
accelerate the wc;,r rate of the liner leadin~ to hlow hy,
toss po '
of cr:111kc:1explo
sc sion. • • csultlng In a surface coating or
ora Iacqucr on LI,c, SU
• GlazingIs the for111;1tlo11 rface of the 111H ?I r
h used by Incorrect running-in
~kin,derived from chemicals present III tIie OII a ncl fuel It c;1n e ca
· f 1 r allowing the honing marks
procc~lures or long periods of low Joa(I runn Ing. Tl 1 e glaze Is o ten c ea
designed for oil retention to be seen. through the ·glaze. · High oil consumpt10n . may lead to
• When the liner is .glaze d
. ' high 0tl cons umpt ion rates occu
. d • l tei · combustion of the lubricating oil
fonnation of deposits m other locat1ons ue to mcom
pe ,
particularly on the piston crown.
B. Explain the action of anti-polishing ring during

the operation of the engine.
-The anti-polishingring has a slightly smaller diameter
bore than the liner in which it is locat ed,
and is slightly larger than the top of the piston. When the
piston is on top dead centre the bottom
of the anti-polishingring is just above the top surface of
the top piston ring.
· The anti-polishingring is a clearance fit in a step in the
top of the liner, and can be replaced when
it wears. On some engines it incorporates a cooling
space, and so the anti-polishing ring (or
firebrand) is fitted with O rings for sealing
·
C. Explain the action of anti-polishing ring during
the operation of the engine.
As the piston reciprocates in the cylinder, any carbon build
up forming on the top of the piston will
be re~oved by the ~~ti-polishing ring. This ensures a good lubri
cant film on the liner surface,
reducingwear and givingmore consistent lub oil consumpt
ion.
Q9.Withreferenceto piston rings;A. State wilh reasons the
minimizebreaka ge; C. Explainthe possible consequences causes
w·t1
ofbreaka . •
gc. B.State how mainte nance and engine operation c;in
brokenor severelyworn rings.ALREADY DONE IN MAR20191l respect to perform;rncc and s;ifcty of
op erati ng the engine with
OCTOBER 2018
Ql. Assume you are instructed to submit to su . eri
indicator cards together with releva t d t .
d d . p n endent engmeer a complete set of
t
car s an prt;paring them for submnissio ata. Give full accou t f
n· T b I ' I
n o your work in taking the
extracted from the cards and otherwise obtaine:
u_a_te the. data you forward, both that
sh!P.:. _ ____ 'givmg typical figures taken from a motor
, ··- ·- --i-
- ·-·-_- __
.__[ . -· _
I 2018/OCT
-- ----- 1 I • ·- •
A.Various type of Indicator diagrams~ --- -· . --

.. . - .. ·- i
Generallythere are two t es . .
With the help of these twyp of indicator diagrams
- one
and the engine pow o diagrams we can determine th is pow er c_ardand other
er. e compression is draw card.
Highloadingis to b
pressure, peak pressure
e prevented on main e . '
as bearing damage, crackin et . ngme s units or
diagrams properly as th g c., It is therefore for th' else it can Iead to several
I 1· problems such
near ,er days, the indicey provide sever I d
ator d' a etails ts reason very i
about the 1·
to b fi mportant to read these
e itted on top of the indi•agram wast aI<enwith the h cy mder work '
cator cocks. But nowaday e IP of mechan ·mgI •press ures and )o:H.1.
. ator which was
ica indic
© WWW.DIESELSs a pressure t rans d ucer
is fitted on the
HIP.COM
.COM
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EK-MOTOR 75
. I I
indicator cocks with the help of w)11c 1 t 1c ind '
displayed in the computer. icator diagram can be taken at any moment and
© DIESELSt IIP
COMBUSTION
PcoM
© DIESELSHI
ATMOSPHERIC LINE
ure
Pcom - Compression Pressure , Pmax - Maximum Press
There are 4 types of indicator diagrams th a t can b e taken from the engine cylinder to know the
..
cond1t1onand performance of the engine.
1. Power card / Power indicator diagram,
2. Compression diagram,
3. Draw card/ Out of phase diagram
4. Light spring diagram
B. Additional data required-

1. Unit no.
2. Spring rating.
3. Engine rpm , barometer pressure.
4. Fuel pumps index and governor index.
5. Load index, ship draught
6. Exhaust temp & pressure
7. JCWoutlet temp piston cooling /CW outlet temp.
8. Scavenge Pressure Temperature
9. Turbocharger rpm exhaust gas back pressure.
10. /!J.Pair cooler.
11./!J.Pair filter, temperature of air before filter.
12.Fuel consumption, cylinder oil consumption.
de the following information :
There are five types of indicator cards, which can provi
P ax
PCo p
... ... rl, - • ·' t · , , ,. •
Line
Atmospheric
rd 2. Draw or out-of-phase cards

1. Power or in-phase ca s
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--r
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Pcom
Compru slon
3. Light/weak spring card 4 • compression card
Crank Angle
5. Pressure derivative
1. Power or in-phase cards
- Cylinder power, calculated from the area
with in the P~V diagram
- Indicates afterburning present when card
shape enlarged during the expansion stro
2. Draw or out-of-phase cards ke
- Measurement of the compression pressure
- Measurement of the point of fuel ignition
3. Light/weak spring card
- Fouling of exhaust or scavenge gas flows
4. Compression card
- Measurement of the compression pressure
-Timing check of the indicator cam
- Measurement of the point of fuel ignition
- Measurement of the maximum rate of pres
sure rise following initial combustion
EK-MOTOR
Indicator Diagram P com p =Compression Pressure
( P-Vdiagra\orking diagram lgTon P Ma~ = Max combust ion Pressure
------
Drawpiagram
Ignition
·-
--------- --------- -----------r
- Opening of ]
exhaust v/v p max
---:-?---=~ ---------- T_Jp
I
Atmospheric line
Top dead centre

Bottom dead centre
- Length of Indicator diagram

Length of atmospheric line
--+
Procedure
1. Take proper PPE protections like gloves, goggles, safety shoes and proper outfit.
2. Use proper tools supplied with the instrument to open and close the cocks.
3. Stretch diagram paper firmly over the drum .
4. Before connecting the instrument to the Indicator cock, open indicator cock, allow two or three
firing strokes, to blow out soot and combustion residues in the cock.
5) fasten the instrument to the cock so that the cord is taut
6) Take the atmospheric line with the cock shut.
7) Open the indicator cock and lightly press the stylus against the paper and make vertical lines as
the piston moves up and down, when you are ready to pull the roller string, make sure it is in the
bottom and pull the string till the cycle is described.
8) Close the cock
9) Disconnect the cord.
10) make sure that the instrument is not exposed to high temperature for long time. This may affect
its accuracy. Remove the hook, turn the drum by hand to a place clear form for the power diagram,
take compression pressure line with the fuel cut off.
After taking indicator cards from all the cylinders, open the instrument and clean all the parts, and
lubricate the same.
C.Explain, how some abnormalities in indicator diagrams can be traced to the indicator;
Deficiency -1
unAJW.DIESELSHIP.COM
,;:,,.
-,
Compression Pressure
( ,:,, 1
Compression pressure is very normal but the maximum firing pressure is too high compare
d to the
normal diagram.
- The causes could be due to Early Injection; which is caused by
+ Incorrect fuel timing of the cams.
+ Incorrect VIT setting
+ Leaky fuel injector
Deficiency - 2
MaximumFiringPressure
Compress
ion Pressure
Deficiency 2:
Below diagram shows; the compression is same but the peak pressure is too low
This is due to late injection caused by the following factors :- ·
+Bad quality of fuel.
+Fuel injector nozzle blocked .
+Fuel pumps leaking.
+Low fuel pressure.
+Injector seized.
Deficiency - 3
Maximum Firing Pressure
Deficiency 3:
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Below deficiency diagram shows dia,· gram shows th t ti · 1ow, an d th e
· pressure 1s
· css1on
peak pressure is also too Jow. a 1e compr
This can be due to the following reasons;

+ Leaking exhaust valve.
+ Leak through piston rings i e brok en or worn out piston rings
. h L' · · ·
+ H1g mer wear.
+ Burnt piston crown.
+ Low scavenge pressure.
Deficiency - 4
- ------..!.
-·-·----·- ---
M~a'!!!xi!!'_~~&.f!essure
--·
Compression Pressure
Deficiency 4:
peak pressure.
Below diagram shows high compression pressure together with high
This can be as a result of the following:
+ Exhaust valve opening too late i.e. incorrect exhaust valve timing
.
+ Overload of the engine.
Power calculations:
Pmax
Atmospheric Line
D. Precautions necessary to avoid indicator malfunctions.-

n.
1. To avoid vibration in drive indicator cord should be tight in all positio
2. Drum should not hot end position.
paper.
3. Indicator card is adjusted so that diagram is traced in the center of
.
4. Atm. Line should be traced with indicator fitted to cock and valve closed
5. Stylus adjusted for light writing pressure.
taking power card.
6. Indicator cam timing should be checked by compression diagram before
n in piston. Remove piston,
7. Friction in indicator piston should not be excessive. To reduce frictio
cylinder is checked. Remove
clean it and lubricate with drop of cylinder oil. Tightness of piston in
removed from cylinder, wipe
indicator spring .Dismantle upper port ofindicator such that piston is
sink down cylinder by its
piston and cylinder with clean cloth. Refit piston, Piston should slowly
own out.
EK-MOTOR 80
WWW.DIESELSHIP.COM . a ting of indicator fitted
8. Spring should not h e w eak, sprin g raring should be checked for engine r
lo cock
9. Cock should be free from accumul ation of soot. Cock is blown throug
h for 1 or z ignitions to clean
depo sits .
10 . Proper maint enance of indicator cock. It should not leak.
• Ju brication. system. Starting the

Q2. Describe with aid of sketchs, a turbocharger bcarmg f h b . r
type of bearing employed and explain the advantages and disadvantages O t e Iu rica mg
syste !!1 d~~~~ib~~i.. - ....,..-
____. __ ____ ____ _ ~- ____ .. . ··- .
2016/SR08 f 2018/0CT I _ .. r __·--··-
- - . ·r ) tt t
Note; Previouslythis guestionalsohad a reportwritingincludedas part ofquestion wn mga e er 0
superintendentabouta recentTCfailurethe sameis removedin this que stion paper,
Turbocharger bearing lubrication system

- Bearings are either of the ball or roller type or plain white metal journals . The ball and roller
bearings are mounted in resilient mountings incorporating spring damping to prevent damage due
to vibration. These bearings have their own integral oil pumps and oil supply, and have a limited
life (8000 hrs).
- Plain journal bearings are lubricated from the main engine oil supply or from a separate system
incorporating drain tank, cooler and pumps. Oil is supplied in sufficient quantity to cool as well as
lubricate.
- The system may incorporate a header tank arrangement to supply oil to the bearings whilst the
turbocharger comes to rest should the oil supply fail. A thrust arrangement is required to locate
and hold the rotor axially in the casing. In normal operation the thrust is towards the compressor
end .
Bearing
Housing
Bearing
Cover
Lubricating
oil pump
Ball/ Roller Bearing-
-- Double row
Sight
glass
✓
Leaf Springs
1. Double row ball bearing
-- Scanned by CamScanner
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. Turbo charg er blower s ide tlnul>lc re l · II EK-MOTOR 81
,w >,1 bc·1r' , . .
inner race of lhc bearing is a light fil • lllg ,trrnn geni cnl lhat Is commonly provid ed. The
1
leaf :;pring are fittetl both axially and on l ,I C ·slnn IJ l I
.' · e ween l tc out er race and lh c bearing housing
. •• • • , ,
1ongilucl111all y as shown .
. Le.ii spr llli-,S
0
s~rved to damp er vilinlio 11 . 1d 1. .
rolonging th e us eful se,vict ' m, r ' '''. educe chatterin g of the st eel balls or roll ers, thus
P . . c o I 1ic 1>eanng .
. The bea rin g 1s compl etely enclo se d in casmg.• anti bottom part f ti · I ~ I b · · ·1
sump. A gear type pump driven b ti , . . < o 1e cas ng orms u ncatmg 01
oil to the bea rings.
y le tu1 bm e shaft draws 01·1f th cl . .
rom e sump an suppli es a Jet of
• A sight glass for checking oil levels and 01·1 fi·11 · an
mg · d .,
uram . plug are 'd d · th · Th
blo..,vt'rs ide bearing also serves to locate th prov, e in e casing. e
. .· ti t • e T /C rotor assembly in the axial direction and absorbs
any .1x1a1 1rus .
. .The turbin
. tye side dbearing
h and lubric a t'ion arrangement
. ate similar except that this bearing is of
sing_1~ 1 ow pe 311_ t .e arrangement allows thermal expansion of the rotor shaft.
- T111s typ e of lubncat1on
. h syst em is employed in axial T/C w h ere t he b. earing · support 1s· at the end
and l I1c rotors are m t e centre.
· !his arran .gement contains self-contained gear type pump operated by the turbine shaft , It draws
ml frn~nan independent bearing sump and supplies at pressure to the bearings .
- Bearings used may be ball or roller bearings.
Advantae-es
-Since the pumps are at the end of the shaft, inspection and maintenance is easy.
- lndt'pendent sump, no additional fittings such as cooler, filters is required.
-A choice of lubricating oil or turbine oil is available.
- Initial cost is also low.
- Better lubrication with increa se in speed.
• Reduction in frictional losses at high speed.
Dis-Advanta~e
- Poor lubrication at starting and at low speeds.
- Static brinelling can occur due to rubbing of bearings caused by vibrations (in the absence of oil)
-Oil needs to be renewed at regular intervals.
- Finite life of the pump.
· Different grade of LO other than system oil will incur additional cost.
· Failure of attached pump will cause heavy damage to T/C.
2. Journal sleeve type bearing
· The sketch shows journal sleeve type bearing arrangement. Also shows, diagrammatically the
arrangement of blowers and turbine rotor , bearing labyrinth seal, air filter and ducting of a radial
flow the bearing are lubricated either by oil supplied under pressur e by a pump or by gr avity form
a header tank which is continuously replenished by a pump.
• This type of lubrication employed in radial T/C .
• The bearing support is at the centre and compressor and turbine wheels at the end.
-Sleeve type of bearing is used in this arrangement with lubrication from engine lube oil system.
- L.Osupply is available as long as the main lubricating oil pump is working i.e. independent of T/C
working or standstill.
- A non-return valve with a orifice is provided in the supply line which allows oil to pass to the
header tank.
- In-case of failure or accidental stoppage of main L.O pump, if the T/C still running, oil is supplied
from the header tank.
...
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Air Exhaust
gnsln
Lubrlcntlng
oll lnlol
i
i
:
··········~····.····-=
-
\_\'Wl i \[S:.1.1ll?ct \' ·.
.: :
i.......... . \ -'~
..-, ...••:-·•
Slleri:er& Air ! /""" : '
filter ,· ·:V .!: '.' .
/
....
To c:!min
tnnk '
Thrust collar
Advantages:
- Continuous lubrication is availab
le
• Separate oil is not required, sys
tem oil can be used .
• Less chances of static brinelling
·between shaft & bush/sleeve.
- In case of failure of main pum Due to presence of LO film.
p, backup from header tank is
• L.Oneed not be changed or ren available .
ewed at regular intervals.
- Lubrication is efficient for all
range of sp eeds .
Disadvantages
• Initial cost is very high due to
piping, coolers, filters and header
• Elements in the piping might tanks requirement .
get carri ed away and cause dam
- Deterioration in quality of sys age to bearings.
tem L.Owill damage the bearing
s.
Q3. With reference the cranksha
ft and running gear of an eng
following: ine, explain EACHof the
_
(a) Static balance; (b) Dynamic
i-iois/SR0-9 I Z015/SR balance; (c) Torque reaction
couple; (d) Critical speed.
--------- 1 1-l 2 016/SRO
-- =:J
- ---- --_ 7_
B 2 ois /OCT
- ··- - --· ----_···_--
_--r_--
___··-
_-·__-,-.. ·-·
, ___ ·-· - -
·1
(a) Static balance; • I
The condition which exists i a

crankshaft which has an absolu
mass around the axis of rotation tely even distribution of the
. This occurs when there is no weight
center of gravity. resultant centrifugal force and
the
- In case of stati~ally balanced
crank shaft the center of gravity
will coincide with the center line through which a11the load wil
of th e cra nks
l pass
at the same point again and aga haf t. He nce it will not come to the standstill
in. osilion
P
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I~
n
n, the enti re wei ght of the cran ksh aft is evenly distributed but this does not mea
- In such conditio nced.
ch are created at different planes are bala
that when it starts rotating, the forces whi planes and they
rotation of crankshaft may be in different
- The vectors of forces created because of
statically balanced.
may not balance though the crankshaft is
r the pict ure abo ve, We ight of A Equ als D and B Equals C hence this object is
- For example refe opposite to
these equal masses are not placed directly
considered to be statically balanced. But
cally balanced.
each other hence this object is not dynami
(b) Dynamic balance; ch it is forced

while in rotation, when the axis about whi
-The condition which exists in a crankshaft ucts of
or to whi ch refe renc e is mad e is para llel with a principal axis of inertia; no prod
to rota te al axis.
abo ut the cen ter of grav ity of the bod y exist in relation to the selected rotation
inertia
lting moment along the axis.
Typically, this occurs when there is no resu to optimize
less vibration as possible on the engine and
- Dynamic balancing is done to achieve as
e outcome from an engine.
the power production with the best possibl ghts are
imiz e the vibr atio ns in the cran ksh aft, counter-weights are used, the counter wei
-To min k
ctly opp osit e to the cran k thro ws. Lar ge main bearings are placed between each cran
mounted exa are balanced.
een the points where the differing weights
throw which support the crankshaft betw
e the vibration of the crankshaft.
It is these bearings which help to eliminat this object is
exa mpl e refe r the pict ure abo ve, We ight of A Equals B and C Equals D hence
- For osite to
to be dyn ami call y bala nce d bec ause the equal masses are placed directly opp
considered gal
ce whi le the obje ct is rota tion abo ut the shaft there will be no resultant centrifu
each other hen
force created.
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84
(c) Torque reaction couple;

_The piston, as it moves downwa
rds in the bore during a power
liner in order to push the connec stroke, exerts ~ lateral force on
ting rod as it inclines to follow ~e
couple tending to turn the eng
ine frame in the opposite direct
the crank. This creates a reacti
on \
proportional to the force on the
ion to the crankshaft and rou
ghly
t
I
_ Generally if all the pistons exepiston.

rt an equal force, the reaction
couple is fairly constant, but
piston exerts less or even no for
ce, its absence will set up vibrat if one I
may cause a noticeable vibration ion in the rea cti on torque which
, perhaps at some speeds more
(d) Critical speed. tha n others. \
- In general, any engine speed in
which the torsional vibration is
speed. The order of this speed markedly severe is called a cri
is the ration of the observed vib tical
rotational frequency. rat ory fre qu enc y to the crankshaft
- Crankshafts poses an inherent
natural period of frequency of
torsional vibration due to wind vibration, if the frequency of
ing/unwinding corresponds to this
would become excessive. The its nat ura l frequency the vibration
phenomenon is commonly kn
resonance occurs is called "critic ow n as res onance. Speeds at which
al speed".
Q4. _Recent experience has sho

wn persistent damage occurr
engme e~aust valves which ing on seating faces of ma
is not confined to any particula in
A. State, with reasons, the possi r cylinder unit. I
ble causes;
B. State the. short-term action
to be take nm· or d t · 1m
· 1ze
C. ~tate ~with !_E:_~sons, er o mm · engme · operational pro
blems·
I
how future incidents of this nat
_3~09/SRS_ __ --~009/SR3 ure could be minimized
L_ ~013[~ ~6_ _ -~!~/~R~~ 20_ '
18/~ ~ -
_,._- - - - - . •
A. State, with reasons, the
possible causes
\
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I
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• The exhaust valve anti scat arc ·suu·, . . le
. Jed lo l11gh temperatures anc.Jmust be made of suitab
mat erials and mu st ,.he .adequ a tely c00 1, I tappet
. . . ct lo en s ure correct operation and long life. The
..
ctca1anr. e/allow.rnce fo1 expansion mu st b~ rr·
· e su 1c1e nl to allow the valve to close fully. , •
• Rotatrnn of the exhaust valve wh , b .nmg
.
· re s idual fuels ls nece ssary to mamtam even
en lll
·
· .
temp ~raturcs lo prevent distortion •·rnli un even l11ermal slress111g and prevent build-up of deposits
. •
which could prevent the valve closing · As ti1e va Ive scat temperature nses the material weakens
'
and is more su sceptibl e to erosion .
st set by the manufacturer by not overloading
· Maint ~ining the e~h au te mperatur es within limits
fuel causing afterburning and by not allowing
the en~m e, prcv e nlm_g poor or la te combustion of the ·
failure of the valve and seat.
excess ive scavenge air temperatures will help prevent
causl~sofdamai;:e to the exhaustvalve seat couldbe due to:
er head or damaged seating for the cage
• Incorrect tightening of the valve cage into the cylind
causing distortion to the valve seat
not closing properly .
- Rocker (or expansion) clearance insufficient; valve
cooling pocket.
- lnad~quate cooling due to build-up of scale in seat
correct level or SW contamination. will cause
• Result of not maintaining cooling water treatment at
corrosion.
overheating, weakening of material, distortion, hot
cause distortion due to uneven temperatures
-Valv e not rotating due to incorrect maintenance. will
ustion to deposit on seating faces preventing
(esp. in 4 stroke engine) and allow products of comb
lead to wire drawing and burning out of the
the valve from clos ing and allowing blow by which will
··
valve and seat
should be ground to different angles (about
- Incorrect grinding of seat angles. The valve and seat
to temperature the valve seats correctly. The
30' difference) so that when the valve comes up
nment, and small cuts taken to prevent
grinding must be carried out in a vibration free enviro
chattering.
ustion being trapped between the valve and
• Hammering of the valve seat due to products of comb
in the case of hydraulically operated
seat(can be traced back to problems with rotation or damping
valves.)
minimize engine operational problems.
B.State the short-term action to be taken In order to
engine stopped and unit at TDC with valves
-Con firm valve leaking by air pressure test on unit with
other valves leaking.
shut check leakage is not due to poor ring sealing or
from cuts across the valve seating faces, or in
• On inspection of seating area burning is evident
by the hot gases . Cracking may or may not be
worst cases, of whole areas completely eroded away
le.ad to pieces of the valves breaking off and
seen without using crack detection methods , but can
causing damage to the turbocharger.
starting with the simplest potential faults. It
• Determining the causes is a process of elimination
m is general to all valves or only affecting
should also be taken into account whether the proble
individual valves .
actionto be takenJnorderto minimizeeu~lneoper ationalproblems
Short-term
dual units.
·Ensure engine Is not overloaded as a whole or indivi
nce and the valve may not seat correctly .
- Cherk rocker ( expansion) clearances: too small a cleara
of a 4 stroke engine with a blob of paint on
• Check Valve rotation; this is easy to check in the case
the rotocap or top spring carrier . rotation.
. es either a window or a. retractable rod to check for . .
• Th e t wo stro k e engme us l>e check ed; 1t may have been chang ed to a fuel with a higher
'fi . f h fuel should
• Th e spec, 1cat1on o t e
CCAIwhich will burn later and hotter. © WWW,DIESELSHIP.COM
EK-MOTOR
86
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. 1ginJec
I 1·s be11 . . t e d a t th e corr ect
- Check the position fuel quality lever If filtctl . Chec h f
k th at l e uc •
viscosity.
t
t. A set of Ind Icat or card s will eS a L>r l 11·f
• Cheek the condition o rthc fuel Injcctlon eq u Ipm en t
is co rrec
combustion is being
- If hammering of theachie ved.
valve Is suspect ed, check for air In th e hydr aulic d I
system an t lat t I,e vcn t
clrillings at the exhau st valve hydraulic
- Check the nitrit e reserve anti chloride cylin der are clear.
content of the jack et cooling water; If there is .
a probl e m
with scale build up on th e heating surfaces, probl
ems may have been noted in other areas eg
cylinder lin er w ea r rates, burning and hot corrosion
of cylinder heads. It is worth noting that o il
contamination of cooling water will also have an in
sulating effect.
- lf the problem is due to incorrect grinding , then
the problem will have built up over a period of
time as valves and cages are replaced . .
- Check with the engineer responsible for the exhau
st valve anc.l seat grinding, and check the
equipment is correctly set up . Engineers marking
blue can be used to establish that the valve and
seat are just touching on the inside edg e when the
valve and seat are cold.
- It is unlikely that all cages have been incorrectly
tightened, but it could of happened over a period
of time if the person responsible did not know the
correct proc edure.
C.State, with reasons, how future incidents of this natu

re could be minimized.
- Follow manufacturers recommendations when
overhauling and r eplacing exh aust valv es,
ensuring that the seating is clean and the valve is-tig
htened evenly to the correct amount.
-The valve damping arrangements and hydraulic
vents should he checked, as should be the tappe
t
clearance/allowance for expansion. · ·
- Ens~:e that cor:ect combustion of the fuel is achie
ved by maintaining injection equipment in good
cond1t1on, ensunng scavenging is efficient. .
- Heating the fuel to the correct viscosity for injection
, and ensuring th at the fuel qu ality lever is set
to the correct position . .
-nTothbengin
e e}undi~dshould be correctly balanced giving even
power outputs, and the engine should
e over oa e . ·
- In operation, the valve rotation should b h
reserves maintained at the correct levels. . e c ec k d
e ~nee/day and the cooling water chemi cal
QS.With reference to timing chains:

A. State the cause of chain elongation in service u
roller chain to Illustrate your answer· .
' smg a sketch of a section of a camshaft
~- State: I. The effects of increased ch~in length.
~-::pel;ethhod ohfassessing percentage increas~ in
· length·
m ow t e effects of elon ti
·
S~te w_h~ -~ ~~it i~ P!aced on per~:n~n :rcec~rrected
: .
' -~~10/S~09_ . [ ~o~S/S
_RI!_7=- ~ lB/.OC~g :·-ham _eJ~~gr~ on_and giv_e ty~ical ~~~m
ple.
A. State the cause of chain elongatl i . - - -- .. . -- - : .
roller chain to illustrate your ans on n service, usin
wer; . g a sketch of a section of a
cams I1aft
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EK-MOTOR 87
Can1Shafl
Rubber clad spreaders

guide bars
Chain
Thrust
pads
Crankshaft
Roller chains
Note:Drawine is necessary.Makea rough. free hand diai:ramon your answer sheet dependingon
the time availability,
. '
• Chainshave a very high factor of safety to prevent stretching. Any loss in tension in the chain will
be due to wear while in use. ·
• Elongationor stretch of the chain is due to the following reasons
• wear between pins and bushings,
• Wear between roller and sprocket wheel teeth.
• Wear between bushing and rollers.
- Aroller chain forms a flexible drive, robust but light in weight with very small friction loss; it is
smallin width which adds little - extra length to the engine.
- It can accommodate a number of additional driven wheels rotating at different speeds or even in
oppositedirections, and can be used to operate engine driven pumps, etc.
• A roller chain consists of alternate pin links and roller links. Each pin link consists of two pins
riveted between two side plates. A roller link consists of two rollers free to rotate on two bushings
Whichare a press fit into two side plates.
EK-MOTOR 88 f
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• The pins fit within the bushings of two adj.1cc11troller links. /\lternatc links are a r
to form an endless cl1:1inof correct length.
n.1.The effects of htcrcascd chain length: .. d t

• Timing or rucl Injection is adversely f ·ti1 •r conc;equcntia 1c1amages ue o
affected whicI1 causes 111 e -
fuel injection timings.
- It n•sults in excess strain during starting .ind reversing.
-There is a greater shock loading during normal running and retarding of timings in bo th directions ~
duC'to backlash.
- Greater shock loading especially during manoeuvring and load chnngcs.
- Vibration in addition to cyclic stress. 1
- Possible fatigue failure due to cyclicstress.
- Too tight chains will result in overloading of the chain wheel bearings, which gives rise to wec1r
on rollers, links and bearings and can cause cracking of links
ii. The method of assessing percentage increase in length:
- Turn the engine so as to slacken the longest free lengths of the chain.
- At the middle of the longest face length of the chain, pull the chain away from the guide bar. The
limit of slackness is half to one chain pitch link.
C.Explain how the effects of elongation _are corrected:
0-2·
7, Lock Washers, 8. Thrust wash .

- If the chain is found to have elongat d I er, 9. Sprmg, A, B, C, D - Nuts
t' . e more t 1an 1 So/cth h .
immg has to be checked and restored . . o en t e cham has to be renewed and the
- If too sla_ck ~r too tight, adjust the chain tension Ad·u .
- The engme is turned so that the slackness i . h J stmen_tis done for slackness of 1 pitch length.
- ~oosen nuts A,B,C,D. son t e same side as the tightening unit.
• tighten the nut c till the free length . d
- Chain tightening bolt is mov is re uced by the dimension as perm
- Lightly tighten nut B . ed a~d the chain is tightened. anufacturer's guide book.
. against pivot shaft face .
compressed, smce compression red . , w~1le checking that, the spr· .
uces chain tension. mg is not further
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89
. Tighten nut A and lock with lock nut ai I ,. · EK-MOTOR
. , . . • H tau wnshcr,
• Tighten nut C until the spnno thrust tl'i . 1
o . :sc lea rs agal t ti 1cl 1·1s tancc pipe of the bolt.
. The spring is further comi)rcss I l . • ns
Cl • Hll llu s tension I5 .
the nlreatly tightened nuts A and D. not lra11smlttecJto the chain on account of
• When the thrust disc presses tightly -1 , • st 1
. ., d' . . gam t 1e distance pipe, the nut C is further tightened to
l
manu facture1 s 11nens1onseltll\g D-2

. Tighten lock nut D, locking both nuts will\ t"'b
u was I1er.
_camsh~n artcrchaincorrection
re-adjustment& Timin&:
anguhr• positioi \ w1·11b e require • case of repeated
· d to b e c.lone,m
. of the . camshaft's
• Re-,1u1ustmcnt
. .
cham. t1ghtenmg,
. . d as tlus• • causes the
•
camshaft position to be a Itere d w1•th respect to t h e cran k s h a ft
The I111utts a 2 . egrces mcrease 111lead angle ovei· tile 1111
1
·· .
· l angu lar position
· ·t ta
- Turn crank throw of No. 1 cylinder to TDC.
. Check camshaft angular position using the pin gauge and marking .
• Remove plug screws for hydraulic oil connection in the coupling flange.
• Mount a snap - on hydraulic connectors and piping to the hydraulic pum 'p.
-Apply hydraulic oil pressure to float the coupling (coupling floats when oil seeps out along shaft
belov,, coupling flange).
• Turn and adjust coupling with a special spanner and check position with pin gauge.
· Release oil pressure after finishing . Wait for 15 minutes before plugging oil holes so as to allow
the coupling flange to set again.
State why a limit is placed on percentage chain elongation and give typical example.
· Elongation changes. the camshaft position with respect to the crankshaft Fuel and valve timings
depend on the camshaft position and are altered due to chain elongation. ·
· Maximum elongation allowed is 2% . At 1.5% elongation, renew the chain. Elongation is checked
on a 'taut' chain by measuring the length of a number of links from pin centre to pin centre. It is
the difference between measured length and new chain length.
Q6.(a) Describe, with the aid of a sketch, the main engine auxiliary equipment for automatic
monitoring and regulation of the fuel viscosity. ·
(b) Explain the operation of the system, whid1 incorporates the equipment described in (a).
(c) For an engine which is maneuvered on distillate fuel but operated on heavy residual oil
at sea, static, as second engineer, the standing orders you would issue for the procedure to
be adopted when changing form dis_till~te~E:_l_~~-hE:aYfresidual oil and vice vers _~ -- - ___
- . --· - .
2015/NOV -.- - 2016/AUG -! -- ·-- _I _ ___
2018/OCT __ _ I
_1 _ _ __ __ _
I_ _ _ _ __
:
_
1
. - . - -- --~ - - -·-·· -
A. Sketch a unit for automatic monitoring and regulation of the duel viscosity;
The main components of the system are:
EuelOiJ Heater:
Uses steam as the heating medium although electrical models and thermal oil are
in existence. Tubular design.
~scotherm:Basically consists of a small gear pump that pumps some of the oil through a capillary
tub Th . h •ttary increases as the viscosity of the oil increases. Electronic viscosity
e. e pressure mt e cap1 ,
Ineasurement d ev1ces. . quartz crystal vibration are also used.
usmg . . .
nn I . d transmits the differential pressure measured at the v1scotherm to an
~ - ransnutter : Converts an
· ··
u..
air or electrical signal. d to directly control the signal to the steam control valve pos1t1oner.
U£1nd/Auto Station: Can be use .
(0 www .o1ESELSHIP.COM
EK-MOTOR 90
I
l
WWW.DIESELSHIP.COM t ·nt and send s the
•ttcr with th e se pot
P+l Controller: Comp a res the output fr om t Iw DP tran s m1
control signal LoLhe valve po s lllon cr. • I to the dia•Jhragm on
•
Valvenosllionc r: Amplinc s th e s lgnil 1fro111t I1c con t ro IIer a nd put .s the s 1gna
.. r
t
the rontrol v.ilvc. There is a foecll>nck IIncI rram t h econ t ro ,
I vnlve to th e po s 1t1one r.
Steam Controller Recorder
Control o. P. transmitter
valve
Capillary
Oil •
fuel Oil fuel
healer ---~Positive displacement
sampling pump
Condensate
Control Valve: Controls the amount of steam flowing to the heater. .
- Consider a rise in the viscosity of the fuel being delivered to the engine. The pressure in the
capillary of the viscotherm increases, leadin g to a rise in th e differential pressure between the
beginning and end of the capillary. This i~cr eased different ial p r essure is converted into a signal
which is proportional to the rise in diffe r ential pressure .
- The amplified output signal is compared to the set point and an output sent via a hand/auto
statio ·n to a valve positioner which opens the steam control valve. The valve position may be fed
back to the position er to provide more accurate control of the valve and prevent hunting.
-The viscotherm is fitted with a bypass, and the steam co~trol valve can be operated by hand from
the hand/auto station or directly from a hand wheel fitted to the valve .
B. Describe fuel change over procedures that are followed for switching from distilJate fuel
to heavy residual oil and vice versa.
- Ship is provided w ith .changeover Low Sulphur Fuel (LSF) calcul a tor which articul a tes the correct
be running on LSF before entering a n Emission r
changeover time at which the system should
Control Area (ECA). This system requires some important factors - t
in the system
Il
- The sulfur content of high sulfur fuel currently
- The sulfur content of low sulfur fuel
• :n~e fuel capacities ~f.the main engine system including settling tank, service tank, main engine
piping and transfer p1pmg from service tank to main engine
- Capacity of transfer equipment- Fuel oil transfer pump and r I ·1 t
. . • uc 01 separa ors
- _once the change-over t1m~ 1s calculated which also accounts the tim e of intermixing of two
different sulfur grades oil (lets suppose 48 hours) followin ·t· . b k •
. , g ac 1011 a1e to eta en 48 hours prior:
- Ensure that no transfer of high sulfur fuel is carried O t f I .
h h u any urt 1e r to settling tank
- Ensure t at t e low sulfur bunker tank steam is open f f
• or tran s er
- If two separat e settling tanks ar e pre sent one can bed d ' d
the changeover period . ' e icate to low sulfur oil which will reduce
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EK-MOTOR 91
- l(ecp running the separator till tile scttlmg ,
l'lnk 1 1 If filling of service tank
'. eve reaches 111lnlmu111,
with 1ISFOincreases the calcuhted ll and drain
the s~ltling tank. ' Ille period of changeover, then slop the separator
, ·
- Settling tank can l>e first drained In t 0 fuc 1 oil OVl!rllo t I auu
w an<,
.1 t h
t urn t e oll drained can be
transferre d to lrnn ker tank s cont ai •
. ' 111ng same grade of oil
·
- Once the settlmg tank Is drain from heavy sulfur oil, fill the settling tank with low sulfur oll via
ed
transfer pum p
01·1
•
-As the separator are stopped service tanl will ~e conSL~mecl by main engine sys~em
- Remember not to lower the l~vcl of sei~vi: e tank below wl11 chthe fuel pumps cannot take suction
. ., . . . low sulfur oil
. mg
t separato1 s. f1.om settlmg to seivice tank
. .11 w1.11be now fill
wluc
- St~u
. ,
and service tan<I as per th e quantity .
. required to cross the ECA
- Fill the LSFO01I m. to settl . ing
plan . .
cal_cu~atedby the cl11efengmcer as per the voyage • es.
l l>eundertaken for B01·1ers an d Aux1h · • aryengm
- S111ar 11lsuch proc . e shal
. t edur ·
Recor d s t o Mam am
starts (48 hour prior)
-Reco:d all the f~el tank levels when changeover f ·
in the oil record book (ORB)wh en th e ch angeover rom high to
-Mention
. date . and position.
. , time
of low sulfur oil in settling and service tank same
low !\Ulfuris earned out along with the quantity
can be recorded in the engine log book
ds:
Q7.Witb reference to crankcase diaphragm glan
A.Explain why effectiveness deteriorates in
service.
s so that efficiency is restored and rod scoring
B. Describe the procedure for renewal of part · ,
is avoided; ',I
es are unavailable;
C.Describe how effectiveness is restored if spar
r sections.
D. Explain the functions of the upper and lowe _
T
20i5/SR09_J- 201-8~-0-C__
- ~~lE/SR~ L__ 2012/~R6 _1·- 2008/SR10 f~-
·
Why effectiveness deteriorates in service:
segments arranged in several layers and is held
- The diagram gland metallic packing in 3 or 4
The packing segments are pressed against the
against the piston rod by means of garter springs.
and sludge into the crankcase as well as oil from
piston rod and prevent passage of scavenge air
e.
crankcase being drawn into the piston under spac
3 or 4 mm between the adjacent segments. The
• When the glands are new there is a clearance of
h wears as the piston rood rubs against them.
glands are made of soft low friction material whic
ther and may finally butt against one another.
-As a result of wear the segments come closer toge
a clearance developing between the piston rod
When this happens any further wear will result in
scavenge air, sludge and oil. The effectiveness of
and the gland segments that will allow passage of
hauling the gland when the specified clearances
the glands thus deteriorates. Makers advise over
es.
between the segments reach half the original valu
part s so that efficiency is restored;
A. Describe the procedure for renewal of
the same time as the piston when it is withdrawn
• The diaphragm gland is normally overhauled at
from the engine. piston rod and then it is separated into its two
· The housing is mounted on a table clamped to the
val of one half of the casing, access to the rings
sections by removing the clamping bolts, after remo
and garter springs is now possible.
EK-MOTOR
WWW.OIESELSHIP.COM d I . using should be chec k ed ' this should. tibe
· . .
- During overhaul the axrnl c1ea ranee e u ,tween rings an 10
. 1•rtoo large the nn• gs will hamme1 . 1e
in the region of 0.1 - 0.2 mm for" Iarge s IOw speed engine,• efficient scrap mg •
an
d sealing funct10n.
seating's and also tend to tilt Ju ring operation, lcadinllgsft~;elow 50% of its normal clearance w 11en
-The butt clearance should not bca IIow eelto gener.t.
Ya
. . 1g to last unt1 1t 11e nc xt overhaul. ___ _,,,_
rings are new, If the nngs are gou
_ .,._..,..,,.
......._
Upper scraper
Ring
sealing Ring
- Garter Springs
Lower Scraper
Rings
Diaphragm Scraper Rings

Plate Drains Return
To Crankcase
_ Scarping function can be restored on some types of scraper rings by replacing the cast iron
Jamellae which slide into the scraper ring backing segments it is important to check the tension of
the garter springs using a spring balance, or by hanging the spring
with a known weight attached and measuring the extension . If these have weakened, then the ring
segments will not be held against the surface of the rod with enough force to enable the sealing nnd
scraping function, and new springs should therefore be fitted.
B. Describe how effectiveness is restored if spares are unavailable;
- If no spares are available, then the life of the rings can be extended by carefully filling a small
amount of butt of the segments. This is an emergency procedure only, and new rings must be fitted
as soon as possible to do so the profile of the sealing edge will be worn away as the ring has worn,
and the garter spring will no longer be exercising the designed pressure on the ring edges.
- If the diap~1ragm gland is not performing its function correctly, then lubricating oil is carried up
into the scavenge space, and products of combustion, used cylinder oil and scavenge air will leak
to the crankcase.
C.Explain the functions of the upper, and lower sections .
• Situated in the top of the stuffing box , the function of sealing rings is to prevent leaka e of
scaveng~ ai~ mixed with _use.d cyl'.nder oil pr_o~ucts of combustion into the crankcase contamin!tlng
the Jubncatang the lubncatmg 011and prov1dmg an oxygen enriched atmosphere.
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· EK-MOTOR 93
• Sealing rings are usually in 4 segnt ents held a .
clearance between the segments bcin, 111 , 'gam 5t the rod by a garter spring. The total butt
1
mounted in pairs, they can be indeilc g 1cnttile ortlcr or 20 mm. manufacturing from bronze ' and
y fitted I11 I·1 .
t a flat face to the piston
Ill
•. f t c housing or mounted in a steel carrier.
They presen
•
1 •
1 Ou sur ace .
.
• Scraper nngs fitted m the bottom of th c s·t ufl1mg box scrap I b i i ii f t he piston rod on its
t the lull oil f. ' e u r cat ng o o
way up in order to preven g th Th 01·1from t he
. tom contam. inatin e scaven ge space. e
lower sets of nngs is returneu to the c . •
1 an 1 "case whilst the o'I d f h
'
1
scrape rom t e top set of the lower
rings is led to a piston rod drain tank.
. Often a set of scraper rings is fitted above ti I' .
oil from the piston d . le sea mg nngs to dean products of combustion and
used cylinder
. ro on its way down .
three segments held together agams · h
. Generally. m. t t e rod by a garter spring the total butt
- • • '
clearance 1s m the order . of 9mm. the rings differ fr om th e sea 1mg rmgs m that they have a scraping
b d
edge and holes to• provide a path for the scraped off 01·1• ey can e ma e from bronze or as a
Th
....
replaceable cast iron Jamellae, fitted into a steel carrier .
stroke engines:
QB.Wi~ reference to bottom end bolts for medium speed four
normal operating conditions;
A.Expla~nwhy bottom end bolts will ultimately fail under
it failure;
B.Identify the features incorporated into bolt design to inhib
C.Explain how bolt failure may be hastened when main
tenance is carried out; :
bolt failure. ·
D.Des~~ibe, as Second Engineer, your strategy for preventing 2012;sR3
-7 - zciio;sR4 1 zooa;sR9
1 2010;sRJ - 1 20101sR9
2ooa1sR10
1 2ooa;sR11
' 2012/SR6 I 2015/SR09 · ·2ot"sisii1--~-i01aiocr -- .
PART- C,CURRENTLY REVIEW
UNDER
A. Explain why bottom end bolts will ultimately fail

under normal operating conditions;
t to tensile stress when tightened and
· On a 4 stroke engin _e, the bolts and their nuts are subjec
stress level i~ high ~nd varies with time,
additional varying tensile stress during operation. The total
giving rise to the risk of fatigue.
and power strokes, but due to the
-The connecting rod is in compression during the compression
direction between the exhaust and inlet ·
inertia forces in the running gear when the piston changes
ses the tension in the bottom end bo)ts,
strokes, the connecting rod is put into tension. This increa
cause the bolt to fail after a number
leading to cyclic stressing. This repeated cyclic stressing will
of reversals.
B. Identify the features incorporated into bolt design to
inhibit failure;
© wwW.DIESELSHIP.COM
WWW.DIESELSH.CO
IP M
El<-MOTOR 94 I
Generous rildll to fillets to Shank of bolt smnll c r diameter th
an
lessen llkcllhood of stress root of thread - shift s point
of max
r.1islng point. stre ss from str ess conc e
ntration
I\
point.
"
Good surface flnlsh to eliminat
e str es~ /
• ralslncpolnts Undercutat end of thread and thr
/ / ead
rounded_ ~t ro~t by rolling -re
moves
collarsas shortas possible but goo
d stress raising pomt .
fit in bore to keep bolt headssqu
are
to landing.
Bolt as long as possible for
high resilience; Resilience is
capacity to absorb the maxim the
um possible strain energy bef
ore
reaching the yield point
C.Describe, as Second Engineer,
you r strategy
for preventing bolt failure.
- If bolts are damaged during mai
nten ance, stress raisers will resu
fatigue . Repeated tightening of lt , thereby incre asing the risk
the bolt when re assemblin g a of
fter mainten anc e will eventu
weaken the bolt. ally
- Number of re-tight ening is usu
ally limited by the manufacturer
be avoid ed as this increases th e stre . Over-tensionin g of bolts shou
ss level. If bolts are dama ge d du ld
rin g maintenance, stress ra iser
will result, thereby increa sing the s
risk of fatigue .
- When inspecting the bolt check
for:
- Corrosion - acid attack from LO
.
- Elongation.
- Mechanical dam age - dents , bur
rs , etc .,
- Only tighten to manufacturers
recommendations ; hydraulic jack
jig and feeler gauges . s, stretch me a surement , or usi
ng
- Do not overlo ad the engine eith
er as a whole or individu~l unit
- In order to minimise the risk s·.
of fat igue failur e, bottom end bol
elongation has reached a ma xim t s should be replaced if th e bol
um (Go - No-Go gauge) or aft er t
about 15,000 running hour s.
Q9. Whilst. operating in heavy
weather the main engi· ne l
Investigation shows considerable oses power an d mis • fiares.
quantities of water in the fuel.
A. State, with reasons, the immedi
the safe operation of the main eng ate action you as s dE •
ine ; econ ngmeer would take to ensure
B. State, with reasons, the possib
. le place where wat
C. State, with reasons, the standi er cou Id enter the fuel system·
respect to the operation of the fue ng ins tru ctio n
l system '
1nor you as Secoorl Engineer would issue with
in the fuel. :
er to prevent major problems due
to water
L_ ~J tO/SR4 _ l _200J/J _~ J~) ojiij sRif} - 200815R9 - . . __ ---- ..
. - -- .
·--- . .. 201~ / SR6 - - _T ···--· - ---
2~-1~/JR 09
A. Immediate action : --- --- 201
· 8/O CT
· --·
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. Themovement of the vessel due to 1 ,. EK-MOTOR 95
ic,wywca thcrl ias•·u1 1• ·1 · f I
servicetank below the suction •·ind c,111 .. . it to II . , . stn rnlcd water lying in the bottom o t 1e
.. sct1
- If the vessel is equipped with two 1. ux with the 011111 the lower part of the service tank.
<-,1y tanks, tic-sh f,' I
and the service tank has a low an 11 . 1I . . It gc l 1e out of use tank and change over. If not,
•t I I · I · · d ·h
' ' l ug
either of these, check the DOscrv· , t 1
suction ' 'ngc, o t 1c 11g 1 suction. If not cqu1ppe wit
cha
ice an <for water an I ·I . , . I .
. Tlwsteam to the fuel heaters must be shut . . . l c iange over tot 11stank.
olf if the last option is taken to prevent gassing up the
systrm. '
. Thi! return line. from the engine the enoine must. be 1ed back to the settling tank rather than the
. . • b
.
1111 co1urnn, to get nd of remaining
x111g water in tiie engme , f 11. as soon as possible. Isolate the
. . f . ue me
1111 1 1
xmg co umn rom t 1e fuel 011 supply pump suction .
• Operate back Oushin°b filters continua us IY,change over conventional duplex filters with the drains
openon the bottom to save-alls .
• Do not• reduce load on engine •
if poss'bl ·
1 e increase the revolutions. If the engine stalls, it may not
• .
be possible to restart 1t without flushing the whole system through.
B.State, wi th r~asons, the possible place where water could enter the fuel system;
· Th~ most obvious place that water could enter the system is through the purifier, if the bowl
sealingwater has not been shut. ·
- If the wrong gravity disk has been fitted., Fuel bunkered with water contaminatio~.
· In rough weather the water can find its way through the vents from open deck if they are not
goosenecked with bent head. ·
• Water could contaminate the fuel oil bunkers from a leaking steam heating coil, or from a steam
fueloil heater.
- If a holed tank top due to corrosion may allo~ bilge water to drain into double bottom bunker
tanks, it has been known for bilge water to contaminate the double bottom on a new vessel due to
incomplete construction welding.
-Sudden ingress of water into the service tank during heavy weather could be due to the shearing .
off,or corrosion, of the vent pipe at deck level.
· Water from waves breaking onto the deck would them find an easy route to the fuel tank with
possible disastrous consequences.
C.State, with reasons, the standing instructions you as Second Engineer would issue with
respect to the operation of the fuel system in order to prevent major problems due to water
in the fuel.
· The setting and service tanks must be drained twice a watch. The heating must be on the settling
tank lo maintain the temperature at 50 C to assist water separation,
• A daily sample is to be taken from the booster pump discharge and tested for water. The content
should be negligible.
• The purifier is to be operated with the correct size of gravity disk. This can be found by the
checkingthe specific density of the fuel from the FOBASreport and cross referencing this with the
chart in the separator manual. ·
-The duty engineer is responsib le for checking the operation of the purifier and that the automatic
de-sludging cycle is correct.
• The purifier is to be used from settling t6 service tank to fill the service tank at the throughput
recommended. Once the settling tank is full then ch;mge the purifier to operate from service until
the service tank is 60 % full, then change back from settling tank to service tank. .
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- Whilst bunkers arc being taken on boa Ir vater content. if the content
.
rd a sampIc 15 · to be tcSlCl ,or\
, d the fuel is to be a IIowec1 t0
is found to be above 0.5% then extra , 1'I 'II he req uire d ' an
v1g am:c wi
settle for at least 24 hours In the sett .
ling tanlc aoll de-sludgmg be ore 1
~ ti e purifier is put on t ti1e °
tank.
• When putting )leatlng onto a bunker . t k shows oil in the returns,
tank, if the obscrvatwn abn l t d for senior
engineers to be informed. After heating l t k the fuel must e es e wat er con ten t bef ore
l 1e an ,
transferrinc.
SEPTEMBER 2018
Ql. With rt!spcct1:0control air supp • . I· A. Define the essential conditions.
ly system for Mam Engme Contro ·. which must be satisfied l>y
the air supply for a pneumatic cont arrangmicnt and give a reasoned
rol system; B. Sketch a control a,r explanation for
supp 1Y
positioning of dryers and filters. AL
READY DONE IN)ANZOl9.
Q2. Describe the phenomena of vibr . .
ation in marine d1es . E lain the terms: (a) Transvc rsc Vibration (b) Torsi onal
e1 engine. xp ,
Vibration (c) Resonance (d) Thero Ie r ·•· 1· d
o viura wn ampe rs · ALREADY DONEIN FEB2019.
Q3.A. Sketch and describe the arrangem • · ft h · B Describe the repair. proc d . r II · r t • r
one chain link during operation of the ent of a main engine camsha c am. . ·1 d
e u1e o owing rac urc o
I . how the ch.1inIs set initi
engine. C.Givepossible reasons for the ally at the
correct degree or tension. ALREAD fat ure an exp am
DO
Y NEJNAPR2019
Q4. With suitable block and line dia

grams, describes the starting and
two-stroke diesel engine. Explain the reversing systems_ of a
importance of running direction
on Diesel Engines. interlock provided
i-2018/SR--09-r - -- - ,-- ----- -- .
:__ _____ I
--- ANSWER CURRENTLY UNDER __I
REVIEW···
QS. Describe the procedure of overhaul
ing two stroke engine stuffing box,
mentioned. Sketch and show <illparts without removing piston . All safety
of stuffing box. ALREAD precaution to be
Q6.Discussthe signilicance of cylinder DO
Y NE IN MA R2012
lubrication in two stroke diesel engines
Explain: [a) Two level cylinder lubricati considering the impact of Annex VI
on incorporated on few diesc:-1c:-ng of Marpol 73/7B .
engines. ALREAPON ines .[bl The effect or over and under
DY EIN MAR2019 lubrication on
Q7.With reforence to piston rings; A.
State with reasons the causes or brea
minimize breakage; C. Explain the poss kage ; B.State how maintenance and
ible consequences with respect to engine operation can
broken or severely worn rings. ALR perfonnance and safety or operating
EADDO Y NEINMAR2019 the engine with
Q8.Fatigue is one of the main causes of
crankshaft failure.A. Indicate on a sket
how a fatiguefailure is identified; C. Desc ch the most likely location of a fatig
ribe how a fatigue cr.ick may be initiated ue crack; B. ExplJin
used to inhibit fatigue cracks. ALREAD ; D. Describe, with the aid of sketches
DOY NE IN MAR2019 , the methnus
Q9.:Withreference to mechanical/hydra
ulic governors explain: A. Why flyw
engme; B. Howdead band effects are eights arc driven at a higher rotationa
reduced; C. How hunting is reduced; l speerl than the
IN MAR2019 D. How the output torque is increased
. ALREADDO Y NE
.
AUGUST 2018
----- SAME AS JANUARY 2019
-----
. IULY2018
Ql.Fat,gueisoncoflhemaincause
how a fatiguefailure is identified·sofc rankshaftfailure A I d'
C Descn·be h , . , . n icate on a sketch the mos .
• ·
used to inhibit fatigue cracks. ALREAD ow a ,atigue crack ma b · · · d· D t hkely location of a fatigue crack ; B.
DO
Y NE INMAR2012 • • Expl.lin
y e tnttlate , . Dcscnbe, .
with the a1d
Q2. Sketch and describe Mainengine of sketches, the methods
starting air distrib t B Li
air starting system and state the purp
ose of each ALRE~ or. . st the safety devires .mil inter
· PYDONE locks incorporated In main engine
IN MAR2019
Q3. How are large slow speed •
engmes structured to withstand U1e
following forces?
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load• 0 . EK-MOTOR 97
A. Forces due to combustion
' 2014/SH06 2016/SROl , ' • Gmdc forces• c1 1
2017/SHOZ
' ·
• 20 18/~ROl
··
2
/12/SHo .,
011J/SR07
I 2013/sind
' l
• Inert a for~cs.
Z014/SIU l _ ~~~S/~~07 I l016JSR07
load - - -- - - -
A. Forces due to combustion
Effectsof the 1:asloads:
1. Alternate units firing cithci· :si·'d,c o 1. ucann
1_ •
1
tran~versc _girdcr. ' g poc <et cause a rocking effect on the supporting
2. 1 he firmg load, transmiltin,,o ti own t 11rough the r .
. g gear to the crankshaft , pushes the
crankshaft mto the transverse gir c1e1.• at t 1le same timeunnmti t . .
. .
into th b d le ension m the tie bolts increases as the
firmg load 1s transmitted I.Jack I t
crank journal centre oives a bending e e p ate. The diS ance of the centre of the tie bolts from the
b moment which tends t O d'istort th e bed plate. Bending due to
. b
the firing loads will be exacerbated if ti le tie olts are loose or broken.
GAS FORCE
FROM PISTON
! Anoular
Oh,pl.acvmont
Of Main Journ,11
l
Angul.u Oispl;iccm ont
Of Main Bo.irinu
be set up in the transve~se

3.Fretted chocks and distorted bed plates will induce bending stresses to
girder.
Waysto handle easloads;
must be strong and rigid enough to
• To handle all the above causes of gas loads, the bedplate
hold the crankshaft in •alignment.
sup port the engine for which it forms the foundation and
it hogs and sags in a seaway.
However, it must be flexible enough to move with the hull as
ated by \Yelding from steel sections and
• The bed plate consists of two longitudinal members fabric
members are welded to the cast steel
plate with a max carbon content of 0.23%. The longitudinal
throws and either side of the thrust
transverse members which are situated between the crank
.
collar.
main bearing housing. which can be
·The transverse members contain the tie bolt sockets and the
crack detected and the whole assembly
suppo11ed by cast in webs. After fabrication the wel~s are
that temperature and cooling slowly.
stress relieved by heating in a fum ace to 600 C, soaking at
2
ned and the bearing pockets line

The landing surfaces for the A frame and the chocks are machl
bored.
They support the entablature and with
- The A frames are erected over each transverse member.
crankcase). They carry the crosshead
the side plating form the space for the running gear (the
guides in which the crosshead slippers reciprocate .
be of single plate construction with
• Fabricated from a low carbon steel (max 0.23%) they.can
box construction.
stiffeni b d t in ers to support the crosshead guides or of a double plate
ng we s an 5 r g © WWW.DIESELSHIP.COM
EK-MOTOR 98
WWW.DIESELSHIP.COM . . . t'ons and cracking. The
Sharp chanecs of scrl ion must be avmt. Ic<I to pt. • t stress com:entt a ,
even ·
, .
"lll<ks can he inlct•ral with the A Ira • f l . c.lsepar ate ly f,.om cast iron and bolted on.
me 01 manu ac
u, c
II . ' th e l;111.d111f·<1ccs
. , are mach ined and the
t> '
- AOcr manu .
facture, crack tlctcctlng and str~ss re cv111g, g
I b It ' .
frames arc then erected on the l>cdplc1tca,Ilgncd nn d I atctl using f1tlcl u s.
oc ·
n.Gulde forces
OASJ:ORCE
OHPISTOtf
PISTO~l
FORCC
GUIOE
FORCE
VECTOR DIAGRAM OF
fORCCS AT CROSSHEAO
, ,, ..-- - sin it,= rs in O

, ,, I
I
t
'' Gulde Force = Piston Force x Tan cj.
\ I
'
' ', ..._____ .. , , , I
8ATDC
-The force on the crosshead guides varies 9uring the
stroke of the piston. At Top Dead Centre when
the gas load on the piston acts vertically downwards,
there is no side component of thrust. How eve r
as the piston ,tarts to move downwards and the angle
th e connecting rod makes with the vertical
increases, so the component of side thrust increases.
Friction
Material
Ship
Side . Engine
~".u.u.W-'"'4
Side
Hydraulic
Adjustment Bolts
Friction Type Top Bracing (Plan view}
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· fi t1
· EK-MOTOR 99
. Top bracmg 1s 1ttc to some 2 ~trokt! c·.1 1 ·
action forces at the crossh . 1 , oss
. 1cad cngi • t 'b ti s· ck'
ncs. it eways VI ra on or ro m g due to
re C'.H nnll mn111 bcari1 ' . d
attached pipework as well as causin , vibr . . 1gs may cause damage to turbochargers an
C. lncrtia forces g atlon 111the engine room and through the ships st ructure .
• The inertia forces originating from ti 1 1.

. c unual anct?d rotating ,.rnd rcclprocaling masses of the
eng111ecreate unb alanced external 11101• . a 1though the external forces are icro. Of these
ncnts
t
n10nwnts, only th e l ' order . (producin gone eye 1e per revolution) and the znc.1 order (two cycles per
.
revolution) need to be constclcred, and then only ior e ngmes • w1 1 a Iow num er o f cy1·
•tt b 111d ers .
• Till' inertia forces on engines with more t J1an six • .
cyhnders tend, more or less, to neutralize
themsdvcs. . Countermeasures
. . have to be taken if h u II resonance occurs m · spee d
• t h e operatmg
rangl!, a'.ldif lh~ vibratl~n level lea ds to higher accelerations and/or velocities than the guidance
values given by 111ternat1onal standa rd s.
• Inertia forces are calculated at manufacturing stages and handled by fly wheel design and by
attaching count er weights to the crankshaft.
Q4. Drsaibe the . cause

. . of thermal stress mg
and effect · m · cy1m ·
· der Hea ds, 1iners ·
and pistons. · why thermal stressing
Explain · 1s·
a::gra, .lied w ith mcreased cylmder bore. Explain how stress concentration and its effects are relieved by ~1aintenance and
operauunal practices . ALREADY DONEJNAPR2019
QS.With reference to pisto n rings; A. Stale with reasons the causes of bre akage; B. Stale how maintenance and engine operation can
mininme breakage; C. Explain the possible consequences with respect to performance and safety of operating the engine with
broken or severely worn rings. ALREAIWDONEIN MAR201C)
Q6. W11hrefere nce lo bridge control of a large slow propulsion engine A. Explain how starting and reversal achieved ; B. Describe
the im·t'stigation and remedial action required Jction required iflhe engine i. fails to turn on air; ILturns on air but fails to fire on
fuel; iii. fails to reverse. FC
DONE JN11
ALREADY . 201fl .
Q7.\.\'ithreferenceto mediumspeed engin e cylinder liners: A.Explainthe causeand effectsof Polishingor glazing;B. Describe,with
the aid of sketches, an anti-polishing ring and explain how It is fitted in the liner; C. Explain Uie action or anti-polishing ring during
the oper.1tion of the engine. ALREADY DONEIN NOY2018 '
Q8. A. Outline the problems associated with effective lubrication of the liner and piston
assemble of a large slow speed engine.
B. Describe the appearance and state the causes of each of the following: i. Clover leafing; ii.
Micro-seizure
C.Describe the composition of a cylinder oil suitable for an engine operating on residual fuel
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A. Outline the problems associated with effective lubrication of the liner and piston
assemble of a large slow speed engine
• The effective lubrication of the cylinder liner and piston assembly requires a constant lubricant
application over the entire liner surface, and that piston movement will tend to disrupt proper
lubrkation and tend to attach to the liner surface which causes metal to metal contact and
aggravate heat, the oil film has to create hydrodynamic layer to separate these to metal surface and
lubricate at the same time. However in the ,real situation the following problems occur:
- The oil is injected at defined points which can lead to an oversupply at the feed points, and an
under supply away from these points. ·
- The residual fuel normally used contains acids and abrasives that will reduce the lubricating
properties of the oil
- Thenormal operation of the piston will caus~the pisto~ movementto stop at top dead centre,
causing any oil pressure developed between the ring and liner to collapse.
- The hi ht e tures present at top dead centre reduce the effectiveness of the lubricant .
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' ·h will causea I
• The feed rnte of the lubricant Is rcgulr,tcdusually ine, w 11c I of the eng.
by t I1e spcN . . ati·on with usu;11ly
mismatch between actual Juhe nil requirem id 11c of engine oper , ·•
ents over aw e rano
loo little an .-.mountof oil lnjcctcll ;:itlow loac
ls anti <.luringengine load cha.llges.
n.Describe the ap11caranceand state the causes of each
of the followmg:
1. Clover leafing;
• Clover leafing is a form of wear on cylin • ,.- I t 1 · h sulphur content mt · h e f ueI 01·1• Clover
der mers ( uc o 11g
leafing take s place between each pair oflubrica
- Cylinder oil is injected with maximum alkating quills.
linity from the quill_s.inti as it. pass es dow 1
alkalinity reduces and acidity increases. This '. • the
results in acidic etching on the !mer surface
m the
form ofleaf scales along the sides oflubricating
quills.
II. Microseizure
• Micro seizure is caused when the liner and
piston ring material is pressed together caus
localised welding of the material in the absence ing
of sufficient lube oil.
• The causes are insufficient oil and/or exce
ssive cylinder pressures causes heavy ring
/liner
contact forces.
- The appearance is heavy scratching/tearing
in the vertical direction, together with a loca
lised
hardening of the ring and liner material.
C.Describe the composition of a cylinder oil
suitable for an engine operating on residual
fuel
- The cylinder oil will require
Viscosity- Ample viscosity to separate the surfa .
ces under high loading conditions.
Volatility - Volatility is the ability of the oil to
ignite due to a low flash point. This is of parti
importance when preventing crankcase explosio cui;ir
ns - if its flash point is low, it will ignite due
high temperature of a hot spot causing an expl to the
osion. The flash-point of a marine diesel engi
oil should be above 200°C. ne lube
Alkalinity - Sufficient alkaline reserve to neut
ralise the acids formed by combustion of
fuel oil residual
Detergents· High levels of detergent to main
tain piston ring cleanliness and free ring mov
Oiliness· Often referred to as the 'stickability' ement
of the oil - its ability to adhere to the surfaces
aswhite metal bearings , a level of anti-wear such
properties to minimis e micro seizure.
Q9. With reference to mechanical/hydraulic
governors explain : A. Why Oyweights arc
engine ; B. How dead band effects arc reduced; driven ;it a higher rotational speed than the
lNMAR2019 C. How hunting Is reduced; D. How th r outpu
· t torque is increased Al READYom.ir.
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Ql. Fatigue Is one oft he main causes of crank
used to inhibit fatigue cracks. ALR • ·

EADDON
how fatlg
Y EIN MAR
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JUNE 2018
how a fatigue failure is identified · Describeshart failur e. A. Indicat e on a sketc
c k
ue crac may e m1tla ted
,
· D De
•
b . . h ti e mo st hkely location of a fatl~u
·b e crack; B. Explain
. • · sen e, wit• h t h e a1.d of sketches, the meth
I
Q2. A. Sketch and describe th e arrang
2019 ods t
one chain link during operation of theement or a main engine camshaft h · I)
c 8 . .
I
ennine c·i·ve p "bl c am. · cscn bc th e rep air procedure follow
correct degree of tension. ALREADDON " - · oss1 e reasons for the failu ing fractu re of
Y EJN APR . d .
re an exp 1am how the chain Is set Initially 1
2012 ; t 1hc
Q3. With regards to modern diesel engi

importance offollow ing;
ne raisin
g
the Lifl
e Cycle Value (LCV) describe the
i
(a) Low Sac Volume of Fuel Injection Valv
e·' (b) Fue Iv 1
Contamination of combustion -Chamber and a ve openin p
im g ressure regulation; (c)
and Impact on LCV. pact on LCV· (d) C t . .
' on ammatton of lube oil
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(a) Low Sac Volume of Fuel Injection Valve

• Design of the diesel fuel injet:tor nozz·l c, s ct ttlcal to the performance and emissions of modern
I . ., .
. . 5 · ·, .
diesel eng111es. ome of the important
• lllJcctor nozzle design parameters include detai
ls of the
. .
injector scat, the lllJector sac and nozzle hole si'·, ,1
~e anus 11ape.
. .
• The "Sac"is a small volume within the fueI fl ow path of a fuel mJector. It is defined as the volume
· t) · the
benvcen the. valve seat (fuel shut off 1Jo11 1 and the entrance to the final metering orifice of
.
· .
inJ·ector. Tins sac causes fuel inJ·ectors t o d e11ver uncalibrated excess fuel when the engine is
•
•• •
oper,1tedunde r low loads , high man
c
10 Id vacuum cond1t1onssuch as decelerations dunng load
1''"
• •
removal or 1dlmg.
Seat
Initial seating line

Injector body
Sac
Nozzle hole
sac at the tip of the fuel injection valve is
- To improve LCVlife cycle value, the volume of the
dripping is restrained, which eliminates
minimized. Injection is sharper and post injection
contamination from unburned fuel.
nces heat resistance and durability against
-Nitriding treatment of the outside of the fuel valve enha
corrosion for longer service life.
on of fuel leads to more over-rich regions in
- At too low sac volumes, poor hole-tu-hole distributi
n
the combustion chamber and increased soot productio
(b) Fuel Valve opening Pressure regulation
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nrhe effect of v.tlv o Qponing pr essure (Hcnvy fu o • • •
..,v,, Opening Pressure

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Accumulated operating hours (h) Accumul:lt~d operating hour s (h)
- By increasing the valve opening pressure it increases the quality of atomization which leads to
better combustion and improved life cyde of the components.
- In some of the 4-stroke engines valve opening pressure has bee n increased up to approx . 30 % . It
improves atomization of the injected fuel and reduced smoke density during low load operation.
( c) Contamination of combustion Chamber and impact on LCV
- Contaminates turbocharger which leads to majority of the pre-mature failures of turbochargers.
- Contamination of combustion charger leads to abrasive wear on the liner surface by increas ed
liner wear, piston ring wear consequently higher blow past and related issues.
- Piston crown burns away faster with higher contamination.
- Smoke and emission issues .
- Accumulation for a prolonged period aids in various deposit s and poor heat transfer aids in
localized heating and failure of material.
- Blockage ofthe ·valves and exhaust passages.
(d) Contamination of lube oil and impact on LCV
- High rate wear leading pre-mature failure
- Contaminates the running gear.
- Possibility of acid corrosion due to low TBN value
- Bacterial attack
- Frequent clogging of filters
- heave wear will lead to line ~nd piston wear which wHI also c .
fire and other related issues. ause blow-past leading to scav en ge
- Wear on gears causing higher clearances .'
- Low load carrying capacity oflube oil.
Q4. With reference to Modern diesel E . d

J d di ngme escribe the f: t1.
eye e an . scuss The folJowing. . ea ires of High pressure Miller
(a) Reduction in Air Temperature due to M'll
(b) Recovery o f Pressure in the Combust· • .er h
Cycle·
,
(c) Effect of Miller Cycle on specific fu l ion c amber during the Miller cycle·
d) Th I e consumption a d N
C _. _ ~- ~pact on va_riouspara.meters durin
,
c n Ox emission;
- ~ ~ load operation
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(a) Reduction in Air Temperature clue • er Cycle
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Crank Angle
NOX
Reduced air temperature befo r e combustion - Decreasing
r cycle closes the intake valve earlier than
- With the miller type cam in its intake stroke, the mille
stroke ea rlier, the intake air expands and
con-ventional combustion . - By finishing the int ake
air temperature before combustion in the
temperature in the cylinder decr eases, and by reducing
next compression stroke, the NOX emis s ion is reduced.
For your knowledge ONLY, if you possible make a free
hand sketch in exam
Exhaust
1,.1.,ke J~ E x haust ~)~
In l l~ hau s t
Inta ke
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Deo-easin g NOx II
g the Miller cycle
(b) Recovery of Pressure in the Combustion chamber durin
r alone decreases the air quantity charged
- Using the method of finishing the intake stroke earlie
pressure and worsening the specific fuel
in the cylinder, resulting in decreasing the cylinder
consumption.
EK-MOTOR 104
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60 80
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ec ve of r sure 1 1
Incr easing the intak e pressure hY1 • h ess ure ratio tur b ocIrnr ger during the short intake strok e
.
• ,i g pr d
ensur es the qua·nt ity of charg e d air
. d re to restrain the incr eas e of the
an fiixes the cylin er pressu
specific fuel consumption.
(c) Effect of Miller Cycle on specifi . I NOx emission.
c fuel consumption anc .
- As per Miller cycle, mo d ern engmes
• re using variable inlet closm g.
- A full load due to variable inlet a . l"nd
t closure, the ma ximum cy I er temper atu re is r educed . (NOx
fom 1ation occurs at temperatures . f 12OO0c)This is comhin ed wit• h • •
m excess o · · higher compres sion
ratios and slightly later fuel injectio
n timing.
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• The Miller cycle is a low cost and
effective method to reduce NOx
delaying intake valve closing time, emissions. By advancin g or
the effective compression ratio is
the in-cylinder compression term decreased, and accordingly
inal temperature ,md maximum
reduced . combustion temp erature are
(d) The impact on various param
eters ~uring low load oper;ition
• Miller timing is a preferable strategy using Miller cycle
to improve engine efficiency and
• Miller cycle is achieved by closing reduce NOXemissions .
the intake valve earlier or later than
inlet valve closing.· This type of inle normal i.e. early or late
t valve timing reduces th e effectiv
becomes shorter than the expansion e compression stroke so it
stroke . Red1:1cingthe effective com
combustion temperature which is pression stroke lowers the
one of the key factors to reduce NO
• Shorter compression stroke mu Xemissions .
st be compensated by li°igher cha
demands is made on the turbocharg rge air pressure I.e. Incr easing
ing system .
• Thus Miller cycle can give cold
problems at part load and especia
more beneficial timing by using a.va
start problems, increased sm oke
lly at low load. Such probl ems can
emission s and operating
be avoided by switching to a
l
I
riable inlet valve closin g sys tem.
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EK-MOTOR 105
QS.With rega rd s to modern 4-slrokc diesel engine explain the following;

A.The function of protection ring installed 011 the upper part of liner;
B. The modification in fuel injection drive system compared to conventional 4-stroke
engine;
c.Staggering oflayout for multi hole nozzles;
o.Effect of swirl and squish during the combustion process and how swirl and squish is
generated.
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A.The function of protection ring installed on the upper part of liner;
• This is now a common feature of both and four stroke engines in order to eliminate the problem
of bore polishing which is prevalent in engines burning heavy fuel oil. In operation carbon tends to
formon the piston top-land which eventually fills the running clearance and touches the liner wall
producing a polishing effect with increased wear and oil consumption.
Anti-polishing/ Carbon cutting ring/ fire band ring
Piston
,~
~~
. ~~
-~ - ~ .
. ~ ·- -~ 1 · g inserted into a recess in the top of the liner. This ring ~as
-Th e cutting ring compnses a st ee rm I f
. . han the cylinder liner bore . As the piston top-land (this is a so o
a smaller mternal diameter t . . an carbon build up is removed. It also produces a
reduced diameter) enters the cuttmg nng Y .
· belt which forces lub. Oil away from the combustion area
sudden compressive effect on t h e nng .
assisting with the reduction in oil consumption.
• The main advantages of the cu tt Ill. grin"O are·•
1. Reduced stable Oil consumption
2. Reduced liner wear
3. Cleaner piston ring_area of trunk piston engines
4. Reduced insoluble m the sump
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• · I , the same effect which is
• As an alternativeto the steel antl•pollshl11gnng, wartslla eng111c~1.ivc
achieved by cutting a screw thread in the top part of the liner. The temperature of the th read peaks
rises and Increases the tempcrnlurc cncournging carbon to form in this area
B. The modlncatlon In fuel Injection drive system compnrcd to conventional 4-strolce
engine.
- Separate drive erll1ipment: separate drive equipment, is adoplcd for fuel pump.
-A cover Is provided on the upp<•rpart of roller tappet to ensure discharging outside ofleakcd fuel
from till' ch•..ir;-.ncc
of plunger and barrel to prevent the mixture offuel into the cylinder.
- Electronic injection system more common with modern engines removes nmning gears and
heavy parts. Injection takes place with the actual cam position, power delivered, emission control,
exhaust tcmperature etc. Proves fuel efficient and less emission.
- Negative cams - Ensure positive closure oflnjections and trims sharply which avoids dribbling,
and arter burning.
C. Staggering of layout for multi hole nozzles
Staggered layout of nozzle hole arrangement incorporates 2 layers of nozzle holes, Outer layer
holes are smaller hence the spray and penetration is normal like conventional layout. The inner
layer of holes are slightly bigger diameter hence the spray is shorter.
- Such spray utilizes the combustion area and mixes well with the air which improves combustion
and reduced smoke during start up and slow speed operations.
Conventlonal
layout Stauorad multl-hole nozzle
D. Effect of swirl and squish during the combustio
generated n process and how swirl and squish is
Swirl:
The rotational motion of the fluid mass within the c Ii .
the rnixingof air and fuel to give a homogeneous mi~t:der ~sc_alled swirl. Swirl greatly enhances
mechanism for veryrapid spreading of fla f d . e w1thm a short time. It is also a main
~e ront urmg the combustion process.
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• Swirl can be generated by constructing the intake system to give a tangential component to the
intak~flow as it enters the cylinder. This is done by shaping and contouring intake manifolds,
valveports and piston faces.
• Swirlis usedto:
1.promote rapid combustion in engines
2. rapidly mix fuel and air direct injection engines
3. Better combustion, lesser emission, high fuel efficiency, increased power
Sguish:
· Squish is the radial now occurring at the end of the compression stroke in which the
compressed gases flow into the cavity in the piston or cylinder head.
• As the piston reaches TDC the squish motion generates a secondary flow called tumble, where
rotation occurs about a circumferential axis near the outer edge of the cavity or piston bowl.
· Turbulence in a cylinder is high during intake , and decreases as the flow rate slows near BDC.It
increases again during compression, as swirl, squish and tumble inc·reases near TDC. · ·
. .
• The high turbulence near TDCwhen ignition occurs is very desirable for combustion. It breaks up
and spreads the flame front many times faster. The air-fuel is consumed within a short time and
knock are avoided. ·
. .
Q6.Describe the starting and reversing system of an electronically controlled diesel engine
and compare with engine having cam shaft and explain the following;
A. reduction in air consumption during engine starting; B. Improved performance during
astern starting and crash astern. l · ---··- •·
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• Main starting air of 30 bar is connected to the air start automatic isolation valve which is
controlled by a pilot solenoid valve.
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. When the start command is received from main console , it sends signal to the engine control
console which has information of the position of the crankshart. This sends signal to start solenoid
and to distributor control module. ·
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thl.!pilot sol cnoid
_Start solen,
oid opens air to
ti b which opens the top chamber in 'Main air automatic
stop va I.vc 11ence 1e 30 ar main '·iir fo1.cc ovcr coml!s the spring force and the Automatic valve
ti .,. I I
opens air to 1e man110c .
• Simultaneously, the distributor. control mot I uIc receiv . es the signal. Dased on the direction (Ahead
. . . ., . . as
or Astern) of sta1 t, sends s1g11al to ti IC correct umt m either Ahead or Astern sequence
requestccl.
admits 30bar air to the combustion
-The pilot air opens thc air st art valve of individual units which
control takes over admitting the fuel as the
space for turning th e engine from where the governor
correct RPMis reac 11ed.
Parts Conventional Engine ---!---1
~ -·Elect~o~fc engine
Pilot control module with
Air start distributor contr ols
cranks~aft angle position
Air start distributor the opening of pilot valve feedback determines the air
hence the starting sequence. admission.
.
Chain dri; ~ ~ the distributor 1-- ------
gear is required to turn the No chain ~~ives. Only~ crank
Chain drive angle pos1t1on reader 1s used. ,
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d 1s n u or. - · - l
I • - · • • -· - -
• • • • 1
Physical reversing by cam Reversing is simply done
shift or cam shaft movements through the control of
Reversing aides reversing. Separate solenoids which is activated
mechanism is required to · based on crank shaft
____ __ position. _ __ _
move the cams and shaft
Pneumatic signals are
' Physical pneumatic piping is ·replaced by electronic
required for activation of signals hence only wiring is
Air piping solenoids valves and for air 1
required to connect such
distributor. various points.
.. . --- - -- - -- ----
A reduction in air consumption during engine starting.

depending on the RPM and the fuel
- Scavenge air consumption while engine starting varies
ntional engine where Fuel admission &
admitted into the combustion space. Compared to a conve
olled engine the fuel timing and quantity
timing doesn't have any control, on an electronically contr
injected is controlled based on the mass of air flow.
a~hieve less unburnt fuel in the exhaust
· This is mainly aimed to reduce the emission 's and to
system.
er has no output and the engine relies
· During start up the air mass flow is less as the Turbocharg
timing is adjusted to suit the air mass
on the auxiliary blower. Hence, the fuel admission and
available for combustion.
unit determines the number of fuel injectors
-In engines with more than 1 fuel injectors, the control
of combustion hence the need for air is
that actually injects fuel based on the existing variables
highly reduced during start up.
air pressure can be increased faster than
- Faster acceleration of the engine because the scavenge
eration
normal by opening the exhaust valve earlier during accel
the actual need for air is considerably low
- Due to metered fuel injection based on the available air,
·
and insignificant.
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•
B Improved pcrfonnancc during astern c timin g ;:ind sequencc I1s electronically
s ta. rtlng •and. crashti astern. d .
• . r starlln valv,•s ar,• electrnni colly rontrnll cd hence ,' ears hence rev ersing ag an runn ing
controll g
Ai · cd which is . 1t•pcrH1en
. IIH • l or the phys ic,11nrnnmg g Jc;.rncons e quential as the start v.ilve
. s top
. • tu come to a
din.•rtion interlock time fort IlC c:rarikslnft ·
11
t' is indcpt'ndcnt controlled lry the computer. inertia forces are highly reduced
oDJlCratml1igl1csl ·1ccuracy of liming ora ir start valve and s equenccfJ·,·ake air application ls done With
- uc o • ti ti ·f rash astern. h ·
and res pon se Is quicker at astern start s an ur ng c . • which reduces stresses on t e engine
•
highest accuracy in. e 1ect ron1ca· lly controlled engme
components due to crash astern movements.
. k up. sensor, discuss with suitable

. pie
Q7. With regards to modern diesel engines revolutrnn
diagram the following; . tment of pick up sensor; C.. Adjustment

ofrevolution pick .up sensor; B. AdJus
A. Functioning
of rotary encoder, D. Adjustment o~pulse .31n~l_e_~ffse~. - -- - ·- ... ·-- - -
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A. Functioning of revolution pick up sensor;
MINIMUM
AIR GAP OR
CLEARANCE
CONNECTOR"
PINS i.,t
JAM
END PIECE
OR SEAL
- To control the speed of a prime mover and speed controls to compare actual speed to desired, or
set, speed.
- The speed sensing is most Important factor of automation system ranging from governor control,
AYRcontrol, fuel injection, Speed protection etc.
- There. are many types of pick up sensors available and the mostly used one is ma g netic pick-up
sensor
• When a magnetic material (usually Uywheel or the a gear tooth or the turning gear) pas s es th rough
the magnetic field at the end of the magnetic pickup, a voltage is developed.
Is translated by the speed control into a signal which accurately
• The frequency of this voltagemover.
depicts the speed of the prime
B. Adjustment of pick up sensor;
on magnetic
•orThe pick-up (MPU) is usually mounted
a rigid bracket. · radially to the gear, either through the housing
The gap
•closest between the end of the MPU and the gear tooth shall be set at 0.25 to 1.02 mm at the
point.
- The MPU will be damaged if it touches the moving gear.
..
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, EK-MOTOR
A 11roperly installed MPU will provitl , .
· . , , c as n1uch as 50 Vac (rms); most controls like governor or
AVRwould require a mm1111um of 1 S V·1,, •it tl1u lo
· '" ~ ,., westspccc. 1
Voll:l''e decrea se s as the MPU is mov, Ir •ti . . • d
- ° CL a1 1c1 from the gear. If the gap between the pickup an
th e " ear cannot be measured directly ·t 1 .. 1. .1 . h
r, • can uc ucternunctl by counting the number of turns t e
pickup is backed away from the gear.
c..Adjustment of rotary encoder;
- A rotary encoder, also called a sh .1ft encoder, is an electro-mechanical device that converts the
angul,ir position or motion of the flywheel to an analog or digital signal.
- There are two main types: absolute and incremental (relative) . The output of absolute encoders
indic;,tes the current position of the wheel, making them angle transducers. Mostly used in
electronically controlled MAN -ME or Wartsila RT-Flex engines .
. The output of incremental encoders provides information about the motion of the flywheel, which
is typiC'ally
further processed into information such as speed, distance and position .
. An absolute encoder maintains position information when power is removed from the system.
The position of the encoder is available immediately on applying power. The relationship between
the encoder value and the physical position of the controlled machinery is set at assembly; the
syskm does not need to return to a calibration point to maintain position accuracy.
- An "incremental" encoder accurately records changes in position, but does not power up with a
fixed relation between
encoder state and physical position. Devices controlled by incremental encoders may have to be
calibrated to a fixed reference point to initialize the position measurement.
D.Adjustment of pulse angle offset . .
- To adjust the pulse angle offset of a magnetic pick-up sensor, the offset volume to be adjusted
according to the output pulse signals. .
- Such adjustment to be done using a manufacturer supplied osc~lloscope while visually confirming
the waveform.
· To adjust the pulse angle offset, the following steps are carried out;
1.Monitor the output wave form .
2. Compare the output form with the actual wave form in the oscilloscope.
3. While continuing to turn the flywheel, observe the wave form and adj us~ the OFFSET adjusting
to match with the reference output form.
4. Finally set and Jock the offset adjustment knob.
QB.Explain the working principle of variable turbine inlet turbocharger VTI, with regards
to VTIturbocharger discuss following; . _
A.How is the exhaust gas inlet variation to the turbme achieved;
B.Advantage of VTI during low load operation;
C.With the aid of diagram show the mec! 1_anism t? alt ,e~ ~ -•:__ ___] _ __ _ _ ~J ~ ~ _- -·i
: 2017/SR0S ' 201B/SR06
. the exhaust gas 111

A• How 1s . 1e t variation to the turbine achieved . . )
. . . b charner is to convert pressure energy to velocity (kmetlc energy .
- Function of nozzle nng m tur O r. , • t h
Hence by altering the nozzle r i ng g eometry the scavenge pressure can be vaned wit I respect tot e
RPM.
COWWW.DIESELSHIP.COM
El{-MOTOR 1
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M
.
. betw ee n two stage
12 l
- The VTI Turbocharger ch ·tc h the no z 1 s,
incorpor ates a m e ::in ism to sw• ze
enabling an operation . . ti t of
• .
a wrbocharger cu t-o ut in a mu
It'1 turbocharger engm. e
snni 1a, 10 ta - .
where cut out of one of . ..
th e TC me, ease s ex haust to a not 1,e r which supp 1,es more air.
- Reducing the no zzle ' , ca . b · fed to the en .
,,rea Increases' ti,e, 11ressure of t11c s • venging air emg gme,
d b W h
which reduc es the fue
l cons • I r a low loa Ya bout 3 to 5 g/k ·
B Advantage ofVTI du umptwn unc e .
· rin g low load operation .
• ti1 at th e pressure is ma
- VTI Turbocharger inc 1 tgi ng air pre ssu r e so ' int ain ed ev en
rea
during partial load opera ses t te scave1 I \
tion, improving the fue ffi ·ency of the engine.
. 11 e ,c, . reduces the
- Operating an engine s cavenging air pressu
at partia oa d during slow steaming re of
combustion air thereby .
lowering fuel economy.
C.With the aid of diagra It VTI \
m show the mechanism
to a er . l
NOZZLERING \
- I l,:izzJ':'fin$
t
'.-.;::,,+,1----- - - - !nt r"'c : d nozz!~

ore.:i\'lh-?n
V,"IW
I ! O~ n~
- The gas inlet passage

stages by admitting the
is equipped with an
on-off valve which ch
anges turbine capacit
\
exhaust gas into two y in two
- When the vessel is in sep ara ted concentric segments
slow steaming mode, of the nozzle ring.
closing the on-off valve scavenging air pressure
which thus increases of ma in en gin e is increased by
pressure is increased the speed of the turbo
thus decreases fuel co ch arg er he nc e the scaven ge
nsumption rate and
-The black portion of
the fins are ( actual no CO 2em iss ion .
zzle area between fin
the ON/OFF mechanism s) the area which is
. governed by
- The partition wall sep
arate the nozzle area
opened and one with into two one with the
the same closed. black portion on the
diagram
Q9. With regards to conn

ecting rod ovality of fo
A. Importance of connec ur stroke diesel engine
ting rod ovality; B. Met explain following,
C. Discuss the impact hod of measuring the
of ovality if it increase connecting rod ovality
s beyond the maximum ;
M~th~d-~~~s~~-'"!~~~~_g al lo wa bl e limit; o.
l Z~1_7/SRO~ --- j ZOlB[ r:th' !: elo"!l~~~io~~ conn
ecting rod bolts. .
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*****ANSWER
CURRENTLU .. - ·
YNDERREVIEW
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EK-MOTOR 113
Ql. Fali••ue
. ·
1s one of the ma m causes o f er llll·s1 APRIL201u
- . - .........
"' • ' 11111' 1 /\ lndi..1..M.~U..:Q.
how a fauguc failure is identified; C. l)cscri lit• how ·"r url!
i • •
.
catc on a skl'lch lhc 111 .
osl likely location of a faliguc crack: B. Explain
. . ,I .11 g111•cra cl b .
used lll inhibit f,1llg11c cra[ ks. AL!IB.ulW nuernJfillllli20.J.2. l may e Initialed; D. IJcscribc, w ith lhc aid of sketc hes, the methods
Q2. A.Outli11 e lh t' prohlc ms assoc i.1h' d with c tlt:rti v, ,. .. .

1 1llu l 1c,1t1011ol.
cscrib1 • the )tc and st.He th t• r ,111st•s u f ,, .
,1ppca r .11 th e 1111
· . d . .
D 1 1 e1 an piston asse mble of a large slow speed eng111e. B.
. . · • l 0 1l 11c follow in,.. 1 Cl ·
1
, .
ofa cvlin,11- r 011sml a l.Jk for ;111cngilw 11p t• a-.111111, •• •. .,. • over 1earmg; 11.Micro-seizure; C. Describe the compo
..
s1llon
- · . ·. . , , , . . .
0 11 1 1
irn ., fut'IAf.ilEAOYOONElNiU
Q3, With nkllll CC lo hn ct.;e t onll ol ol a I.HTC'~lowl ts(ll'lll LY2010
-111. •<ti~Jtion ·111drcmrdi ,1aclion l""l Jlli' i·c' . 151.011
t.I,r I t ~ " iu _ eng me II. Explain how starling and reversal achieved; B. Describe
• • • ' l1,K lwn requir e d ifll , , · , 1• • . . . . .
fuel;iii. 1.,ils to reverse . ALRE ADYDONE )NDEC lll ll! cngmc • IJil s lo turn on air; h. turns on air but fails to fire on
20
Q4. A. Explain the possible reasons T/C vibratioii wh"l

• • 1 e operat Ing at a stea dy spee d;
B,State how th c mctdence of turbo charger vibration might be minimized;
c· Explainthe action to be taken in order to ma 1·ntai·n 2 stro ke - engme
· opera t·10n m
· th e
vent of turbo charger having to be taken out of service;
D.lndi~te th~ e~ect ~•~~_act:!_~
~1 will have on engine operation.
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A. Explainthe possible reasons T/C vibration while operating a.ta steady speed
- Rotor of the turbocharger is unbalanced due to heavy contamination of compressor side and
turbin~ blades. ·
-Turbine blades or binding wire in turbine blades is damaged.
-One of the turbine blades may be broken or eroded too much which may cause the rotor to become
unbalanced due to vari ation of centrifugal force acting in various blades during operation.
-The bearing may be misaligned, Bearing failure, which would reduc e the support of the rotor
- Imbalance of the rotor from damage by foreign object striking it.
- Slack foundation mounting of the T/C casing.
- Excitation from external sources.
- Water ingress due to casing leaks
- Poor combustion.
B.State how the incidence of turbo charger vibration might be minimized
Contamination of the blades _ The remedy is to clean the compressor side and turbine side either
bywater washing or by dry cleaning. .
- fitting of a protective grid between the engine and the turbocharger, and regular overhaul of the
exhaust valve/piston rings
- Regular changing of the lacing wire at the inspection stage
- Regular changing of the bearing s and the sump oil .
- Regular checks of the foundation bolts. . . .
· . h •
C. ExpIam t e action o e at b t ken in order to maintain 2 stroke - engme operation m the vent
of turbo charger having to be taken out of service . .
. d
· When a pulse system T /c 1s ama
ged and cannot be used, then the followmg cause of action could
be used:
St ·
· op engme d fit otor locking devices at both ends , Close the compressor outlet
- Ren b · d covers an ' r
1ave earmg en . t leak out, but at the same time prevent rotor warping
to ensure that scavenge air does no
• Maintain FW circulation . •d thermal overload of the engine.
0 . t duced load to avo1
· perate the engme a re b ry slow to accommodate the scavenge air need.
- Lt · f h ine has to e ve
oac mg up o t e eng © WWW.OIESELSHIP.COM
..
El(-MOTOR 114,
WWW.DIESELSHIP.COM · . , by one of the following:
1
-The nmount of engine power that t:an he dcveloped could he lln11lu
- Exhaust temperature
- Smoke condilions.
- Enginevibration
- RPMof other T/C.
·n Bf: 1·Dcscrllic
Qi: • Skn...h ancl describe the arran gement or a main engine cams Iia rt ; Iiat1l1c. l I,c rcpa ir procedu re following . II re hof
. fractu
c and explain
111r how the chain is set ln1t1a y at t e
" " link
... "chain
one • .11s,or
' • clmi ng operation of the engine. C.G,Ive poss Ible rc<1s0 .,
ron't'ct degree of tension. ALREADY DONE IN APR2019 k .. B State how maintenance and engine ope ralion c;in
Q6. With reference to piston rings; A.St:itc with reasons the ca_uscs of ~:: atoa~:•rf~rmance and safety of operating the engine With
minimize hreak.lge; C. Explain the possible consequences with resp
broken or sc\'crely worn rings. ALREADY DONEINMAR20l9
• ii I1eater arrangements:
Q7. With reference to mam ho er super fl with parallel flow design.
A. Compare the advantages and disadvantages of contra e;:ilow for expansion.
B Describe bow the element tube banks are supported Y d" .
C.· De h ea t er effectiveness
-·· . . . .. and con
------
..2013/SR7·--· 1tion.
·- :·
scribe how boiler carryover affects--super
,·· .. · ....
- · ·- -- ' 2012/SRB '
2·0-1_4_/sn · o l
·
2010/SRll : 2011/SR7 r 2~1_1(SR!~. - -· L 2012~~R~ _ !- _
_ .. . . ___
--
-..-~2014/SRlO
/- . _
-- .. '. 20_1~/ s~o~ -- . ·- 2016/SRl0 -· , 2017 /SR09 . _ 2018/ SR_04
Advantages and disadvantages of contra flow with parallel flow design :

A. Parallel flow .
• High thermal stress due to high temperature differential at inlet, possible st~ess corrosion
• Low temp differential at outlet, therefore inefficient use of tube area.
* Low mean me.tal temperature allows low grade metal to be used since the temperature troubles
are avoided.
B. Cross flow or contra flow:
* More uniform temp gradient gives better overall heat transr er
* High outlet temp of cold fluid may be useful for heat recove ry
• High mean metal temp requires high grade of metal element tube ba nks are supported yet allow
for expansion :
- Integral furnace and D-type water tube boiler s usually have their s uperheaters placed betwe en
the steam and water drum, behind two or three rows of 50 mm diameter screen tu, thereby
protecting them from the direct radiant heat of the furnace fla me. The superheater consist s of
series of U-tubes which project horizontally across the stream of ho gase s leaving the furnac e. In
many cases the tubes are given a slight slope, just sufficient to allow for drainage.
- As these boilers operate with superheat temperatures below 455°c, solid-drawn mild steel tub es
can be used. These tubes , 32 mm in diamet er, are expanded and bell-mouthed lato two separ ate,
cylindrical or rectangular section, forged steel headers wtiih ar e arr anged in a vertical position,
outside the gas stre am, at the rear of the boiler.
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- -- - ::---_ EK-MOTOR 115
Gas
baffle
~ jfi;:
~ Su::,:::~ dru~ ···•
b.afllc •
n
,-i. .
~1 S . . .,
~!' ,: . upcrhcalcr
'!l: .:J Supcrhct1te:r II
~- suppou tube ·
.,,--
Screen
1
l::: •• /
i :.2. ,.
1g ::
surpor1 plate I'•
•~~
>~
·,tt4 Suppon
tubes . /J .: t
{,
~Y.a. plates
--
1= =
~ ~ • S
• Cicen . f .. ·.
(~Loe• t ;,., lua ·lubes '- /,..· ' ; .
v" .. 'w ..
~lCl drum ~- -~
Old type iuppon New type s;upport
Super Heater tube support plates
. · way through the superheater
Internalbases. welded inside these header s, cause· t h e steam on its
to make several passes aaos the gas stream • sma II h oles m ·
· these baffle plates allow for dramage.
Internalaccess to th e be nd ers provided by means of hand holes: these are closed by plugs kept in
position,by external dogs. · ·
- Thesuper-heater tubes are supported by plates made of heat-resistant alloy steel. In some
versionsthese plates are suspended from lugs welded to the underside of the steam drum, with
a
locatingslot, and plate at the bottom as shown in Fig above Other designs use a water-cooled
support tube fitted between the steam and ~ater drums, to carry a number of support plates which
areclamped onto it. ,; ,I
GasBarnes are fitted to direct the gas flow over the ·super-heater as required. No special means of
control over the superheat temperature is provided as the normal operating temperatures are
sufficientlybelow the limit for mild steel to allow some temperature fluctuations to occur while
manoeuvringetc. However care must be taken with rate offiring at these times to prevent excessive
variationin superheat temperatures.
Aswith all super-heaters arrangements must be made to prevent overheating by allowing for the
circulation of steam at all times when hot gases are flowing over the super-heater. Thus some
steam-driven auxiliary machinery, such as turbo-feed pumps, are advisable to ensure a sufficient
minimumcirculation when the main engine throttle is closed. De-super-heaters are also usually
fitted.
Thesafety valve fitted to the super heater outlet header must be set at a pressure suf~ciently below
that ofthe safety valves to ensure that it opens first and so provides steam flow through the super-
heater in the event of the boiler blowing off.
Dueto the risk of internal deposits these super-heaters are not flooded when raising steam. Drains
and air vents arc left open. and the rate of firing kept low, until enough steam is bein~ generated to
circulate the super-heater; the steam is allowed to blow off to the atmosphere until some steam
demand exists to provide circulation through the super-heater.
Boilercarryover:
Alongwith steam water droplet gets carried away in the steam line.
Reasolli
1.Rate of evaporation too high.
2-Excessive chloride or chemicals
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3. This wet ~team will enter s11cpr heater
·
4. It will evaporate mul leave scale form I I . scal 1 'de• super heater tubes will
ing compount ,.c. · e ns•
deposit
5. Once this happens heal tran sfer will redu
ce .11d 0 wn
6. Overheating ,drop Inefficiencyof super
heals and ultimately It WI
7. Effect efficiencywill drop
8. Won't get sup erhcalcll tempcr;iture.
mr
•
cctsorcarryover
Boiler waler ~ollds carried over with stea
m form deposits in non-return va 1ves, h
supfer eaters ,
and turbine stop andcontrol valves. Carryo ·n.- .tepro cess streams and af ect product
quality. ver can con ta~u ' ·:
l d to failur tue ovcrhet1tm an I r . .
1 as sl ow
in ficure.
• Superheated steam turbines are particul • •
arly prone to damage by carryover. Stic
and stop valves due to deposits can cau king of governor
se turbine over speed and catastrophic
particles in steam can erode turbine parts, damage. Solid
while deposition on turbine blades can redu
and capacity. Lossesof 5% in turbine effi ce efficiency
ciencyand 20% in turbine capacity have
deposition. When large slugs of boiler wat occurred due to
er carry over with steam, the resulting
thermal .1nd
mechanical shock can cause severe damage
• Loss of production may result from redu .
ced capacity or equipment failure caused
In some instances, the effect of carryover by carryover.
on production overshadows all other con
- Steam can be contaminated with solids eve siderations.
n where carryover is not occurring. Con
spray attemperating water, used to control taminated
s1:1perheatedsteam temperature at the
can introduce solids into steam. A heat exc turbine inlet,
hanger coi) may be placed in the boiler mud
provide attemperator of the superheated dnnn to
steam. Because the mud drum is at a high
than superheated steam, contamination will er pressure
occur if leaks develop in the coil. Failure
these possible s·ourcesof contamination may to check for
necessitate time-consuming steam purity
studies.
QB.Describe_with referenceto mechanical/h
:;~~~e~~;~:i;ow ydra ulicgovernors explain:A. Why nyweights are
dead band effectsare reduced.C. Howhunt
driven at a higher rotational ced
ing Reduced. D. llow the output torque is
5
increased. ALRriAnY
Q9.Withreferenceto mediumspeed enginecylin
the aid of sketches,an anti-polishingring and derliners:A.Explainthe cause an c • . .
th explainhow it ·s fitt d. I 1· • d ffcct
e operationof the engine. ALREAD 1 1 e III t 1e mer· C.Expl sof Pohshmg or glaz.mg; B.Describe. with
• no an r1-por1sh'mg rmg
PON
Y IN E NOY ' • •
ain the actio f •
2018 during
. MARCH2018
Ql. With reference to a particu
reversed manually and discusslartimake of main ro . .
bl .p puls1on umt, describe how the eng
w~_~l·~-~e-~.9~~e~ ~f~~ control wer ie pro ems mvolved d ti ine is
e o erated an te safe~ precautions which
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Reversing Methods - I
A. Camshaft!s rotatedwith respect to cran

B. Camshaft1s stationarybut ca kshaft -
C.Camshaftis displacedin the axiams are turned _ s Sulzer RD & RNDEngines
ld' . u1zer RTAEngines
D. Shiftin the contact position of the ;::to
n - MANB&Wengines
pump roller- MANB&WSMCE .
·ngmes
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EngineReversine
.B.P
·· db • ·
1· Fud and start air distributor cams get repos1t1one ya common hydraulic servo motor which
e to the cra.nkshaft. Here, the engine
turns the camshaft by 9 8 degrees in opposite direction relativ
es . .
is stationary and the camshaft physically rotates by 98 degre
ulic servomotor connected to the
2. ExhauSt rotary valve cams get repositioned by another hydra
.in the opposite direction.
camshaft drive, which turns the rotary valve cam by 160 degrees
is asymmetric about BOCand
In RDengines, since rotary exhaust valves are used, the timing
·
repositioning of exhaust cams is required.
BIAEneine reversine
ahead direction .
1.Fuel Cam, 2. Oil drained out for astern direction, 3. Oil in for
RTAReversine servomotor for fuel cam
the main camshaft.
In these engines, the fuel, air and exhaust cams are fitted on
provide the correct repositioning of
- Hence the camshaft cannot be repositioned, as this will not
all three types of cams i.e. Fuel air & Exhaust cams. ·
camshaft is stationary.
· Hence the solution is to reposition only the cams, whilst the
1. Fuel cams are turned by 70 degr ees in the opposite direct
ion while the camshaft is stationary.
mounted on the main camshaft.
· The cams are mounted on a reversing servomotor, which is
· Oneservomotor is used to reposition two fuelcams.
al sequence of firi!lg. As shown in the
It is a mechanism to turn and reposition cams for the revers
:
figure,each reversing servomotor has three pipe connections
A.For sending oil pressure 'IN' for ahead direction.
B. For draining oil 'OUT' for astern direction.
C.For control pressure, which gets pressurized only when
t~e flap is in the end position.
to the flap where pressure to relieve
The control air pressure is nil during reversal as it is connected
cut off fuel.
is acting. The control air pressure can be used as a signal to
the opposite direction by a separate
2. Starting air distributor cams are turned by 98 degrees in
servomotor, while the camshaft is stationary.
used and not exhaust rotary
A.Exhaust cams are symmetrical about BOC(Since exhaust valves are
fuelcams.
no repositioningis required.Exhaustcamsare on the ~ameshaft as the
valves.)Hence,
Operation
Manual
El<-MOTOR I 18
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• Most crankshaft use a hydraulic servomotor to move the camshaft from ahead to an astern
position. When on local control, this should operate normally, when an air signal from the control
station operates a control valve to direct oil from the main engine LOsystem to one side or another
of a servomotor, which repositions the camshaft.
- lf this fails to happen, then in the last possible circumstance, after isolating the servomotor, a hand
operated jack can be connected and the camshaft pumped from one position to anothe~.
- In the case of the MANB & Wengine, a pneumatic servomotor moves the fuel pump cam followers
from one position to another. The engine control system is set up so that should a follower fail to
move, the engine will still start, but fuel will be held off the unit which has not 'reversed'. In the
event of the servo motor sticking, the follower can be barred across manually.
The sequence of events described here are for a large MAN B & W 2stroke crosshead engine.
The local control station consists of:
1. The local fuel pump regulating shaft position operating hand wheel
2. The changeover mechanism for the fuel pump - regulating shaft;
3. A change over switch for remote/local start
4. A direction cqntrol switch
5. Start stop buttons
6. Telegraph repeater
7. Telephone
· Although the changeover can be effected with the en ine runnin
engine before carrying out the procedure Howev ·grth . g. It may be prudent to stop the
· er, 1 e engme is ru · 1 h
control wheel position must be matched t 0 ti1 . nmng, t 1en t e fuel hand
e engme speed before chan ·
-The changeover dt\vice consists of a hand wheel a gmg over.
rrangement which h
out, changes the fuel pump regulation shaft f • w en un 1ocked and wound
ram governor operat' I
So that the engine can be started stopp d d ion to ocal hand wheel control.
, e an reversed fro th 1
changeover switch from bridge to local cont I . m e ocal control station, the
th e d 1.rect1on
. ro 1s moved across th , 'I I' ..
control switch is in th .. e oca pos1t1on after ensuring
e correct pos1t1on Be~ h.
operated, locking pins must first be removed . ore t is change over switches can be
Precaution~ ·
• Precaution which must be observed wh
• .. en manoeuvrin th .
side pos1t10n. g e mam the engine from th 1 .
. e oca 1engine
• The engineer on the controls is the , .
engme governor' d
secon_dperson should be present to record the en i an cannot leave the control station . A
- A third person to carry out any watch· k . g ne movements,
mg eepmg dur1es.
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EK-MOTOR 119
- fhe engine 'tacho' should be closely observed lo ensure that the correct revolutions are adhered
to,
_Care should be taken not to operate the engine In any barred speed range. (This would be listed
on a plate adjustment to the control station).
QZ,A. Discuss th~ ~arious _types of indicator diagrams and discuss the relevance of this
method of dcternumng engme performance.
B,suggest how,engine perf~rmance mar _!_>e
a~s=.sse_~ other than_~Y t~king i~d~~ator car~s.
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A,There are five types of indicator cards, which can provide the following information:
Pmax
AtmosphericLine
PCo p
2. Draw or out-of-phase cards
------; ~ ~ .:;;;~r.ro ~--... /stOpens
3 _Light/weak spring card
--------------
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IP M EK-MOTOR
......,.. 120
4. Compression card
Crank Angle
- Cylinder power, calculated
from the area within the P~V
_ Indicates afterburning presen diagram
t when card shape enlarged
2. Draw or out-of-phase ca during the expansion stroke
rds
I
- Measurement of the compre
ssion pressure
- Measurement of the point of
fuel ignition
3. Light/weak spring card
- Fouling of exhaust or scaven
ge gas flows
4. Compression card
- Measurement of the compre
ssion pressure
-Timing check of the indicator
cam
- Measurement of the point of
fuel ignition
- Measu rement of the maxim
um rate of pressure rise follow
ing initial combustion
B. Suggest how engine perfo
rmance may be assessed oth
- Power cards using mecha er than by taking indicator
nical equipment previously cards.
operating at low revs (i.e. slo discussed is only accurate
w speed engines). They are no on . engines \
high speed engines becaus t normally attempted with me
e of the higher speeds cau dium or
mechanisms . sing vibrations in springs
and drive
- In these cases, because powe
r in the engine is related to the
this is measured using a peak or maximum cylinder pre
peak pressure indicator. Th ssure,
compression of a spring to ind is can be a me chanical device, using
icate pressure or a pressure tra
nsducer linked to a digital rea
d out.
l
© WWW.DIESELSHIP.CO
M
WWW.DIESELSHIP.COM
. It is more
. accurate
• to use the d I•fference b t . EK-MOTOR 121
assessmg cylmder powers an d att empting et Ween b the pe I d
a< an the compression pressure when
taken at. about
. 80% MCR witl r °
1 ue1shut off th alance
1
. the ,· The compression pressure is
engme.
-In add1t10nthe other cylinder i>a. e cy mder.
. ' ta met ers must be k .
pump .
rack settmg
.
, scavenge nre
t'
. _1 temper ta en mto account: Exhaust temperat ur es, fue1
sstii·e ~rnu
if this method 1sused as a bas is for en, · b _ature are the most usual. It should be noted th t
• · • gine alancmn ti1 . a
equipment 1s111good condition and correctly timed t>• en it must be known that the fue1mJec · · t'1011
- As long as the engine is not running t f ·
poss1·u1e to takea d raw card to establi . tio . ast, and the ope ra tor 1s
. experienced,
. then it may be
. s1l us. Modern com t ..
out of phase diagrams to be taken for . pu er equipment now allows power and
engines operating at any speed.
Q3. Witb. reference to large starting a·ir receivers:

.
A.ExpJamwhere corrosion is likely t O
8. State the how the incidence of o_ccura nd st ate why it occurs in these regions:
corrosion in air recei · 1 b . . .
C.If serious corrosion is detected in a starti . v~rs nug it e mm1m1zed;
explain how you, as Second En ineer ng air r~ce1ver·and that receiver must be used
receiver should be subjected; g , WQulddetermine the maximum pressure to which the
D.State
. the further action a Chief engmeer · must take upon discovering such air receiver
:-~~!~~::~
--
corrosion.
200-6/S~ ~ _2006/SR7. -. 1- io12isRi . I 2013/S
.
R04-- -r 2014/SR0
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- .- --
.
-
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-· - ---
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A. Explain where corrosion is likely to occur and state why it occurs in these regions-
Themost probable location of the air bottle where corrosion occurs is
1. Bottom of the reservoir
2.Around the valve openings
3. Drain opening and around
4. Closeto fusible plug
5.Welding beads and manhole areas.
6. lnner portion welding of compensating ring is more susceptible for corrosion.
7. Chain pitting and line corrosion may occur along all or part of the length of the receiver surface
and also around the wall circumference of vertically mounted receiver. They are made up of a series
of pits or corroded cavities on the wall surface and generally are of limited width;
Reasonsfor corrosion in the air receivers
1. Oxidation corrosion - In presence of compressed high pressure air, moisture and oil which will
react with the steel of air bottle and cause oxidation . .
2. Weak acid corrosion as moisture and oil condense in the colder part of the air bottle and form
weak acid.
3. Distribution of condensate 011 the surface of the receiver is not uniform which will lead to
galvanic corrosion. Area under the droplet is anodic and it will cause pitting corrosion and
thickness of shell plating will reduce.
4.Air bottle is always under tensile stress along with these stresses there is a corrosive atmosphere
hence this will cause stress corrosion .
5. Air bottle pressure fluctuates during manoeuvring. This causes fluctuation of stresses leading to
fatigue corrosion. ·
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n.
WWW.DIESELSHIP.COM El<-MOTOR
How the incidence of corrosion in air receivers might be minimized-
I
122
1. Regular draining of the air hottle hy watch keepers.

2. Keep compressor in the best possible condition, clean, filters cleaned, air cooler, spering valves
etc in good condition to have a good qua lily of air to avoid any contamination of the receiver and
corrosion.
3. Inspect the air hottle half yearly and proper maintenance sllilll be carried our which involves
proper cleaning,rust control & good coating shall be npplied, air bottle shall be coated with special
coat.
4. Excessivecut-in and cut-offshall be avoided, Deck air o~service air compressor shall be used for
other purposes.
S. Alloil separators and unloaders, auto drain shall be made sure in good working order,
6. Subsequentto the removal of all pipework and connectors to the receiver, interior of the receiver
should be thoroughly cleaned. Attention should be paid to the surface for any sign of corrosion and
damage to the material in particular the welded seams. On completion of inspection and any
maintenance,the receivers should be cleaned and free from loose scale ,md other foreign matter.
Externalinspection
1. Cleanthe exterior of the receiver with warm water of any dust, dirt or grease, and remove c1ny
corrosion from surface if exists. Dry with clean cloth before carrying out inspection. Inspect all
threaded ports for damage and distortion. Carry out repair as necessary. Visually examine the
exterior of the receiver for any sign of corrosion, scoring or scratches, distortion or any other fonn
of physicaldamage on the material, particular attention must be paid to the welded seams. Should
storage after cleaningis to be required, even temporarily, all openings must be sealed off to prevent
the ingress of dust and dirt to the inside of the receiver.
C. How to cal~ulate maximum pressure to which the receiver should be subjected -

- Maximumcorrosion allowance of about 1.5 mm is provided for an 18 mm thick shell and encl
plate.
Hoopstress for a cylinder is give by u = Pd/2t
P = Maximumworking pressure in N/mZ ·
d = Diamater of the reservoir in meter.
t = Thickness of the wall.
p = 2ut
As 2 <1/ t will be the same in both the cas ti d .
i.c, pa. t es, ms pres sure ts directly proportional to the thickness;
P1 t1
-=-
P2 t2
P1 = Previous (Original)workingpressure
ti = Previous (Original)thickness
Pz=Pressure the reservoir could be loaded now
ti=Reduced,present thickness
Pz = Pl x t2
P1,h is taken from the manual,tz can be m du
easure hence·,
D. State the further action a Chief engine
er must take up
d"
on rscoverlng such air receiver
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_put the a~fected ~ir bottle as the standby air bottle EK-MOTOR 123
and pay attention to all details In draining the
reservoir tune to tune to secrete the moisture collected
.
• Resclthe cut-in cut-off pressures according P2 calculated
as }ler the ahove formula .
• Rest!t relief valve setting to new working press
ure. Consideration has to be given to engine
starting capability .
. This is notified lo the bridge ad also port autho
rities where it may have adverse effect on
1nanoeuvring capabilities of the ship.
. In all cases, the class is informed in written with the
complete information and the remedies taken. I
• No repair work including fabrication , patching
or machining to be done by the ship crew as I
pressure vessel repair required administration appro
val and certifitation. I
I
Q4.A. Describe how a crank pin bearing of a 2
stroke main propulsion engine is opened up I
for inspection;
B.Which half of the bearing is subject t~ greater wear
. . I
? C.Which are the various causes of I
wear down of the bearing.
:>014/SR. 07
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A.Procedure for opening a crank pin bearing
1.Turn engine to TDC
© wwW.DIESELSHIP.COM
2· '''1ount n cImn
, I , • t 0 threaded holes on either
1 • 111
1lockeither side of the crankcase Screw eye bots
side ortowcr he.iring half.
3. Attach chnln hlocks, wire slrops, anti take up slack.
4. Remove lorking plates and slacken bearing stud nuts using hydraulic jacks
5. Removejacks and nuts.
6. Usingchain blocks lower the bearing r.ovcr,taking care not to damage the threads of the studs
or the crankpin journal.
7. Remove the bearing cover from the crankcase.
8. Fit four guide shoe retaining blocks in to the crosshead guides. This will prevent the
crosshe ad
and con rod from moving down the engine when it is turned.
9. Wrap a strop around the bottom of the con rod and att~ch to a chain block mounted on
the side
of the engine.
• Turn the engine while pulling the lower part-of the con rod with the lifting tackle so that
the
crankpin turns out of the top half of the bearing. Take care that the crankpin does not foul on
the
top edge of tl1ebearing.
• The crankshart can be turned to bottom dead centre and the top half of the bearing examine
d/
removed
B.Whichhalf of the bearing is subject to greater wear?

The top half of the bearing always subjected to greater wear due to 2 main reasons;
Oil Supply
From Crollshl'"d
Bottomendstuds
sc~wcd Into
bottom h.1lfbeMlng cap,
-~::.,.~
::
~"
'' '
"' # ~'
. ',
Bearing Tin Aluminium
Sh~II on ~IC?
~l S~II
/ With LA.,,1l i<1
0 v.-1l~y
Securing Serow
1. Becausethe load on the con rod is always downw d
ar s on a two stroke eng· It · I
the bearing which takes the load. Oil is supplied dow f me, 1st 1e top half of
n rom the crosshead, through a bore in the
WWW.DIESELSHIP.COM
EK-MOTOR 125
con rod and round the outside of tile top shell to ll .1
bearing through two holes The h0 lt om I1alfof the IC cnus of the bearing half where It is. fed Into. the
• b ,. ..mg may 1iavc a groove cut into 1t to assist in
carrying the oil around. c.u
2. Unlike the bottom half of the bcarin, whi . .
the top half called as loaded h·tlf . , . }~ , , ch ls lubncn tcd through a hydrodynamic film formed
,
I ecc1vcs madcquate hy t I1.0- dynam i c I ub r I cation, . . .
'
. espcc1ally 1fthe
clearance is in excess of th . , . then th • ' . . I
e I ccommended value e excessive c earance will lead to loss of
hydrodynamic film and resultin me .. .,
bearing (top half) where now o1~ b tal to metal ~on~act _gene~ atlng heat on the loaded half of the
. 0 Y oundary lubnca t1on 1s takmg place.
The coolm effect of the oil may not b.. I • •
,, b • • e enoug 1 and w1p111gof the bearing will result which can• lead
to damabe of the c1ankpm and a hot spot genera ti ng an 01·1mist • 1 .1 • to a crankcase explosion .
eaumg
c.Wl~ichare the various causes of wear ~own of the bearing?

the crankshaft rotates. Although
• ~vality: Caused by t~ e var,:ing downward load on the crankpin as
1
tible. Must not exceed 25%
tlus ca,~occur on mam bearmgs, it is the crankpin which is most suscep
lubrication. .
of bearmg clearance or there is a danger oflosing hydrodynamic
ties in the oil which can embed
·Circumferential scoring of pin and bearing: Caused by hard impuri
in the soft bearing metal.
pitting. In the bearing, corrosion
· Corrosion of pin and bearing material. In both ·cases, ident .ified by
which ~an cause the scoring
of the tin in the bearing material produces hard scabs of stannic oxide
LO b·ecause of oxidation or
mentioned above caused by sea water contamination of LO, acidic
·
bacterial contamination. . .
betwee n the sliding surface s which causes
• Wiping of the bearing due to metal to metal contact
white metal. If the wiping is not
increased frictional heat, resulting in plastic deformation of the
show a smearing of the material.
severe or only affects the overlay, inspection of the beari~g will
or pitting), or because the
Can be caused by overloading, poor surface finish of pin (due to scoring
these will affect the ability of the
oil is contaminated by water, or is of the incorrect viscosity. All of
bearing to build up a hydrodynamic oil film.
al has broken away from the
• Spalling/cracking of the bearing material, where the bearing materi
or because the steel shell of
steel backing shell. Can be caused by faulty manufacture, overloading
e of fretting between housing
the bearing can move in the bearing housing. This could be becaus
oil to lubricate the bearing is led
and shell, or in the case of Sulzer 2 stroke engines, where the
the oil pressure which is fed from
around a groove in the top shell, this can cause distortion due to
the crosshead LO supply (12 bar).
oil which is to be used

QS.A. State, with reasons, THREEproperties required of crankcase
for a trunk piston main engine.
be obtained from a trunk
B. Explain how a representative sample of crankcase oil would
case oil charge cannot
piston engine. c.Briefly describe the action to be taken if the crank
immediately be replaced and analysis shows -
(i) Water is present; (ii) Alkalinity has fallen; (iii) Viscosity
has changed appr_eclably;(iv)
Carbon content has increased. ! 2014/SR07___ I 2014/SROQ
:- 2008/SR2-- -- ,- 2oio;-sk"i- - 2010/SRZ i 2~13/SRl- :·2 oi3/SR8 ·-
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a
"th THREEproperties required of crankcase oil which is to be used for
A. State, w1 reason s,
trunk piston main engine.
ww~.DIESELSHIP.COM El<•MOTOR 126
Lubricating Oil not only lubrlcalcs allll cool . . the cylinder liners
I
s the hL•nrlngs . l uni.s1· '·,lso lubricate
and combat the acids formed by the produ cts · . . t' es of trunk piston
orcombu stion. Thre e proper 1
enginecrankcaselubricatingoil
1. Stablllty
Stahillty• therm al and oxltlallon stahillty ensures d "ly det eriorate under
that th e oil should no t rea 1 t
normal runnln~ condition ba se stock for man
, f ti
s. Stability ensure by the use o f il gon eI u,ac ure o 1e
lubricatin g oil ;,nrl us e of additives.
2. Viscosity
.
os1ty, t I1e grca t er w 1·11
• Viscosity is a measure of internal resistance •
to now o f nu Ids• · J-liffh
r,
er the v1sc
be internal resistance to now.
• The primary function of lubricating oil .
is to -reduce friction and w _ear between
elements. For this purpose a thin fluid film the ni~b'.ng
must separate . the tw _o running surfaces
thu s avou.lmg
metal to metal contact.
• Too low a viscosity may reduce the oil film
thickness with chances of mechanical cont
act betw ee n
the parts resulting in increased friction and
wear.
• If viscosity it too high there will be incre .
ased internal shear re s ist ance between
the layers or oil
film, temperature rise and power .loss.
3. Total Base Number (TBN)
• Total Base Number (TBN) - should be 15
to 30.
- The required TBN is obtained l;)y the use
of alkaline additive s . Alkalinity of the cran
essential for neutralizing any acid that may kcase oil is
be formed . This is particularly important
piston type engine where any blow past will in a trunk
result in acidic products of combustion
crankcase and contaminating the oil. entering the
B. Obtaining a representative sample for anal

ysis:
• For systems where the oil drains back to
a sump without being directed through a
engines), draw from the pressure line dow line (such as in
nstream of the pump (b e for e the filter).
- Permanent sampling points should be at
elbows in pipe runs in preference to strai
This will help to ensure that the flow regim ght sections.
e at the sample point is turbulent and that
contaminant particles do not drop out of susp we ar and
ension.
- A representative sample can be drawn
from the system only when the pump is
preferably the engine has run for about 30 working and
~inutes when the oil in circulation will
mixed up and homogeneous. The sample be thoroughly
s hould be drawn at any convenient poin
circulation system e.g. an open valve or cock t on th e oil
after the circulating pump, at the filter or
Procedure to similar.
take the representative sample
- Ensure the oil system is under stable oper
ation condition
1. Place the oil container beneath the samp
ling valve
2. Open and close the valve few times and
leav e it open
3. Flush the pipe by draining one litre into
a bucket.
4. Open the sample bottle while keeping the
cap in your hand to .ivoid contaminating
5. Place the bottle under the oil flow without it
the pipe touching the sampling valve
6. Fill the bottle to approximately 80%
7. Place the cap on the bottle immediately
after taking the sample Close th
8. Once taken, All samples must be clearly
marked with number or so
· e samp 1·
mg va 1ve
mark the correct equipment It was taken d fi . .
from . me e mit e identification to
.COM
WWW .DIESELSHIP
127
c.Action other than replacing the craul . . EK-MOTOR
(i) Water is present: <case 01 I when analysis shows:
- In the first place, source of water conta 111 · t·
. 'f may be reJllOV"d b . . . .' 1na 1011should b e t race. ctan· d e 1·ammate
· d.
• Wal• l! " Y centnlugmo in . . 1 1 . .
. . Id b ti 11. . b case t ie separator as connected to the engmc sump.
1
This s 10u e 1e 1t st option keeping lh . . .
·ough1mt to the minitt\l f ti . e separat .1011temperature close to 90 0c and by keeping
ti11 1111o ic • cco111mended value .
. Water should be removed from the syst f .
· em a ter stopping the engine allowing the circulating oil
time to settle down. •In case• a drain plug or valve is fit'ted 1•t may ,.ue poss1'bl e to d ram • out t h e water.
.
·1 ·
traitsfo rmmg 1e 01 , usmg a ram or trans fer pump
d •
. may be given to
. Alternatively, cons1derat1011 . · ti
or even a portable pump, lllto a sellling t~nk, applying heating steam, settling and draining the
water out.
(ii) All<alinity has fallen:
· Alkalinity can fall if there is acid formation in the cylinder and excessive blow past the liner.
Leakage of fuel oil and leaky piston rings or whatever is the cause should be identified and fixed.
• By raising the cooling water temperature and avoiding running under too low a load, dew
formation on liner wall may be avoided and this in turn, will prevent acid formation.
· If partial replacement of oil possible, "freshening up" may be considered if some new -oil is
available on board.
· Trunk piston crankcase oil TBN is usually in the range of 15 to 30 while a crosshead type main
engine will probably be using oil with a TBN 8 to 12. If the two oils are from the same maker the
base stock will most likely be similar and there should not be any problem with miscibility.
(iii) Viscosity has changed appreciably
• Viscosity may fall if there is leakage in the fuel pump plunger and guide allowing distillate oil to
mix with the lubricating oil. This should be investigated and set right.
- If \'iscosity has fallen appreciably ~rnd it is not possible to replace the oil even partially. There is
very little that can be done other than partially draining the crankcase oil and topping up with fresh
main engine system oil. The engine load should be reduced.
- Viscosity is affected due to bacterial attack on the lube oil, this should be identified and the main
cause would be the ingress of water and low temperature of lube oil and prolonged stagnant
condition this should be identified and fixed.
(iv) Carbon content has increased
·Increase in carbon content is inductive of deterioration of the general condition of the engine e.g.
worm liner, piston rings, poor injection and combustion allowing carbonaceous material to form in
the cylinder and find their way into the crankcase .
- A complete overhaul of affected unit is advisable, if this cannot be accompanied by an oil change.
Topping up with other oils as suggested above can improve the condition to some extent. The
engine may be run with reduced load.
- open up the purifier and perform an intermediate ?verhaul to clean t~e bowls and _the plates to
remove and sludge accumulation. Decrease the time mterval of de-sludgmg of the purifier.
- Drain the automatic filter frequently and clean the inline filters to remove any accumulated
sludue.
bl . a·t ·as also advisable to run the engine on MOO to avoid any further
• If t 1e issue worsens up,
. . . f h ly of lube oil is available.
contammataon unta 1 res supp
• f the following factors upon cylinder and piston ring wear rates;
Q6 . Evaluate the influence o
EK-MOTOR 128
WWW.DIESELSHIP.COM I . x•mity of coolant passages
A. Position or rings In relation lo piston crown; 13· Spread alll 1" o. ~ m plating of ring
faces
rrom liner wall· C Flow rate aml specific heat of coolant; D. Chromz,u ·
• ' ' , • / SIW'1 2018 jsRo 3 · · · '1
I 2014/SR07 1 2016/SR03 I 2016/SH0IJ 201 6
, 20 J 7/ SHl
A. llOSition or rings in relation to plSlon crown; •s the lowest practicable It is

- Piston rings give the best results when their working tcmpcrnlture , ·est duty top. erform
. · 1 · 1 hast 1e scve1 .. s~o11ld
necessary therefore that the uppermost piston nng, w uc 1 · '·
I .
be w~li clear of the hottest part of the piston which is the piston crown. This t lCn imposes l' .
a inut
• • distance
to the mm1mtm1 , r J· • t
from the top o t 1epis on o 1 t ti e upperm ost groove and consequ ently c11l
of other piston grooves. · .. . .
-As the rings maintain the gas seal there is a requirement to positton the top or firmg rm~ as close
to the piston crown as possible. However, since the crown is highly stressed'. th~rmall~, th,_s
results
in distortion of that zone. There is thus it is not safe to place the top ring which ts a finng rmg
close
to the piston crown, and hence a compromise position is decided upon in each engine design.
- The top ring position is controlled by the operating temperature and exhaust or scaveng
e port
trimming. In 2-stroke cycle engines the port trimming usually demands a higher ring position
than
used on 4- stroke cycle engine.
Thermal stresses - rapid temperature change ·
- The crown of a piston is subjected to a very high gas pressure which will subject the top
surface
of the crown to compressive loading and the lower surface of crown will he under tensile loading.
- As the piston moving upward, towards the end of its stroke its velocity will be reducing
. The
inertia effect will tend to cause the piston to bow upwards, so that the surface of the crown
along
with sides will be under tensile loading and lower surface of the crown will be under compres
sive
loading, when the piston is retarded on its approach downwards to BOC,the inertia effect
will be
reversed. The thermal stresses set up in a piston are caused hy the different temperature across
a
section.
- Due to the above reason the piston ring wear is accelerated if the rings are placed too close
to the
piston crown.
B. Spread and proximity of coolant passages from liner wall;
- ln general, the coolant will be located as close to the combustion gases as possible in order
to
achieve maximum cooling at the desired location. '
- This dicta~esthe re~uired top level of the coolant jacket. The lower level is ty icall based
top level mmus the piston stroke. on the
p y
- The goal is to have coola_nint proximity to the piston rings throughout the total travel of the piston,
although the lower level 1staken somewhat more flexible than the top level. ·
- When the block structure prevents having a full coolant · 1 h
have piston rings below the coolant jacket Since th h Jae <et, t e _accepted compromise
is to
temperature ar~a this is an acceptable situation . e eat transfer is much highe t th h' h
. r a e rg
- Hence the spread of coolant passages to the full t l
. .
have cooltng of piston rings and also the proximity rave f h
area of pist
.
· • .
on nngs m more important to
O
as possible to reduce the heat carried on the pist _t e cooling water shall be as close to the rings
- High temperature aids in lubricating oil to lose ·t on nngs and also thew f
b I ear rate o the rings.
com ustion therefore the coolant passage to the com le , s c 1aracter of sticl . t O h
<mg t e wall and hence poor
the ring wear. p te travel area of the piston Is good against
C.Flow rate and specific heat of coolant·
I
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-All pistons, in effect, are cooled when I t fl . . EK-MOTOR 129
anythingin contact with it which is at ;ea.
_owsfrom the com\.Justionside of the piston crown to
wallsetc., a owei temperature. Like the piston skirt, piston rings, liner
- In small engines the heat flows from th ·
crown and the walls or sides of the 'listoi; upper pa'.t of th e piston crown to the lower side of the
d t' d . 1 · The heat ts taken away partly through the cylinder liner
by con uc ion, an party1 mto the air in the crankc"s ·e •·y rad ' t· .
• . c u u 1a 1011an d con d uctrnn.
- The heat passmg mto the piston crown 1· d' ·
. •• . • s 1ss1patedat a rate such that the temperature of the
piston mate11aldoes not nse ·I1 ·t
to the 11ointat wh'1c h•
. 1 s strengt 1sreduced below allowable limits
or cause breakdown 111the lubrication of the piston at d · t · b I , '
. . . 1 pis on rmgs. 1t can e seen t 1at a ,our-
stroke engme piston will have to transmit only half the heat of a tw o-st roke engme ·
· piston ·
havmg
the same bore, stroke and speed.
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- By the circulation of a coolant to contact the underside of the piston crown and its inside walls the
temperature of the cooler side of the piston is reduced, thus increasing the heat transmission rate
across the piston and preventing the hot side of the piston crown from _rising to too high a
temperature.
• Thus when the heat liberated by the fuel is so great that the.temperature rise of the piston material
would cause loss of strength and failure, the piston must be circulated with a coolant to keep its
temperature within safe working limits. The strength of the piston material is thus retained and
satisfactory lubrication of the piston and rings is maintained.
• To prove that flow rate and specific heat of coolant shall be high to aid a good cooling effect, let us
compare the two commonly used cooling medium water and oil.
• This can be seen from the fact that the specific heat of ":Vater(In SI units) is approximately 4 while
the specific heat oflubricating oil is about 2.
- Further, the temperature range (t2-tl) of cooling water passing through a piston may be of the
order of 14°c while for cooling oil it will be l0°C for a similarly rated engine.
- Hence the quantity of coolant passed through per unit time and the specific heat of the coolant is
important factors in cooling down the heat generated in the crown and subsequently on the piston
rings which eventually controls the wear rate of the piston rings.
El<-MOTOR 130
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D. Chromium plating of ring faces
1. Chromium J, Rcctan1:ulasect
r ion
platedbarrcl,s 2 Pit OnringwJth
• • onrang
pist ·
shaped thromaum tment. It is generally us ed
'
• Chrome pl.ltin g is one of th e most common. m ethods of surface tre a
d' rfaccs i.e. in ring grooves.
. •
on the running surface of the pisto n nngs an d on the Ian mg t·su g material on the pisto . ·
- Chromium has the following advantages Y-J I11·1e used .as a PIa m n rmgs
- Chromium has high wear resistance · .
- Offers less friction (Anti friction) .and heating up prope
~tiesf. .d attack and further corro sio n.
• High in anti-corrosive prope.rty whic .
h saves t h e pt·ston rmgd rom act
br ...sive wear
- Chrome plating offers increased hardness to nng . . face re uces a c,
• The coating done should be of high quality and be ' t under all conditions inside the
able t~ opera e
engine without damaging or peelin g off or breaking.
- Due to all the above advantages the wear rate of . . and the liner is reduc ed and the
both piston rn 1g7
life cycle is improved due to chrome plating .
. . . lain wh cleanline ss tJiroughout i-he turbochar ge rs

Q7. With reference to mam engme turboclmrg l!~, A. Exp system
engine performance? B. Describe in-serv ice clean mg procedure forYgas an d air
. 'd f a turboch;irg er indica ting sa fety is cr itic;il to
pr ecau tions
si cs 0
to be observed? ALREADY DONEJNFEB2019
Q8. A. State the reasons for the progressive slackness

of an engine camshaft drive chair~in
service; B. State the effect chain stretch has on engin
e timing and performance; C. Descnhe
how correcttiming is restored when chain stretch
becomes excessiv~· - ____ . _ --:
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Note: Drawing is not necessary, if you have time make
a rough free hand dia gram on your answ er
sheet, this wj)l fetch you additional marks.
- A roller chain forms a flexible drive, robust but

light in weight with very small friction loss ; it is
small in width which adds little -extra length to the
engine.
- It can accommodate a number of additional driven
wheels rotating at different speeds or ev en in
opposite directions, and can be used to operate engin
e driven pumps, etc .
- A roller chain consists of alternate pin links and
roller links. Each pin link consists of two pins
riveted between two side plates. A roller link ·consists
which are a press fit into two side plates. of two rollers free to rotate on two bushings
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.COM
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EK-MOTOR 131
Inner
pl:11c
©
nk
Pini.i Rhctcdpin RoUuJiuk:
·
-The pins fit within the. bushings oft wo a d'Jacent roller lmks. Alternate links are all riveted together
to form an endless cham of correct length .
Thnua
pads
Roller chains
• Ch.iins have a very high factor of saf ety to prevent stretching. Any loss in tension in the chain will
be due to wear while in use .
A. State the reasons for the progressive slaclmess of an engine camshaft drive chain in
service;
• Elongation or stretch of the chain is du e to the following reasons
• wear between pins and bushings,
• Wear betwe en roller and sprocket wh eel teeth.
COWWW,DIESELSHIP.COM
EK-MOTOR
WWW.DIESELSHIP.COM . .
- Wear bctwcl'l1hushing and rollers. . ti c crankshaft. Fu el and valve t1mrngs
- Elongation changes the camshall pos·tlIon w Ith respect lo . Ielongation.
depend on lite camshaft positln11and ar c altered due to chornncw the chain. Elongation is ch~cked
• M.1xim11melongatton . aIIowct• I is
· • 2%o. J\t 1.5%,elo11galion, . to pin centre. It 1sthe
fl ' Ire r,·om pin centre
on a'· 'taut' chain by measuring the lengt IIo f .1· nu mher
. o. 111<s
l
d}
difference between measure eng ti lam I new. chain
. lcngt
. 1•
nd performance;
B. State the erre·ctchain stretch has on engme tmung a
• Timing of fuel injection, .
• It results in excess strain during starting a n cl revers_mg. retarding of timings in both directions
-There is a greater shock loading during normal running and
due to backlash. . I load changes.

- Greater shock loading especially during manoeuvrmg anc c
• Vibration in addition to cyclic stress .
st
• Possible fatigue failure due to cyclic ress. . b a rings which gives rise to W('ar
- Too tight chains will result in overloading of the cham w 1iee 1 e. ,
on rollers, links and bearings and can cause cracking ~fl.ink: etch becomes excessive
C.Describe how correct timing is restored wh_enc iam s r
0-2·
7. Lock Washers, 8. Thrust washer, 9. Spring, A, D, C, D - Nuts

- If the chain is found to have elongated more than 1.5% then th e chain has to be renewed and the
timing has to be checked and restored using the following procedure.
- Turn the engine so as to slacken the longest free lengths of the chain.
- At the middle of the longest face length of the chain, pull the chain away from the guide bar. The
limit of slackness is half to one chain pitch link.
- lftoo slack or too tight, adjust the chain tension. Adjustment is done for slackness of 1 pitch length.
- The engine is tuned so that the slackness is on the same side as the tightening unit.
- Loosen nuts A,8,C,D.
- lighten the nut Ctill the free Iength Is reduced by the dimension as per manufacturer's guide book
- Chain tightening bolt is moved and the chain is tightened.
- Lightly tighten nut B against pivot shaft face, while checking that, the spring is not further
compressed, since compression reduces chain tension .
- Tighten nut A and lock with lock nut and tab washer.
- Tighten nut C until the spring thrust disc bears against the distance pipe of the bolt.
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• The spring is further comJJr es . I b . EK-MOTOR 133
sec , ut tlus tens· •
the already tightened nuts A and B. ion 15 not tra11sm1ttecl to the cha in on account of
- When the thrust disc presses tightly . ·
manufacturer's dimension s etting _ agamst
. the dista1 · , t I1e nut C Is furt I1er t1g
• ice pipe, · h tene d to
0 2
- Tighten lock nut D, locking both nuts ,-vi' tl l b
• - 1 a wa s 11er.
.camshaft•
re-admstment & Iiminc 1·,ocr c1iam· correction
·
- Re-adiustment of the camshaft's annular positio . b d b
. . • •
0
n w111 e require to e done, In case of repeated
cham t1ghten111g, as this caus es th e camshaft po st·t· t b 1 .
. • • _ • • 1011 o e a tered with respect to the crankshaft.
The !11111t ts a 2 de 0 re es mcre ase m lead angle over
0
. tl1e m1
· ·t·1aI angu lar pos1t1on.
••
- Turn crank throw of No. 1 cylinder to TDC.
- Check camshaft angular position using the pin gauge and marking .
- Remove plug screws for hydraulic oil connection in the coupling flange.
- Mount a snap - on hydraulic connectors and piping to the hydraulic pump.
• Apply hydraulic oil pressure to float the coupling (coupling floats when oil seeps out along shaft
below coupling flange).
• Turn and adjust coupling with a special spanner and check position with pin gauge.
• Release oil pressure after finishing. Wait for 15 minutes before plugging oil holes ~o as to allow
the coupling flange to set again.
Q9. With reference to large fabricated bed plates explain:

A. With reason, why longitudinal strength and rigidity is important in spite of the
contributions made by ship's structure.
B.With sketches show how the combustions loads imposed on piston and cylinder heads are
transmitted to and absorbed by bed plates.
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A. With reason, why longitudinal strength and rigidity is important in spite of the
contributions made by ship's structure.
- The bed plate must be sufficiently rigid to ensure the crankshaftdoes not bend excessively when
it is subject to cylinder peak pressur es during ignition. In addition the guide's forces must be
accommodated without distortion and the frames must adequately support the cylinder block.
POCKET FOR MAIN ..,B
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LONGITUDINAL MEMBER - FABHICATEO STEEL
·1 th t-- - ust be-str;~g - e~ ough ;nd rigid enough to take the loading it should also be
- Wh1 e e struc ure m . .
. 'bl d ful design is needed to ensure stresses remain within acceptable hm1ts.
as l 1g11t as poss1 e an care
• • f tigue failure of components.
High varying stress can resu 1t m. a
El(-MOTOR 134
WWW.DIESELSHIP.COM . (or the remainder of the engine
nd "t:~::ccl cross or transverse girders
• The bccJplntc supports the crnnkshaft nm.Iprovides the fou
stnrcture, consisting of longftucilnal steel girders Joined by cas ·
which support the main bearings. sverse girders are cast. The
<.Ionly 1hc tran ·
r. l · 1
- ,·.i >nc.itlon ls employed for bc<lpl.ilc construct on. .in I ·r 1
resent I t te gi
·rdcrs were fabricated as
use of c.isling climlnalt•s rcsldunl stress es which m1g1it >C P ·
rC'sidual sln•sscs arc always present in welds.
- The longiludirwl frc1111es serve the following purposes
- To support the cyllnclcr block, 'd t due to the reaction 0 r
bars and so take the 51 e t Iirus
-To providC' mounting points for the guide
the angularity of the connecting rod, k se
• 1. 1 . d er, and enclose t 11e cran ca . I
-To act as part of the main structural long1tuc ma gir ·
h avenge space diaphragm un css this
- In addition to these the upper face may also act as t e sc
function is performed by the cylinder block. .
· ·
·1sfabricate d from s t eel plates and doors wit 11 sea 1s are fitted
-The longitudinal frame box structure ' -•
at various openings to allow access to the crankcase. .
- The longitudinal frame carries the weight of the cylinder block_;rnd other.equipment moun _lcd
above, such as the exhaust system and the turbochargers, yet it JS also subJect to other loading,
particularly the reactions at the guides.
- A number of Sulzer engines employ jacking sqews to keep the mc1in bearing caps in place c111d
these act on the frame cross pieces to impose an additional stress.
- Sides of the engine Jongitudi11c1lframe have a number of openings and it is important that
explosion relief doors are fitted at each cylinder.
- Longitudinal Frame design aims to achieve a strong and rigid structure with the lowest possible
weight and minimum need for machining. The lower face,where the frame attaches to the be<lpl;ite,
and the upper face, where the cylinder block sits, must be machined, along with the mounting
points for the guide bars.
- Within the structure provision must be mc1de for the camslrnft drive system whether that be by
chain or gears.
- Longitudinal support is importa.nt because these longitudinal supports hold the transverse girder
and prevent them from collapsing
- The bedplate has to be as rigid as possible to take up the combustion load at the same time as
flexible as possible to flex and bed with the ship movement clue to waves and loading, ballasting
patterns together with the rest of the hull which heavily reacts to all the above mentioned factors.
B. With sketches show how the combustions loads imposed on piston and cylinder heads ;ire
transmitted to and absorbed by bed plates.
- Combustion load imposed on the piston and cylinder heads are transmitted through the
entablature to the A- Frame which transmits the forces to the bedplate through the tie-rods which
in turn passes the forces to the bedplate via chocks to the tank top ancJ to the ship stmcture.
1.A-Frame
-As the name implies, these frames are 'A' in shape to provide support to the cylinder block.
- 'A'- frames are usually produced as a single unit, as this helps in stiffening of the engine.
- A welded 'A'-frame contributes to 40% of the engine's structural stiffness. The material Is
fabricated steel .plates.
EK-MOTOR
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MEMBER-: :
CI\ ST STFFI l;
TIE BOLTSOCKET
.COM
.DIESELSHIP
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STEEL
LONGITUDINALMEMBER- FABRICATED
2. Tie Rods.
· Tie rods are bolts which keep the whole engine structure under compression, they are provided
for fatiguestrength. They are also provided for proper running gear alignment wh!ch prevents
fretting.
- Tierods help to reduce the bending stoing transmitted to the transverse gird~r-
TOPNUT ~
PREVENTIONCOUAR
TIE-ROD
BOTTOMSECTION
i
EK-MOTOR
WWW.OIESELSHIP,CO 135:
M fi . g pressure force of
the
- Tic rmls trnnsmlt the "
gas ,orccs w I1lch act on the cyJ'n
,
dcr head. The mn ·n e fra me th ro ur rh
piston is directly trnnsmi . . . nd consequent IY to the eng1 I
ttcd to the main bcanng b
a
the tie rod support.
{
3. Holding Down Bolts
ao
- Holding down bolts alo cl Chocks he following functions:
ng wlt.h chocl.csserves • tia forces received
-Transmit the forced of \ as
t f . s like guide forces
l
t ,e eng neg< an d oth er ot cc an d me r
1·
on the bedplatc to the engi

ne structure. . , .
- To provide a clamping h b dplatc chock and the sh
force t l1roug tf ·ic tio n between e ip s structure in \
order to resist the prop
eller th ru st. \.
_To provide stiffness to
the engine.
-To position the ·engine
within the ship's structur
e.
,-s----...
l ProlctlinCgap
l SphericN
~ut
l
) Spheric
\V~~\ hcr
4 DistonP
ceipe
'1
5 Round
Nut •
6 Holdin~
dowD
n
_To provide good align oll. .
ment of the engine and
~ransmission shafting
\
bearings. and, hence equal load
on all
I
t
Qt. Sketch and describe

FE BRUARY2018
the arrangement of a ma
chain link during operati in engine camshaft cha
on of the engine. Give pos in . Describe the repair
sible reasons for the fail procedure following fra
degree oftenslon. ALRE ure and explain how the cture of ont'
ADDOY NEIN APR2019 chain Is set initially at
the cor rect
Q2. Describe with refere
nce to mechanical/hydr
than the engine. B. How aul ic gov ern ors explain : A. Why fly weigh
dead band effects are red ts arc driven at a higher
uced. C. How hunting Re rotational sp eed
DONE IN MAR2019 duced . D. How th e output
torque Is increast'd. M
Q3. With reference to me JW~QY
dium speed engine cylind
with the aid of sketches, er liners : A. Explain the
an anti-polishing ring and cause and effect,; of Pol
explain how it is fitted ishing or glazing : B. De
during the operation or in the liner; C. Expl,1in scribe ,
the engine. ALREADDO Y the action of anti-polishing
Q4. A. Define the essential NE IN NO Y 20 18 rin~
conditions, which must
air supply arrangement be sat isfi ed by the air supply for
and give a reasoned exp a pneumatic control sys
lanation for positioning tem ; 8. Sketch a contro
of d11·ers and filters . AL l
READY DONEIN IA N2019
QS. Give a list of the
properties or tests by
specified or decisions which distillate and
be made on their fitne blended fuels may he
that may be found tn a ss for use. Name the 11
roperties or constituent
I
blended fuel having a s
bow they may cause pr high viscosity and high
oblems in engine oper carbon content. Explain
ation.
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Rq 2 -
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- O_ll{~ R~9 .
·-
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List of the properties or tests by WI1i I1 EK-MOTOR 137
ti i • c tlistillatc· ••111•• blended fuels may be specified or
· ·· 11sbe 111
dcc1s•~ ".. ,·1~• on 1c r Illness for use. u
• Density, API Gravity, Colour' Viscosily q .
. . . \.,111cmalic)Cl I I
(Open cup nas 1-pomt), Ignition
I point ( . ,ir . . . ' out po nt, Pour point, Flash point, Fire point
. sc ·1gn1t1on1 ·
range, CaIonfic value, Cctanc mimbcr d Jomt or auto - ignition point), Distillation
. I . an cctane index ' + /\ 1· point, Diesel
. .
index, Carbon
A umma content, Asphalt content S'I'
res1tl11L', • nni me
1
Vanadiumcontent , Compatibility (Dleii<1e l 1f ucls)
' tea co.ntent, Sodium content, Sulphur content •
c ,. . .
Notes: The terms marked with + ,\I . . ' oppei stnp corrosion+
e generally a> 1 1· bl . .
. The tests used to find the cctan c numb . O f 11 P ica e to chst11lat e fuels.
ei t e cetane index d O no t genera IIYyield reliable results
with many of the high - viscosity fuels 11 1<eu _,
. - tar today.
- The use Ill some modern engines of very hi h r . . .
has had a beneficial effect 011 engin . g p essur es for the mJect10nof fuel into the cylinder
e operation when using h• h . .
Points based on which dccis · very ig - v1scos1tyblended fuels.
ions are made on U1eir fitness for use -
The table below shows ISO 8217 :1996..ac~~P!_:.~ !:!:1 .
- - . -p . -- . . _ax/~• ~~alue of different contaminants in FO.
- --·
----T
·------r
roperty I- UNIT -· VALUE - -----,
_ _ __ _Density@
__ 1s 0 c :· Kg/m3 - . - - ·::; 991 -·--
·- ····-- I·
Kinematic·vii~osity -- ·,.--- -- CST - : $ 55 -- -
f~:O:~t I :Sf --·- -· -- 1

~ 700
-- -- --- Pour -··- -- ------r-
- -- Point - ·- -- ·o_C
c____·- ·- ·-l-- -· >
- 60 --- -
- -- -- ---- - . _ --- ·-·-. _ _ ··- _ ___l.___ l ::;
30
< 22 · ·- -- -
t..... _ _ Carbon residue ·--- % ~ass -·-···-:- · ·-,
--- -- - --- • -- ·------ I -
·- --
---- - - --
% mass I 0.15
:
-L. :~---
Ash _ _ _ _ $
Total sediment
After ageing
Water%
Sulphur (High)
:::
;_-:~--- % mass
. ·---- - -
· ~-- $
~
3.5% ·
-j
·
I I
Sulphur Oow)
Vanadium ~_t~ ~--._-
-_
% mass
=r·--·--·;;
~ gj _k~ . ·- ·
$ 1.0%
300 --· --1
__ Aluminium+ Silica~ --- ______ Mg/kg j :5 80 !
Properties or constituents that may be found in a blended fuel having a high viscosity and
high carbon content Explain how they may cause problems in engine operation.
Density:
· The ability of a centrifugal separator to function correctly and remove water and other foreign
matter from fuel oil is depend on the differences between the density of the oil, the water and the
foreign matter.
· As the density of the oil increases the difference in the separating forces between the oil, the
foreign matter, and the water is reduced ; the ability of the centrifugal purifier to function correctly
is then Impaired.
• Limits on the density of the fuel oil are fixed by the density it will have, at the operating
temperature of the centrifugal separator. The operating temperature of the separator must be less
than the boiling point of water due to the problem of losing the water seal.
- Apart from improper purification, volumetric quantity of injection and corresponding calorific
valve of the fuel burnt is altered.
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Viscosity: . f t ·r I
- High viscosity values have a similar effect as high fuel den sities 011 the action ° a cen n uga
separator. ·
~ . u t
- If the viscosity of the fuel Is such that It cannot lJe rcc1uce JY · •J1eating to the requirem
• ents• of the
•
· I
fuel Injection system, problem s may arise wit 1 comuu s on am '
1. ti I frlilurc of part s m the lnJect1on
system due to the high pre ss ure s th at arc created.
Pour Point:
_ Fuels having a pour point higher than the expected ambient storage temperature~ must be
maint ained at som e saf e temperature above th e pour point to prevent wa xes com mg out of
suspension or the oil congealing. . . . .
- If som e form of solidification occurs the action is often irreversible and causes serious techni cal
problems and a heavy financial commitment to remove the solidifi ed fuel.
- As the pour p-0int Increases above the ambient temperntur e the demand for h eating stec1m
Increases and may reach a point where the exhaust gas boiler ca nnot m eet the total steam dem and.
Carbon residue:
- Fuels with a high carbon residue value often run into problems with combustion and the build-up
of carbon and other materials in the combustion chamber and exhaust system.
- This may affect exhaust valves, the exhaust gas section of turbochargers . The heating surfac es
within exhaust boilers, and spaces in silencers or mufflers
- Ignition quality is significantly impaired ~ue to higher carbon residue number .
Asphalt content:
-When a fuel is high in asphalt or asphaltenes and low on certain aromatics some of the asphaltenes
will not be held in solution and troul.lle may be experi enced with fouling of filters and separator s.
- Fuels with a high asphaltenes content burn relatively slo wly when compared with fuels from a
paraffinic base crude.
- Generally the effect of high an asphaltenes content is similar to the effects of high carbon residue
content.
Note : The paraffinic series of hydrocarbons have a chain typ e mol ecular structure while the
naphthenic series of hydrocarbons have a ring structure. Asphaltene base crudes and naphthenic
base crudes are synonymous terms.
Sulphur content
- Sulphur is known to cause corrosive wear in cylind er liners but the probl em of high sulphur
content fuels hc1sbeen overcome with alkaline cylinder oils. When burnt, sulphur forms gas es
having various combination s of sulphur and oxygen. Hydrogen when burnt creat es H20 in the form
of steam vapour. If at any point in the exhaust system the exhaust gases fall in the temperature
below their due point corrosive acids are formed. These acids caus e corrosion damage at th e place
wh ere condensation of the acid vapours occurs.
- High sulphur content is an issue in many ECAareas where low sulphur fuels are mandated. High
sulphur content increase Sox emission into the atmosphere.
Silica and alumina :
- The se fuel contaminants are very abrasive If they "'re 110t d I ti f I · I d· I
· •• remove w 1en 1e ue 1sc eane ml 1e
separator and clarifier they may cause extensive wea
. ·
r ti f I · · t' · ·
r o 1e ue mJec 10n equipment m a very
short space of time.
Sodium and Vanadium
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Thesecontaminants are chemically co b' EK-MOTOR 139
. . .h m tned With th f
Incon1unctwn wit each other after comb . e uel and cannot be removed by centrifuging .
ustion the h'
exhaust va Ives cannot be operated at a ffi . Y are tghly corrosive in the liquid state If the
. . . k su ic1ently lo t . .
1Jqu1d state st1c to the valve seating s " w emperature the corrosive products in the
. ur,aces and le d
results m burnt valves and low compression a to ~arly problems with gas leakage. This
- pressures leading to a loss of efficiency.
Q6.A. Describe the causes and effects of bacterial att k
b · ti ·1 f th · ac on diesel engine Iub rlcatlng oil. B. Bacterial activity has been detected In
thelu nca ng 01 0 e mam engine fitted in the ship abo d .
1
oftheship Indicating the action you intent to take and off; ar w Hehyou are serving as 2•deng.Write a letter to the owner operator
er suggestionto the Id
2012 avo ance of future Incidents. ALREADY PONEINAPR
Q7. Misalignment of the main shafting b tw

overloads and shaft stress; A. State th d'ffi e _een eng~ne and propeller causes bearing
e I iculties associated with h k" h f r
and the reasons why results are unreliabl d c ec mg s a ta 1gnment
sketch how~ ~~aring _~oad is assessed. C. ; ~~ to external factors: B. Explain with ~ simple
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A.Difficulties associated with checking shaft alignment:
Atinstallation
· The ship configuration will change from the berth to afloat
-The natural deflection of the shafting between the supports.
-Acti~ties such as welding and tank testing can affect initial setting up.
· Cantilevered support of heavy propeller.
In service:
- Support compression
·Bearing/ stern tube wear down
- offset thrust from the propeller
- Shiploading
· Temperature change
· Water buoyant force acting upwards.
- Flexing due to movement of ship in water.
- Shaft line alignment is continually changed through the lifetime of a ship, as the hull is distorted
by hog or sag due to different conditions of loading. The weight and distribution of cargo, ballast
fueland fresh water are all subject to change and the changes are known from experiment to affect
shaft alignment (Incorrect cargo discharge procedure and resulting excessive hull stress have
resulted in ships actually breaking in two.)
· Highdeck temperature in the tropics or low sea temperature can cause differential expansion and
hogging of the hulk These types of change can alter crankshaft deflection or shaft alignment
readings which are taken even a few hours apart.
· Heavy weather produces cyclic change of hull shape so that the hull of a moderately sized ship
can flex by much as 15mm.ther are also local factor which alter shaft alignment.
Thus the forward tilts of a loaded thrust block and lift of its after bearing. Causes misalignment of
the shaft and possible uneven loading of gear ~eeth. A b~il~-~p of fluid film pressure in bearings as
the shaft starts to rotate, lift the shaft bodily . Smkage of md1v1dualplumber blocks could be another
Problem.
"JI'
WWW.DIESELSHIP.COM
140
EK-MOTOR
B. Explain with a simple sketch how a bearing load is assessed. .
(a) Sketch showing the set-up for finding the load acting on an Intermediate shaft bearmg.
(b) Method of plotting values obtained when jacking up the shaft. . .
· The maximum theoretical amount that an Intermediate shaft bearing can be lifted will be such
th at the support given by the adjacent bearing is reduced to zero. In actual practice a bearing lifted
this amount would run hot in service, so the limiting value is related to the amount of weight the
bearing can carry without becoming overheated.
·Ina similar manner the amount that a bearing could be lowered would be such that the support
it gave to the shaft would be zero . Again, in practice, it is most likely that adjacent bearings would
run hot in service.
- In order to find the weight that an intermediate shaft bearing is carrying, it is necessary to set up
a hydraulic jack under the shaft on the bearing pedestal or from the tank top.
Lift
SlackenKeep
Nuts
•
© DIESELSHI P
Wood
•
I Pump
Connection
Lift
Load on Lock
Bearing
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EK-MOTOR 141
Note; Theproductof the pumn.11re ssqre 1 • . · .
. gauge ts
A micrometer dtal . ilrt'a L!ivcs the forcerequ1Ccd
. set up to bea. nn1 'mu to Hftthe shaft.
.
1
· . . . . ' 011l 11c lop of the shaft journal and Indicate any lift that
occurs in the shaft. The at ea of the ram 111the jack will be known.
The 1·ackis then gradually loa ued with th,. ltyd 1· .
· ' . . " rau 1c pump, keep111ga watch on the pressure gauge.
Atsome point dunng th e gradual loadin g of the jac k lhc uial micrometer gauge will move indicating
st
that the shaft has arted to lift. The pressure at which lhe shaft lifts must be noted .
. Thl' pressure is applied conli1Hlln1sly and the shaft is lifted a small amount. The amount of lift and
the correspondi ng pressure Lo obtain this is noted as the shaft is lifted .
• The shaft is then gradually lowered, and the pressure and micrometer dial gauge readings are
noted as the shaft is allowed to come down .
• The various pressures are multiplied by the area of the ram to derive a series of values of the
upward force exerted by the jack.
• Axes are then drawn with the abscissa scaled to suit the upward forces exerted by the jack. The
ordin.1tes are scaled to give a good slope when the lift recorded by the dial gauge is plotted .
• A graph is then drawn of upward force plotted against the shaft lift. The graph when completed
will give the force at which the shaft started to lift and will be a straight line for the various points
of force and lift.
• A similar line is plotted for the shaft lowering period. The two lines will be parallel to each other
with the lowering line nearer to the Y axis. A line is drawn centrally between the plotted line
indicating 'raising' and 'lowering' . The intersection of this line through the x or force axis gives the
weioht
0
that the intermediate shaft bearing is carrying.
•
I
·-·-·-·f . haft____________________________
.
-·-·-·-·-·-·-·-·-·-·-·-
I
.
.I
Intermediate
shaft bearing
Foundation
bolt
Jackbolt
I I
C/1Chocks Shims
haft bearing is canying is sometimes used for aligning
Th· ki' the load that a s . d
- ts method of chec ng . t uble overheating and the problem ls not associate
. Wh bearin"s give ro " 1'
intermediate shafting. en "' . this method of checking bearing load is use,u ,or
. r g services,
Withfaulty lubrication or coo 111 • haft couplings or taking sights of shafting lines.
. alignment wit. h ou t breaking s
correcting
El{-MOTOR
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C. Explain how·uncvcn loading could be rectified. . f 1 tank to•J this can b

. . ,
- Uncvcn loaumg can he rccllOt•d hy c1lten11gthe hc1gIit 0 f the hearing ron t, e
. ti , •acklng holts.
t:I one l lY loosening the foundation bolts nnd tightening ,c J<
d on.Jinglo l 11ca 1·1gnment require
· d
• The hearing will go up and shims GIil he added or remove ilCC
•
- Now gradu:illy slacken the jackmg . . 1 ti foundntion bolts.
bolts and t1g 1tcn ie '
• • , 11 I from
• Tlus .1ctu;1lhl'aring load is compt1rcd with the ong11rn the shaft load manua 1and thus
om · ·
the lift of the bearing is established
· · I b It t' J te 11cd to raise the foundation and 11ut
• Tl1e foundation bolts are slackened and 1ac< o 1g1
adjustable shims in between the erchock and bearing foundation plate.
QS. Describe th(' cau~e and effect or thermal stressing in cylinder Heads, liners and piSlons. Explain th
why ermal strcssing is
ai;:gra,·ated with increased cylinder bore. Explain how stress concentration and its effects arc
relieved by maintena nce ;ind
opcr;,tion.ilpractices.ALREADPONEY INAPB2019
Q9. A. With the aid of a block diagram d~scribe the operation of an electronic
governor fitted
to an auxiliary diesel engine. B. An engine fitted with an electronic governor behaves
erratically during load changes. Explain the possible causes.
- 2012/S~R3 __2014/SR0Z · _2018/SR0Z __ j _ _ ____ __ ___ . ~--·=-=
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-
A. Block diagram and description of auxiliary diesel engine electronic governor;
- Auxiliary engine electronic governor is shown above.
- It is a speed sensing and load sensing, speed control governor.
- Objective of this governor is to maintain the speed constant irrespective of load change,
thus
r;
keeping the frequency constant.
'· I 4.
'. ~
• T
' . < ' ..
Load~nsor
~
I,
.. . ,,
..'
I· ,r
Engine· · • · ..
LoadSensor . ·'
-... ..., '
1
\ ., : •.. 0 • ~I O • • • •
.-
• I ,
. ~ -~, f;'I :;·,., 1 • q , ~~,, .• ~ ..,
,: • • • ' ... : •• . w... . .. . :, Sensor • - r
., - I•
I '
l. . . ...
I
Actuator
I f l
\ ·: ·· •
. ~ .' . ·
- Load sensmg is carried out by sensin ti
- .. -
.
· . Comparator/
I •
. ~ .. Amplifier· ·
4 •
1
.,
:_ .
. ..
- Speed sensing is done by magnetic i!I 1e cur'.en~ output from generator to the bus .
bar.
-A suitable actuator, ex: Electro-~! } <l~pwhich is fitted close to the flywheel.
yurau
- Ramp generator is used to simulate . t IC servo motor m I I
. ay Je usec to position the fuel rack
• cu out trips. ·
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• If the load on the generator increa. l · EK-MOTOR 143
. ses, t 1H! speed decreases ·I' I1lly an cl It .1111tiates
.. . ,ue
.increase m t'. I
supp Iy a t ti1e same tune speed sen. . ~· s 1g
soi senses the cl .
comparator /amplifier to the actuato. 1 t iange Ill spcctl and sends a signal through
• o correct the •
• The above governor control me cha . . . quantity of fuel to be supplied.
'n1s111 gives better cont I Of d
- If load on the generator decreases, s >eedinc l ro · spec ·
sensor corrects the value of fuel suppl~. reases, loacl sensor decreases fuel supply and speed
Actvantat,:es
• High sensitivity
• Quick response to load change
- No moving parts
- Lessmaintenance.
Dis- Advantages
- Fluctuation in RPM
- Erratic operation during load change.
B.Erratic behaviour of an electronic governor during load changes- causes:

-The problem may be with the governor or prime mover. In order to ascertain which, the governor
actuator may be disconnected from the fuel control and the control lever held manually firm at a
piston that will maintain the required rpm.
- This should be done carefully when the ship is in open waters so that sudden tripping of the
alternator due to low voltage does not expose the ship to a hazardous situation. .
- The electric load may be increased slightly when the rpm will drop which may be restored by
operating the control lever manually. Next, the electric load is reduced slightly when the rpm will
rise be which again may be restored manually . .
- If the operation is still erratic, the problem is with the·engine. lfthe operation is normal then the
problem is with the governor.
Ifthe problem is with the engine, the following may be the causes:
1. Fuel pump racks sticking
2. Air lock in the fuel system
3. Water in fuel
4. Fuel pump plungers occasionally sticking
If the problem is with the governor, the erratic operation may be clue to following causes:
- Actuator linkage sticking
- Magnetic pick up unit not adjusted properly, slack and moving thus the air gap varying
- Defective MPU . •
. t d roperly . too high a gain may causes hunting; gain should be reduced m
• Governor not a d JUS e p ,
such case ·
- Loose electric connection
- Other problems in the electronic circuitry, PCB
2018
JANUARY
i I aft engine generator arrangement with an electronic system
Ql. Describe the main. eng ne s i_ c he o eration of the generator arrangement so sketched.
for frequency correction. Describ _P_____ -- - -~ -- -- -i I I
· .. - . - - - -- -· -- -- --·- ;·1 2·o17/SR02 ·•1 2018/SRO -L - ---
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El<-MOTOR 144
WWW DIESELSHIP.COM . lnr e main-engine speed range,
· . , . u propeller " 11cl n •
'ttecl speed grange,
., nd to achieve this at
- The shaft generator of a slup with n fixc ·r• 'Lth
a
The shaft generator must supply fu IIou t pu t over the .perm• ·atcd for h1g · h e r speeds ·
the lower end (i.e. down to '1·0% of l I1c, I•a tee1s peed), 1t Is oven
r--:I
I
main swltchbOard bus-bars
clutch
--
control
SCA
controller AVA au-x
;;iltcrnator and dies~,
synchronous
current compensator
limiter
rectifier
bridge
frequency
controner
main engine
excitation
controller 'r-;::=-.-L.1..1~--,
shaft
generator
-The A.C.shaft generator itself is a synchronous machine which produces alternating current with
a frequency that is dictated by variations ~n engine speed. At the full rated r.p.m., frequency may
match that of the electrical system.
- The output is delivered to the static converter, which has two main parts. The first is a rectifier
bridge to change shaft generator output from alternating to direct current. The second part is an
inverter to change the d.c. back to alternating current, at the correct frequency.
- Alternating current from the shaft generator, when deli~ered to the three-phase rectifier bridge,
passes through the diodes in the forward direction only, as a direct current.
-The smoothing reactor reduc _es ripple. The original frequency (within the limits) is unimportant
once the supply has been altered to d.c. by the rectifier.
- The inverter for transposition of the temporary direct current back to alternating current is a
bridge made up of six thyristors. Direct current, available to the Thyristor Bridge, is blocked unless
the thyristors are triggered or fired by gate signal. Gate signals
are controlled to switch each thyristor on in sequence, to pass a pulse of current. The pattern of
alternate current flow and break constitutes an approximation to a three-phase alternating current.
- Voltage and frequency of the inverter supply to the a.c. system must be kept constant within limits.
These characteristics are controlled for a normal alternator by the automatic voltage regulator and
the governor of the prime mover, respectively.
• They could be controlled for the shaft alternator inverter by n separate diesel-driven synchronous
alternator running in parallel. The extra alternator could also supply other effects necessary to the
,....
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EK-MOTOR 145
roper functioning ofan inverlcr, but the OuJe ,., .
ct1vcof , , 1ng fuel and maintenance economy with
P gam
a shaft alternator would be lost.
. for111natelythe benefits can lie olit-i 1·11c(, 1f.I o111a sy1 I11• a
. tc onous compensator (sometimes termed
'
nchronous condenser), which docs t

110 require 1 pt for
Sy
starting.The compensator may lie an C"cl .. . _a pr me mover or driving mofor exce
., us1ve device . I1 . own starter motor or It may be an
. Wll its
ordin,uyalternator with a clutch 011 the d I.·!VeS·I1aft from ti ·
inium the r f le prun e mover. h
. Thea.c.generator set that alum 0 Ie O synchronous c , h
.
at the top right of ti ompensator ,or t e systems own ,
in above figure 1s le s I<etch. The die5·el prun · ,
comp ensator 1s
d f . e mov er ,or the
started and used to bring it up to Sl\e ,., c or connection to the swi·t chb oar .
d Th . . .
ation 1sthen
final l th . e excit
setto provide the reactive power, and Y e clutc h 1s open ed, the diese l engin e shut down and
.
the synchronous mac Iune then continues to r t t • d at a
I corre spon ding to the f f o a e m ependently like a synchronous motor,
requency o the a.c. syste m .
speel
• A synchronous comp ensa tor is used witl 1 th e mom•tonn• g and controlling system to dictate or
c s t ' omcs . and
definet I1e frequ.ency. It also maintains constant a • • ys em vo1tage, damps any harm
ents of the sys t em an d converter, as well as supplying, in the
. r requirem
. powe
meetst I1e reac t 1ve
operate trips.
eventof a_short circuit, the current necessary to
erters include the provision of fans as well as
· Thecooling arrang~ments for static frequency conv
thenecessary heat smks for thyristors.
ain:
Q2.A. If an auxiliary diesel generator over
-speeds and runs away while off the l~ad expl
'
• i. How it can be stopped;
ii.What is likely to be the reasons for the failure?
after· the machine has been stopped: (i)
B. Give-details of what cheeks are made
.
Mechanically,(ii) Electrically.
~ 2oio;s·R2-- __20~~/S~6 - I..2012/~~? ~ ! _0~2/S_R~!___7J o1_4/S~06
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j
' ' _,
2018/SR0l - - - • - . · -- -·- -- - --- _ i___ -
_ _ ·- ___ __,_, ____
- -·- --- · --- --
doesn't operate and the engine speed increases

A·Runsaway means, if an engine's over speed trip
considerablythen it's called 'runs away'.
i. How it can be stopped; to
- As rhe engine runs away, the electrical over
speed and mechanical over speed trip both fails
hence the most probable cause is the stopping
work, but it is rare for the both trips to fail
of the stopping methods will work and the
mechanism which malfunctioned, in this case none
st care to not injuring any personnel.
followingmethods could be tried with taking utmo
• Activatethe Emergency stop button.
e with a canvas so that the engine starves for
·Cutoff aid to the engine by covering the T/C intak
air and stops.
. It make take_some time before the engine
• Close the fuel valve by closing the fuel inlet valve
actuallystops.
.
• Manuallylift the fuel rack to zero position to stop.
re?
ii. What is likely to be the reasons for the failu
over speeding, the· fuel increase is the main cause of
- Governor failure is the primary reason for
the issue.
it i~1itiateda shut down the 'stopping mechanism'
-Over speed trip failed to initiate the trip, even if
move to turn the fuel lever to zero position.
wouldhave stuck at running position and didn't
worked but the stopping mechanism failed. ·
- Electrical over speed also may have failed or trip
EK-MOTOR 146
WWW.DIESELSHIP.COM I ti ove1·speed.
vapourenteredthe enginethroughturIrncIrnr,,ner causcc e
- Hydrocarbon 1
- Load transfer is very fast hence the engine Is taI<enorf load

c
very fost.
- Governor linkage is badly worn out.
- RPM pick-ups of the governor malfunctioned.
B. Check to be inadc after stopping . of the overnor is the main root cause .
- First thing to be chcckrd Is the governor as th e fmlure gh d for malfunctioning
· J on es ar e .to be c ec I<C
• Over sperd trip s, both Mecham•ca1& Elect nca
• Stopping mechanism is to be checked for proper operation.
Mechanical checls;s; . t d to fail is the bottom end bearin gs,
- If the over speed takes place the first component that ts expec e . f h d'f
in most cases it is advised to change all the bottom end bearing irrespective O t e ckon 1 ion.
• Remove and inspect the connectin . g rod for ova 11ty,
. tw·ts t, bend , 'also
- check for crac s.
- All bearing clearances is to be checked .
• Turn the engine and look for any abnormalities
• Check for any white metal particles in the lube oil sump.
Electrical Checks:
• When generator runs away large voltage is produced .
• Check AYRfor damage, including all fuses & rectifiers
- Check air gap between the stator and rotor .
• Check insulation resistance between the windings, and to the body.
- Check continuity of the windings
- Check the pedestal and thrust bearing for any damage .
Q3. The analysis of oil may be used as a method of monitoring the condition of the equipment
that it lubricates; A. Explain briefly how shore analysts might test the oil;
B. State the type of information that would be expected;
C. Give possible reasons for an excess of: - i. Iron, ii. ~o~per, iii. A1_1timo~}:'•
_~v._!_i_n, ~-S!lica . .,
' 2014is°R06
-r 201i/S~ =~J ~015/S~~( --.-~! ~~16/SRO !_-__' ~017/SR02__1 20~~/S_~ l _ ~- -·· __
A. Explain briefly how shore analysts might test the oil;

-The following tests are usually done on a shore .based laboratory from a sample that is sent from
ship.
Viscosity
- The viscosity of lubricating oil may.change in service as a result of deterioration, contamination
or both. Insolubles, oxidation and mixing with h_igher viscosity grade oil will increa se oil viscosity.
Fuel or water contamination may either increase or decrease oil viscosity.
- A decrease in oil viscosity is of ~reater significance than an increase because full film lubricati on
may not be achieved if the viscosity is too low. For engine oil, the limiting value is normally 25% of
the nominal recommended value of the fresh oil.
-The upper limit for engine oil is_generally not so critical and visrosity may be allowed to incr ec1se
by as much as 50% above the fresh oil's value in ·certain application s. It should be noted that if
systems run with high-viscosity oils, there might be an increas e in system pressure that could result
in component failure, for example, of the seals . Increased temper atures may also be noted.
Flashpoint in engine oils
© WWW.OIESELSHI.PCOM
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. The standard method used is the ·I . ,.1 EK-MOTOR 147
. . . c oseu cup llletl I A .
that the oil 1scontammated by fuel Th'_ lOl. drop 111the closed flash point indicates
• • 15 may be ace · • •
though with heavy fuel no signifkutt . 1 • ompanied by a corresponding drop in viscosity,
' c lLll\g e may b
-As a general guide, it is advisable to d 1 f . e apparent.
J
tee< or lucl leak Iien l I1c Iu bricant's flash point drops to

less than 190°C. If the sampl e cont ·iius . . . . • sw
• < wc1te1,it may not b ~ -·•·1 . •- .
The likelihood of a low flash point an I t·I . f e poss1u e to outaln a flash po111tfigure.
c iei e ore the risk of· ·r
articularly for those engines aper t' 0 u· . tgm ion are greatest in used engine oils,
P a inb on 1st1llatefuels
,Watercontent ·
- Water contamination is initially det ermin d b
results the oil is analysed to ( t'f I e y a 1tot plate crackle test. If this gives positive
' 1uan I Y t 1e water content.
. Water affects the viscosity of oil and may fa rm an emu 1s1on . .
. . , . with the oil. Water in oil may cause
lubncat1on ,a11ures and corrosion problems.
- It is. therefore
. desirable to minimise the water con t ent 111 •
· lub ncant by settling and draining or
centnfugmg. • ln general, if the levels exceed o • 1 too 201. t· I· Id b
s 1ou e considered
• ;,o ac 1011
• • and
to •1dent1fy
stem the mgress of water and to reduce the overall water content.
Total Base Number (TBN) - Eneine Oils
· The TB~, which is expressed in milligrams of potassium hydroxide per gram of oil (mg Koh/g), is
the alkaline reserve formulated into an oil to neutralise the acidic products of combu~tion derived
from the sulphur in the fuel.
- The factors that influence the equilibrium level are mainly changes in the fuel sulphur content: a
high-sulphur fuel will cause a drop in TBN. ·
-If the rate ofTBN depletion is too great and the oil charge requires changing, consideration should
be given to replacing the charge with a lubricating oil of a higher initial TBN or using a higher TBN
oilfor top-up.
TotalAcidNumber(TAN)
· The TAN is a measure of the total acids present in the lubricating oil, these are normally derived
from oxidation of the oil (weak acids). In diesel engine oil, however, acidic products of fuel
combustion(strong acids) may also be present.
- The rate at which the TAN changes is more important than the absolute value and can indicate
whether the system oil is liable to deteriorate rapidly and consequently form sludge and lacquer.
• Where a straight mineral oil or rust-and-oxidation-inhibited oil is used, the TAN should not be
allowed to exceed 3.0 mg Koh/g.
• The weak acids formed by the oxidation of oil do not attack ferrous metals or white metal but can
cause corrosion of copper or lead bearings.
Inductively-CoupledPlasma (ICP) Spectroscopy
• Elemental analysis using (CP spectroscopy can detect up to 24 different elements, from particles
measuring less than 5 µm in diameter, which be present in used oil through wear, contamination
or additives.
• Wear metals include iron, chromium, nickel, Aluminium, copp~r. lead and tin.
· Contaminant elements include silicon, sodium and potassium.
. • de molybdenum antimony, manganese and lithium. Additive elements
• Mult1-source meta 1s me 1u '
· • I · l1arium phosphorous and zinc.
mcluueboron, magnesium, ca c1um, ' . . • .
. . strumentalindeternumngthetypeandseventyofthewearoccurrmg
· SucI1eIementa l ana Iys1s 1s m ·
Within a unit.
WearParticleIndex(WPll
© www.DIESELSHIP.COM
,,.
EK-MOTOR 148
WWW.DIESELSHIP.COM
· I · · j · I •t of parama• gnelic mat eri al in <a
- Tl1e WP' 1s l etermmel using n test that mea sures tie am oun
oil s:imples from marine machiner y is
sample. The most common pararm1gnc tic malcri al found in
content in a sample.
iron; th erefor e, the WPI corrclal es very close ly to th e total iron
ICP s pectro scopy is that its sen s itivity
-The WPI test can be beneficial. ;:isone of the weakne ss es of
Pa rticles larger than 5 ~nnare virtually
to pa1ticles starts to diminish as th e particle size increas es.
undetectahleby ICPbut are readilydetected using the WPItest.
Piwersancy . carbon particles in suspension. They do
-Additives called dispers ants are us ed in engine oil to hold
from joining together to form slud ge.
this hy enveloping the carbon particles and preventing them
the rc1te of carbon generation hy the
-The rate of depletion of these additives is related to time and
es. etc.
engine, i.e., engine health, degree of blow-by, fuel injection rat
B. State the type ofinformation that would be expected;

Reportsfromshoresidelaboratoryinclude
- Customer (Shipping company name) and equipment details
- Equipment and oil running hours
- Physicochemical parameters
- Contaminants
- Wear metal analysis
- Additive levels
- Trends of the past five reports
- Graphical trends
action
- Comments from the marine expert on all the reports that need
Information expected to he sent with the silmp)e:
1. Vessel identification number & Name
2. Machinery or equipment code as assigned by the oil
company & N
ame
3. Sampling date & Location
4. Oil grade in Use
5. Oil running hours
6. Machinery total running hours.
7. Oil replenishment chart
8. Any issues face with equipment.
C. Give possible reasons for an excess of.·· - I• Iro n, 11· Copper, Ill. Antimony IV. Tin, V. Silica
I. Iron
Excess of iron is the most probable cause ofE . .

xcess1 ve wear of the following components ;
- Cylinder walls and liners;
- Crank and cam shafts·
'
- Valve guides;
- Rockers;
- Rings;
- Bearings;
- Gears;
- Shafts
II.Copper
Excess of copper is the most prob a bl e cause of Exe ·
© WWW D essrve we ar of the following compon ents •·
· IESELSHIP.COM
WWW.DIESELSHIP.COM
149
. or a .. EK-MOTOR
. Usually alloyed in the form of bra, ss• , b 1.onze
. Big-end and crankshaft bearin gs; ' s smtcrcd copper-lead .
. Bushings;
• Oilcoolers and cooler core tub es;
• thrus t wash ers;
• Fuel tran sfer pumps;
. Governor and wrist pin bushing s .
• Copper-type anti-s e ize compound s
111.Antimony
. ,,
Excessive Antimony indicate s wear of white 11 t I 'WI ute
relativ ely hard cryst als emb edd ed in a s le a: metal _ These alloys usually consist of
ct . . ofter matn x, a structure important for machine bearings .
of other metals added in
They ar e compos e pnm a nly of tin, copper, and antimony, with traces
some cases and lead s ubstituted for tin in others .
• Main Bearing shell
- Bottom end bearing shells
• cross head be a ring etc.,
IV.Tin
Excess ofTin(Sn) is the most probabl e cause of_Excessive wear
of the following components;
- Bearings;
- Bushings;
- Thrust washers
• Any white metal part in crankcase
V.Silica
Nothing but Dirt. Highly abrasive. Main sou rce is "Air intake" .
piping or hoses,
· Sources include inadequately filtered air due to cracked induction
· Defective or incorrectly fitted air filters and gaskets.
· Dirty oil filling or sampling equipment.
· Incorrectly fitted or missing oil filler ca ps.
- lneffective reservoir breathers.
d bearing is found to be
Q4. During a routine crankcase inspection a main engine top-en
.
wiped and subsequent inspection shows that the pin is badly scored
the engine to be safety
A. Explain in detail the action which should be taken to enable
facilities are available.
operated so that the vessel may reach a port where effective repair
the engine may be safely
B.State with reasons the factors which influence the speed at which
operated. ·
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A. Explain in detail the action which should be taken to enabl

e the engine to be safety
facilities are available.
operated so that the vessel may reach a port wh~re effective repair
n to this problem is to
• If the top end bearing is wip ed off and pin is badly scored, then the solutio
s on the time availability. The
renew the bearing and to repair the damaged pin which depend
following solutions may be considered in abov e case .
· Reduce load on the engine, stop VIToperation to reduce Pmax
.Engine can be operated at this
place in cross head beari~g.
reduced load because there is no hydro dynamic lubrication taking
WWW.DIESELSHIP.COM El<-MOTOR ISO
• If new bearing spare nnd time is available, then replacement of the bearing is to be considered
which the most pref erred solution is. The cross head pin shall be polished lo a higher degree using
braided hemp rope or using the sort emery sheets with lube oil.
• carefully scrap the bearing surface other than wiped arcn by suitnblc s crapping tool & polish the
crosshead pin by fine emery paper or brnided hemp rope and also polish the bearing surface by
glass wool or wire wool.
MANB& W recommendation;
- Cut-off fuel pump by lifting the roller .
- Lift the exhaust valve actuators so the valve remain closed (spring air kept open)
- Dismantle air start supply line and main and control air supplies.
-Dismantle bottom end bearing, turn the engine to suspend piston, cross head, conrod from cross
head supports.
- Secure big end of connecting rod to the C/Case.
- Blank off oil inlet to cylinder head.
- Put cylinder lubricator out of operation.
- Continue voyage in reduced safe speed until to reach a safe port or anchorage.
B. State with reasons the factors which influence the speed at which the engine may be safely
operated.
- Since one cylinder is out of operation the engine will no longer develop the rated power and will
not be in the best of its balanced operation.
- The engine top end bearing is found to be wiped and cross head pin is badly scored so, if we
continue to run the engine at higher MCR speed there will be unnecessary wear and tear and
excessive heat generation which may lead to crank case explosion.
- If the piston wi~h x-head is suspended and connecting rod removed and combustion is cut in that
particular cylinder than there will be power imbalance which will lend to crank shaft deflection and
wear and tear of the main bearings and journals .
- It is recommended to reduce the speed to 55% MCRspeed which is sufficient for maneuvering the
vessel. During maneuvering, if found necessary the engine speed can be raised to 80% of MCR
speed for a short period (for 15 min).
- In order to ensure that the engine speed .is kept within a safe manner limit under this
circumstances, the over speed level of the engine must be reduced to 83% of MCRspeed.
QS. A diesel generator when fitted in a machinery space which is periodically unmanned
may be equipped with monitoring alarms of the exhaust temperatures. Discuss the relative
merits of
A. Individual cylinder maximum temperature alarms;
B. Individual cylinder maximum and minimum tempe .rature alarms;
C. Individual cylinder maximum temperature alarm and an alann for any two cylinders
exhaust temperatures deviating more than 35°C. Explain how arrangement can be provided
for.
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A. Merits of individual cylinder maximum temperature al anus.

- Individual max temperature ala_rms are essential for monitoring of the running generator.
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· an m EK-MOTOR 151
-Any a Iarm 1s . .
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, t'1veu111t
res1)cc · or on t 1ie scnsmg · e Iement 1tse
Similarly high temperature alarm fo ..
. 111. that particular unit. R r a, pa1 t1cular unit of a gencrato · an m
• 1• w Ill give ·
· d'1cat101 f
tion _ . . o1 a
malfunc ..a l urea Iarms are I11g · hllgI1te•db e Iow,
easons fo1 the l11ght empc1 ., J
1 Leaking exhaust valve· A 1, 1 • • , blow-uy . h · , d ·

•mbustion thus causing an· at- ca. <y exhaust .
valve will cause 1-
o f ex aust gas urmg
co . , < '" ' uno1 ma 1 nsc In exl t .
aids in spotting blow-by 011 time will O . . iaus gas temperature , causing an alarm. Alarm
.. . . thci wise, further damage the valve due to wire drawing
effecr,ultunately resultm g 111valve failure The un·t ·11. fi . .1 •
. . · 1 w1 stop mng uue to lack of compression and
d • • •
overload the other umts, engme will run unbalai r.
< ice , ra Ises 1urt1 1er problems like bearing failure '
breakage o f components etc.
2. Faulty fuel injector: A faulty fuel inJ'cctor w1·11d rip · and cause afterburning, which in the absence
of an alarm can burn the exhaust valve and smoky exhaust.
to open
3. h~1prope~ or changed tappets: Improper tappet settings can cause the exhaust valve
earlier allowing blow by of combustion gases.
will take
4. Fuel inj_ection tim_ingretarded: If the timing of fuel injection is retarded afterburning
and can
place lead mg to burn mg of the valve. Although problems related to timing occur gradually
be identified with good watch keeping procedures, the high temperature alarm is
another tool to
identity the problem. ·
The
5. Fuel pump rack settings: If the fuel pump rack settings are changed or if the rack is stuck.
and its
unit may run overloaded and if allowed to continue running will damage the engine
components.
ture
Allthe above conditions can lead to major breakdown and also loss of engine. A high tempera
give the
alarm will give an early indication and thus allow for preventive maintenance. It will also
status of the temperature sensor, as there will be a false alarm in case of sensor failure.
B.Individual cylinder maximum and minimum temperature alarms.

A low exhaust temperature or minimum temperature alarm also indicates
malfunctioning in a
For a
particular unit. The reason for a low temperature alarm may be due to the unit not firing.
an engine
generator running on full load one unit not firing will have the same consequ _ences as
of this
running with a unit cut off. The engine will run unbalanced, the other units will take the load
unit leading to overloading of the bearings, breakage of components etc.
Some of the reasons for units not firinf: could be;
into the
Exhaust valve breaking: If the exhaust valve of a particular cylinder breaks, it will fall
period
cylinder, this piston will hit the valve and there will be loud knocking sound but during urns
due to
the only way to get an indication will be due to a low temperature alarm which will occur
the unit not firing.
No fuel injection: If the delivery valve of the fuel pump for that unit starts leaking, no
fuel will be
cease or
delivered. Similarly if the high pressure pipe brea_ks,fuel delivery to the injector will
rem~in
reduce. If the bolt connecting the fuel rack to the pinion shears off the fuel delivery may
alarm
constant irrespective of load change. This problem could lead to either a high temperature
or a low temperature alarm depending on load change.
C.Advance in fuel injection timing: . . . .

. . . d f I will be injected earlier causmg improper. combus tion. Although the
If t he t1mmg 1sadvance , ue . .
. . f 011 timing occur gradually, and can be 1dent1fiedwith good watch
problems related to fue I m1ec 1 . . . . . .
k . mperatu re alarm also helps m g1vmg111d1cat1on.
eepmg procedures. A low te © WWW.DIESEL SHIP.C OM
EK-MOTOR IS2
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In addition to the above rea son s the alarms • Jicat1on 1or c·ommon problems, for
. ,
can also give an IIH ' t res thus triggering the
e.g. a fouled air cooler or turbochar ger will • •
cause n se 111exh" ust tempera u
high temperatur e .llarms for multiple units
. two cylinders exhaust
Individual cylinder maximum temperature
nlarm an d an a larm for any
temperatur e deviating more than 35 deg C.
• Due to •..vieclload range, between 35-85 % . h ust temperatur
. dep ending on the requir eme nt, ex _ab
will also have a large range during operatr.nn.- rntur e nlnrms w111 e a t a set pom .e
t
The exhaust tenip e
below/above the normal operating temper
• • ature. If .
- If the generator 1s opcratm g at low load and for any· reason there is· a ma unction w h'1ch causes
·
the exhaust temperature to rise in a particul · I J . .
ar unit , t 1e a arm may occur after a long time or 1tmay
not get activated at all, if the generator con · t low load as the exhaust temperature
tinues to run a ·
might not go high enough to activate the alar
· m.
- The same thm · ·
g can happen 1f a generator 1s
malfunction the exhaust temperature starts opera t·mg at high load ' and due to the som.e
to reduce . In this case the low temperature
either come after a long time or it might not alarm will
get activated at all.
In both the above cases if the alarm does not
occur or it comes late the engine will continu
in this state causing further damage to the e to nm
components and the engine itself. An exh
deviation alarm is normally set to go off if aust gas
the temperature difference between 2 or
35 deg or whatever the deviation set poin more units is
t is.
Explain how arrangement can be provide
d for.
A diesel engine monitor monitors the exh
aust gas temper atur e of each cylinder. Eac
connected to a thermocouple. The monitor h cylinder is
scans the analog signal from the thermocoup
proportional to the exhaust temperature of le which is
the respectiv e cylinde r. This signal is digi
microcomputer after it has been stored . The tized by a
microcomputer averages the last temperature
from each cylinder to form a total moving stored
average for the engine which moves as
cylinder exhaust temperature is rescanned. each engine
The computer also checks whether the read
to an open thern:iocouple.The computer then ing is due
compare s the latest reading to the previous
to check if it has moved more than 100 deg. reading
It then compares the reading with the high
set point and low temperature set point. It temperature
also compares the reading with the moving
check for deviation. averag e to
Q6. With reference to behaviour of fabr

icated bed plates and frames in services
A. Identify various forces imposed simultaneously upo :
n them;
B. Explain how engine structure withstan
ds these forces;
C. Stat~ ~~~~~~se forces are transferred
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A. Identify various forces Imposed sim
ultaneously upon them;
!s
• The Bedplate the foundation on which
the 2 stroke engine is built. It must be rigi
d enough to
supp~rt t~e weight of the re~t of the engine,
and maintain the crankshaft, which sits in
housings I~ the transverse girders, in alignme the bearing
nt: At the same time it must be flexible eno
and sag with the foundation plate to whi ugh to hog
ch it is attach d d l · t ,
s t rue t ure. · e an w uc 1 ,arms part of the ship . s
WWW.DIESELSHIP.COM
f the bedplate was too rigid, then as the 1 EK-MOTOR 153
•I • lll 11flexed
. I
(lineinto the ship would be likely to bre"'I _1 ' l w holdrng down I.Jolts,which secure the
eno " <,anu ther
various forces acting on the Bed plates are; e would lie a danger of the bed plate cracking.
. Gasforce due to combustion loads.
1
z. Guideforces created by tl.1eoscillating cross head.
.
3 Inertia forces of the rotatmg ma sses .
4. Hogging& sagging forces of the ship's hull
5· Bending moments and twisting forces due to 1oa ct· 111g,
.
Unloadmg
S.Forces due to weather
6. Thrust forces by the propeller and the shafting
C.State how these forces are transferred to ship's structure

• Theengine is mounted on resin or cast iron chocks and bolted to the hull using holding down
bolts.
-The bedplate is mounted on chocks an<l is secu~ely bolted to the engine foundation plate on which
it sits and which forms part of the structure of the hull .
. Tie rod takes the most of the loads and transmit to the bed plate which passes it on to the ship
hullthrough chocks.
_Top Bracing are used to handle the side thrust of the engine .
. Holdingdown bolts should be checked regularly for tightness. If they are allowed to come loo·se,
then the mating surfaces will rub against each other and wear away in a process known as fretting.
Ifthis continues and the bolts are subsequently tightened down, the bedplate (and main bearings)
willbepulledout of alignment.
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t the engme rom mo
ving sideways due to the movement of the
.
· Side chocks are fitted to preven t f thrust from the reciprocating and rotating parts.
vessel or because of the sideways componen °
Thechock is welded to the founrlation plate.
EK-MOTOR 154
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mc1in diesel engine. Wltat is the

Q7. Describe the process or Inspecting the running gear O f a
purpose of such an Inspection and what dcf~cts n:!afbe rouu d?
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- Main nmning gear inspection ls done on a monthly basis as Per th e planned maintenance schedule
. d th shipboa 1 d . t
rd usual P ann e mam enance
as prescrib ed by the engine m.1nufacturer an as per e
scheme . · Iuc1e an d cover t I1e
· s ection shall me
- Running gear inspection, in other words called cran k case In. P
major reciprocating and moving parts of an engine inside the crankcase.
- The running gear comprises ·
- The crankshaft and associated parts
- Connecting rods,
- Crosshead,
- Piston rods
- Pistons,
- Together with their associated bearings (Main bearing, Bottom end, top end,
cross head bearing
etc.,)
- Piston rod glands.
- Chain or gear train
- Cam shaft, etc.,
- Apart from Planned maintenance schedule, normally this inspection is also
carried out at every
port when the vessel is set to sail for a long voyage, to ensure that the running
gears are in proper
condition.
- By carrying out the crankcase inspection we can conclude the condition of
the main bearing,
lubrication points, and the crankshaft deflection, Bottom encl be.iring, condition
of cross head, all
bearing clearances etc.,
- Many operating faults arise when the lubrication is not perfect and the lubrication
points are being
chocked, improper lubrication can even cause a crankcase explosion due to the
formation of hot
spots.
- The bearing failure will also cause static and dynamic imbalance, and finally
result in crank sh:1ft
deflection. - Slackened connecting rod bolts will result in high stress concen
tration at the joints,
continuous tension, and compression stress act while the engine is running and
finally result in the
failure of the bolts. It may cause severe damage to the engine parts as the connec
ting rod tries to
fly inside the engine.
Therefore to avoid these problems, the crankcase inspection is carried out to
make sure that the
engine is safe to run for a longer period of lime.
SafetyPrecautions carried Out before Crankcase Inspection:
- Shutoff
. of main air staring valve and air bottle main valve and drain the air
- Open indicator cocks and engage turning gear.
.
- Ensure engine has been tuned for at least half an
hour before stopping lube oil pump and cross
head lubrication pump. .
- Stop lube oil pumps and cross head _oil pump and place the circuit breakers in
off position.
- Post notice "Don't start - Men at work".
- Inform duty officer for propeller clearance.
- Open crankcase door and ventilate properly .
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. EK-MOTOR 155
- Wear safety gear; e.g. helmet , boot s, rainc oat gl
. Use safety lamps, torches and too] s. ' oves etc.
-All pockets should be emptied of con t ents and all t I
'bl
responsi e person must stand outside.
00
s taken inside must to be accounted for. One
rocedur to b c ied ut u ·n
. 1 •
. Firstly check oil condition for any smell d. c
. Turn the engine to BOC and start ch k'. iscol oration or degradation.
ec mg from und er st uffimg box area for any sign of black oil,
an indication of stuffing box leaki ng.
. Check the piston rod surface for scoring mar ks and rough
. ness .
- Check piston palm bolts and locking devi t I
ess and fretting.
. Check the guide and guide shoe bearing g ce ort ackn
is attached for any visible cracks. enera condition and the area around frame where guide
. Check that the guide shoe end cover bolts are m ·

P1ace and not slack.
- Check cross head bearing general cond ition.
. .
- Evaluate top and bottom end of connectin g r Od b ol t, nut and lockmg device for slackness , signs of
.
fr ettmg, etc.
• .
- Check for slidin g of bottom end bearing (axial mov emen t) or floatm g of connecting rod
. ence mark. ·
- Check for shp of web and journal by checking the refer
tie bolt (bottom side).
- Check web in ~e area of stress concentration and check
bearing keep for sign of cracks and check
- Check cross girder, area around main bearing and
around main bearing.
bearing wiping).
- Allbearings must be checked for silvery color (indicates
for any sludge deposits, bearing metal
· Check the surroundings of the oil pan area of all units
pieces, etc.
wet), spring tension, sealing ring condition,
· Check crank case relief door- wire mesh (should be
etc.
· Check the teeth of transmission gear for sign of wear.
- Check chain drive for tightness.
pipe to check for clear passage.
· Check oil mist detector and blow air through sampling
make sure all tools are accounted for.
· Clear all the foreign materials from the crank case, and
and check for the oil flow and distribution .
· Start lube oil pump and cross head lubricating pump
crankcase door.
· Check crankcase door sealing condition and dose the
case) and duty officer.
· Inform chief engineer (for satisfactory checking of crank
a system suitable for use with a main

QB.Explain the term "cascade control' and sketch such
tion of pressure and temperature at
engine jacket cooling water system. Show the varia
------,- -- -- - __ _- -
major points of the system.
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Cascade Control that involve multiple signals for one

- Casea d e contra Is, ma k e use of multiple control loops
nsive to
· d . bl ut·1 · ·ng cascade controls can allow a system to be more respo
rnampu 1ate varia e. 1 1z 1
variations and disturbances. measurement

. t I scheme involves two control loops that use two .
• Th e simplest cascade con ro such a contr ol system, the output of the primary
• . varia ble. In
signals to control one primary
EK-MOTOR
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controller determines the set point ,orr t I1c sccondary controller . f e ou
controller is used to adjust the control v.1riablc.
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- Generally, the secondary controller changes quickly while the primary controller changes slowly.
Once cascade control is implemented, disturbances from rapid changes of the secondary controller
will not affect the primary controller .
_ In below described jacket cooling water temperature control , there are two different sensor fitted
one measuring the JCW inlet temperature to the engine while the other sensor sensing the outlet
temperature from the engine.
WWW.DIESELSHIP.COM
EK-MOTOR 157
~ripti~n ofthe_Jcw systemshownhelm~

_Marinediesel engmes do not use sea water directly .
tO I
This is because of the corrosion which w Id b <eep the hottest parts of the engine cool.
ou c caus d · I1
which would be deposited on the cooling suraaccs r . e m t c cooling water spaces, and the salts
mterf .· .I
the water circulate d around th . . . ei mg wit 1 the heat now.
_Instead, t (d 1' •
e engme 1s fresl 1
cooled using sea water . This fresh water . t . wa er st11led water) which is then itself
is reated with ch . I k
revent corrosion) and to prevent scale, aormatio. n . emica s to eep it slightly alkaline (to
P .
_The coolmg water pump which may be engine d .
ushes the water around the circuit Aft . nven or be a separate electrically driven pump
P • er passmg through th e engme, · h .
from the cylinder liners, cylinder heads w ere 1t removes the heat
• exhaust valves and the turbochargers it is cooled b
fresh water and then returns to th . ' y
seawater or LT e engme .
_The temperature of the cooling water is closely co n t roIIe d usmg .
. a three way control valve. If the
too cold then it will cause thermal sh oc ki'ng w h'1ch may lead to component
water 1s allowed
. 'JI to get •
. and
failure . w1 also
allow. water and acids to condense on th e cy1· m d er b ores washmg away the
Jubncatmg film and causmg corrosion.
to drop causing
- If it ~ets too hot then i_twill not remove the heat effectively causing LO film
the cooling water
excessive wear a nd ~ere is also greater danger of scale formation. For this reason
outlet temperature is usually maintained at about 78-82°C. Because it is at a higher temperature
water for cooling
than the cooling water used for other purposes (known as the LT cooling), the
the engine is lrnown as the HT (High Temperature) cooling water.
or LT (Low
- Cooling can be achieved by using a dedicated cooler which uses sea water
Temperature) fresh water. The LT cooling water is then cooled in the sea water coolers.
- The temperature is controlled using cascade control which monitors both the inlet and outlet
ture due to a
temperatures from the engine. This allows a fast response to any change in tempera
change in engine load.
makes up any
-To make up for any leaks in the system there is a header tank, which automatically
expansion in the
deficiency. Vents from the system are also led to this header tank to allow for any
system and to get rid of any air.
It is deliberately
-The header tank is relatively small, and usually placed high in the engine room.
any major leak
made to be manually replenished, and is fitted with a low level alarm. This is so that
per watch, and
would be noticed immediately. Under normal conditions, the tank is checked once
ifit needs topping up, then the amount logged.
the engine is
· The system will also contain a heater which is to keep the cooling water hot when
Some ships
stopped, or to allow the temperature to be raised to a suitable level prior to starting.
the m~in
use a central cooling system, whereby the same cooling water is circulated throug~
eng'.nes which
engine(s) via a pre-heater of steam type. This system has the advant~ge whe~eby the
are stop pe d are k ept warm rea dy 'or immediate starting by the engines which are running. .
,,
· A fr h (FWG) which is used to produce fresh water from sea water 1s also
es water generator
~orporated.
. . f mplete feed water system for an auxiliary boiler labelling

Q9· A• Draw a Jme diagram o a co .
allth . . . h 1·ng the direction of flow in all lanes.
e prmcipal items ands ow
B.Ex . 1 to the boiler is regulated;
plam how the feed supp _Y reventoil contamination of the feed water.
C.State what means ·are proVJ~ e!1.t~ p - · · · ·- · - ··- f - ·-, · 1
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A. Draw a line diagram of a complete feed water system for an auxiliary boiler labelling all
the principal items and showing the direction of flow in all Jines,
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" d supply to the boil . EK-MOTOR 159
B. ExpI am
. . . . er 1s rcguhted·
. The teed water system shown the figur e u 1 . ' '
. The three elements used are e ow is a 3-elcmcnt controlled system.
1.Water level
2. Steam Flow
3. Feed water now
. A three element controller rece ives signals fron 1 ti 1e l eve 1sensor, a steam flow sensor and also a
feed flow sensor .
.· 1·1ed t o t h e b 01•1er m
• Und~r steady steaming conditions • the feed w·,11be supp · to t I1e
· d'1rect ratio
steam now.
• As the steam flow increases the feed flow will immediately respond to match .
. The level control signal will over-ride the ratio element if the level changes.
- Usu.illy there are 2 feed pumps provided for the operation, one in use and another in standby.
Each pump has 2 deliveries connected to the boiler drum; one through the controller and another
one through pair of manual valves for emergency manual filling.
Swell & Shrinkage
· An increase in firing rate will cause a rapid increase of steam bubbles which will displace water
and rause the level within the drum to suddenly rise.
- This happening is called a "Swell Effect"
-The controller will thus shut the feed valve at a time when the water supply needs to be increased.
- The reverse will happen when the steam demand decreases, a1;d the water will convert into
bubbles and display a reduced water level which is called as shrinkage effect
- The water level will suddenly drop and the controller will, therefore, increase the feed water
supply.
- Hlving a 3-element controller will avoid such swel\ & shrinkage as the steam demand relay will
indicate the actual flow which takes care of the water level.
C.State what means are provided to preYent oi I contamination of the feed water.
-To prevent oil contamination of the feed water all dirty or oily condensate (Returns from fuel tank,
Lube oil tank, fuel heaters, LO heaters, purifier return, Bilge & sludge tank return etc., ) are
manifolded together into a separate return line into the hot well.
- Diny or Oily condensate line has a 3 way valve prior to the hot well which is actuated by an oil
sensi11gprobe fitted on to the hot well observation tank. ·
· If there is any oil return the probe will sense the oil and activate the 3-wayvalve to divert the dirty
condensate to the bilge holding tank and raise an alarm. ·
- Observation glasses are provided on the hot well, watch keepers shall monitor the sight glass for
any traces of oil.
- Drain funnel is provided which is located inside the hot well to the water level with a cock outside
the hot well, frequent checking of this cock will indicate ifany oil is present in the observation tank.
- Hot well is usually divided into compartments and each compartment overflows . from bottom
through a pipe to another compartment such overflow pass through filters which collect if any oil
~ present in the water.
pECEMBER2017
ASMARCH
.Ql- Q6SAME 2018

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WWW.DIESELSHll,.

B. Describe the repair pr

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• Mediumspeed fourstroke enginesand smalltwo stroke enginesuse a simplemethodof checking

movementshould be between ½ and 1 link. Adjustment is carried out by tighten mg or slackening

Q2. With reference to 2-Stroke Slow Speed Engine:

A~S~etch and describe Main Engine Exhaust Valve

B,Ust out a procedurefor test of MainEngineExhaust Valveafter overhaul.

Checking Exhaust Valve Spindle Seating Surface

Q3. With respect to Lubricating Oils used in Main Engine Sump:

A. Cause and effect ofthermal stresses

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• Othercausesalsocouldbe coolingwater failure, Lowtemperature on cooling medium, low charge

B.ExplainwhythennaJstresses are aggravatedWithIncrease in cylinder bore.

(a) A gradual rise in exhaust temperature at one cylinder.

LSHIPcoM •fold w I11 ·ch burns the manifold (and

canaccumulatein the sump. . k could accumulate w ater in the sump.

Lube oil leak

Q6.Explainwhythe followingproblems occur In turbocharger nozzles, shrouds and blades,

D. Falling spee d (RPM) of the turbine.

Q7.Enumeratethe causes of Piston Crownburning and subs

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Piston ring grooves

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1, Fully built crankshaft

Describe the phenomena of vibration in marine ~iesel engine.

(a) Transverse Vibration

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(d) The role of vibration dampers.

D Oil scrapperringswith lameliae Oil to cran case

two stroke diesel engines considering

ur content in the fuel

consllml) lion, particle emissions

safety devices and gine air startin d' .

A. Sketch and describe Main engine ~t:,rllng air lllstrll.Jutol'.

Interlocks: Interlocks are provided so that the engine can be started

Q7. Fatigue ls one of the main causes of crankshaft failure.

A. Sketch and Indicate the most likely location of a fatigu

. . where local stress u h . s minute cracks

D. Sketch and D d to inhibit fatigu

Q8. With reference to mechanical/hydraulic governors:

requirement, reduced size of governor.

(B) How dead band effects are reduced

Th~dead band effectis reduced by increasin . .. .

(C) How hunting Reduced

What ls huntin ~ --- --- -

(D) How tl1e output torque is increased.

Q9. With reference to piston rings;

- This is due to poor clearances, corrosion, abrasion, scuffing or improper lubrication.

B. How maintenance and engine operation can minimize breakage.

Q4 Describe the phenomena of vibration

Describe the phenomena of vibration in marine diesel engine.

• Transverse vibration of engine frame is also referred as 'Rolling vibration'

(b) Torsional Vibration

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. rtin air line of an internal combust ion engine nnd

- The safety cap . . f b rs rated cylinder

Oil supply from cr

i Oil feeds around

A. Leaking air inle -· • ·--·-