AKRAMANUJAN.

ORG
2 nd NOVEMBER 2019
FUNCTION 4(33)

ramanujan1933@gmail.com

NOTE:- I am once again repeating the request for questions

from other centres so that it helps you all in preparing for
the orals. you can send hand written scanned sheets of
questions to my e-mail given at the head. Please treat this
as urgent.

Interesting oral questions

(1)In July 2016, the examiner Mr Pakrasi of
Mumbai centre has asked this question:
How to use the boiler with sea water if no
fresh water on board?
 This question when asked may be as :
The fresh water generator on board is non
functional due to the breakdown of the ejector
pump and no spare available on board. The ROB
of FW on board is just about 15 tons and the
balance voyage is about 8 days steaming. The D/O
available may last for 2 days only. How will
you run the engine to make port , even if you
have to fire the boiler on sea water. What
minimum damage would you expect on the
boiler and how will you run the boiler to
make port.
This question has to be answered positively
and you cannot avoid the answer by saying
the boiler cannot be operated with sea water.
The boiler has to be operated in such a
manner that you can expect some minimal
damage to the boiler, and it has to be done
because it is a matter of survival.
Answer:- Having decided to run the boiler , it
will be run with minimal usage , say only for
heating the fuel oil for burning in the main
engine and the Auxiliary engine if it is operated
on fuel oil.
The fresh water available will be used only
for preparing the meals and for drinking and
that the chief officer will notify and take care
of.
Adjustments to be made to the boiler and
the feed system:
For ready reference the open feed system
diagram is introduced.
 Connect a rubber hose from the hydrant
supply of sea water to fill the cascade tank.
The flow shoul be adjusted and controlled so
it does not overflow.
 We do not want to reuse the steam(sea water
is amply available). Hence the return dump
steam will be let out to atmosphere. By this
we are saving the condenser from getting
polluted.
 Steam will be open only for the settling and
service tanks and the concerned heaters for
the purification of the fuel oil. Lub oil
purification should be suspended till normal
running commences.
 The drains from the heating steam which
are in operation will be diverted to the bilges
by opening their test cocks and allowing the
drains to drop on the floor.
 The aux feed check line will be in operation
so that the feed controller and feed heater
 if provided are isolated to avoid pollution
damage.
 The boiler will be operated at a low pressure
of about 3-4 kg/cm2 to keep the corrosion
and scale forming levels to as low as
possible.
 The operation of steam production is by
hearting the water from a density of say
1031 gms/litre to 1100 gms/litre which is
enough to produce the required steam at the
pressure planned.
 The blow down valve on the boiler will be
hand controlled for adjustment of the
density level, whilst the ship side blow down
valve will be full open.
and the aux feed check valves will be hand
controlled
 Monitoring of the boiler water density will
be done frequently to ensure the density
does not over shoot the limits set.
The C/E must have all the log entries
correctly entered so that his report is factual
and supported by documentary evidence.
 On arrival port the boiler is to be
opened for survey and to note any damages.
Cleaning is going to be extensive and
labourious , especially the steam and water
side. The main steam manifold up to dump
condenser including the back pressure valve
will have to be opened for de-scaling.
The owners have the option of calling
the under writers surveyor if they consider
making a claim( it may be worth while if the
claim is going to be considerable even after
deducting the deductable amount) .
The class surveyor will be in attendance
and he will have the boiler surveyed.
The exact damage will be known when the
boiler is being filled with fresh water after
the cleaning and inspection. The mountings
will also be dismantled and surveyed.
The damage may be restricted to
some tubes leaking which will be renewed
since the survey will be credited. The boiler
willlbe subject to hydraulic test since epairs of
renewal of tubes is involved.
 Further to this the cascade tank and
obsevation tank will have to be emptied and
thoroughly cleaned. The filter elements such as
the filtering cloth on the filter cages and the
loofa sponges have to be renewed
The boiler and feed system can be
brought into operation.
(2) A favourite question asked in Mumbai:
State at least 8 important advantages for
preheating the main engine
Answer:-(1) The main advantage of preheating the
engine is that the individual cylinder spaces have reached a
higher temperature which results in a terminal temperature
close to or equal to the ignition temperature , thereby
combustion is easily achieved.

(2)By preheating the engine the scavenge space

including the trunk are maintained dry , there by
increased mass of pure air (less vapour) is supplied to
the engine. Indirectly the volumetric efficiency is
increased.

(3)By preheating the engine corrosion caused by the

presence of sulphur in the fuel is avoided since the
cylinder and scavenge space is maintained dry.
Corrosion is predominant when these spaces are cold.

(4)Cylinder lubrication at the time of starting is pure

and not contaminated by the moist surface of the
 liner wall , which would occur if preheating is not
done . This contributes to reduction of liner wear
during starting

(5) By preheating the engine the working

temperature inside the cylinder is close to the
temperature during steady state working condition.
Hence thermal stressing of the engine moving
components is avoided.

(6)By preheating the structural components such as

entablature, A frame and bedplate including the tie
rods are in their stressed levels(caused by free
expansion). Reduces fatigue condition during starting.

(7)During preheating the heat reaches the oil sump

which is below the bedplate and heats the lub oil.
Reduces its viscosity and is easily primed. This
advantage is necessary during winter and when the
ship is in cold regions.

(8)With reference to advantage 1 stated above, if

preheating is not done the engine will consume more
staring air to accomplish the start on fuel. Hence
reduces starting air consumption.

(3)How will you find out if the air cooler of the T/C is
fouled.

Answer:-The air side inlet and outlet ends are repectively

connected to a water gauge meausuring in mm and cm of
water column.If the difference in the water columns on both
sides is within reasonable limits as stated in the engine
operation manual, the air cooler is not fouled. If the
difference is excessive the air cooler is fouled.

(4)How will you find out if the inlet filter of the T/C is
fouled.

Answer:-The inlet air filter is connected to the two limbs

of the water gauge , one before filter inlet and one after
filter outlet and inlet to compressor respectively. If the
difference is excessive as per the engine operation manual,
the filter is fouled and needs cleaning.

(5)How will you find out the compression pressure of any

unit of the main engine when engine is in operation.

Answer:-Using a pressure recorder and shutting the fuel to

the respective unit the compression pressure of the unit is
recorded.

(6)State the symptoms and indications of the fracture of the

main engine tie rod when the engine is in operation.

Answer:-If during watch the fracture can be identified by a

loud bang and investigation at the top platform of the
engine the jumping motion of the top nut of the tie rod
which is brio ken can be observed. When not on watch it
can be observed by feeling the tie rod ends on the
entablature. The one which is vigourously moving is the
broken tie rod. Further after the engine is stopped an the
crank case doors opened. By examining the tie rosd ends
under the transverse girders , the indication is seen by the
tie rod nut touching the bottom of the bedplate and is
capable of movement.
(7)What is the difference between a reversible and non-
reversible process in thermodynamics.

Answer:- The reversible transformation processes in

thermodynamics are the adiabatic and isothermal
compressions and expansions. In any of these cases the
curve taken during compression is exactly traversed back
during expansion . Hence they are called reversible
processes, whereas in any other practical compression as in
the case of the air compressor or the diesel engine the
curve traced during compression is not exactly retraced
during expansion and that is because the cylinder walls
transfer the heat when it is not required to transfer the
heat as per the expansion or compression theoretical law.
(8) What is the importance of bumping clearance in the
air compressor.
Answer:- The bumping clearance in the compressor is taken
to provide a minimum clearance volume so as to improve
or maximise the volumetric efficiency of the compressor. If
no clearance is provided, the piston is likely to contact the
cylinder head during every compression stroke and damage
the piston as well as the head The clearance taken is
ideally adjusted to suit the compressor at its ambient
temperature during operation
(9)What is meant by peening(hammering) of the piston
rings of the main engine. Why is it done.
Answer:-Concentric rings exert the greatest pressure at each
side of the gap and at the point diametrically opposite, and
the effect of thinning the ends or making the ring eccentric
is to reduce the outward pressure at these points and thus
produce a more uniform pressure all round.
 Piston rings are ‘hammered’ to give them the required
outward spring so that they exert a pressure on the
cylinder wall when placed in the cylinder . By varying the
amount of hammering in any particular location the
amount of outward spring will also be varied ,producing a
piston ring of uniform section having similar characteristics
to an eccentric ring. If the amount of hammering is
gradually increased from small amount on each side of the
piston ring gap to a maximum amount opposite the gap,
the ring when sprung into the cylinder will exert an even
pressure on the cylinder walls.

(10)What are the drawbacks of the lubrication of the

crosshead bearing. How is it overcome.

Answer:- The drawbacks are:

 The crosshead pin is not rotating but oscillating and
this makes the sustenance of the hydrodynamic oil
film difficult.
 The gas load including mass of piston is directly
taken by the crosshead pin and is maximum at TDC.
 To overcome the gas load problem the modern
engines have the bottom half bearing as a single
piece , thereby increasing load support area and
hence reduces the load pressure on the bearing.
 To overcome the oil film sustenance the oil
pressure at the bearing is increased as the oil
directly after the lub- oil pump is taken to the
cross head pin through the telescopic pipes . This
makes the pressure of the oil greatest at the
crosshead.
 (11)Why are pinching screws fitted to the tie-rods of main
engine.
Answer:- Usually four pinching screws are provided on the
tierod casing tube. When the pinching screws are
tightened they prevent the vibration of the tie rods during
engine operation

(12)In a four stroke engine cylinder head are the diameters

of exhaust and inlet valves same or different. If different why
the difference and which is bigger.

Answer:- The exhaust valve diameters are bigger than the inlet
valve diameters because the volume of the exhaust gases is
high due to the higher temperature after combustion.

(13)Using a mechanical indicator can we take the power card

of any unit in a medium speed engine. Give reasons for your
answer.

Answer:- With the mechanical indicator the power card of a

medium speed engine cannot be taken because the RPM of the
medium speed engine is high(between 700 and 1000 RPM) and
the drum return speed is low and hence the drum return speed
will not correspond with the piston speed . This drawback will
not reflect the true piston speed and hence the power card of
the medium speed engine cannot be taken

(14) Why tappet clearances are necessary in an engine.

Answer:- The clearance between the rotappet roller and the cam
ensure that the valves are positively shut when they are not in
operation. The clearance must be measured when the engine
has reached its ambient temperature during operation.
 (15)In some high speed engines two concentric coil springs are
fitted in each valve instead of one. What is the reason for
this arrangement.

Answer:- The spring compression is raised to suit the speed

of the engine so that the valve closes smartly and wire drawing
is prevented. Hence two springs are used.

(16) In high speed engines aluminium alloy pistons are fitted

instead of cast iron pistons. What is the reason or advantage
of this modification.

Answer:- In high speed engines , to increase the power weight

ratio, it is necessary to reduce the mass of the moving
components. Hence the mass of the piston as well as the con-
rod are made light and hence aluminium alloy is suitable
because of its higher strength than aluminium and it is light.

(17)Why are auxiliary engines fitted in the longitudinal

direction on the ship and not in the transverse direction.

Answer:- The ship gets its directional stability because of its

symmetrical shape about the longitudinal centre line and the
angular momentum of the main engine rotating components
including the propeller. To increase the angular momentum the
auxiliary engines are also placed in the longitudinal direction so
that their angular momentum s of their rotating components
including the rotors are added to the total angular momentum
which adds to the directional stability.

(18) In some auxiliary engines balance weights are fitted to the

crank webs. Why is this arrangement necessary.

Answer:- All four stroke in-line engines with odd number of units
are not completely balanced for primary and secondary couples.
To reduce the unbalanced resultant primary and secondary
couple balance weights are fitted on the crank webs of these
engines. The maximum balance weight is about 50% of the
piston and part of the con-rod mass.

(19)What is the purpose of the expansion tank in a jacket

cooling water system. What observations are done during watch
keeping on this tank.

Answer:- The expansion tank in the jacket cooling water system

of the main engine is to provide the following needs:

it gives a steady positive head for the cooling water

pump which is a centrifugal pump and hence prevents air
lock in the system.
* It is a reserve make up feed tank when losses occur due
to leakage in the system or even by evaporation.
* The vent pipe/pipes which are led from the individual
cylinder heads ensure release of air from the system.
* In any vent /vents if the flow is intermittent it
indicates a leak of gas from either a crack in the cylinder
head or liner of the corresponding unit.

(20)What is the difference between wet sump and dry sump with
reference to auxiliary engines.

Answer:- In auxiliary engines where the bedplate forms the oil

sump, it is called wet sump. Whereas in auxiliary engines where
a separate oil sump is fitted below the bedplate , it is called
dry sump since the oil leaking into the bedplate flows into the
sump through the drain fitted in the bedplate.

(21) Explain the principle of the radial flow turbine as fitted in

an auxiliary engine.
Answer:- The construction of the radial flow exhaust gas turbine is
similar to the single stage centrifugal pump with volute casing.

In the case of the turbine the exhaust enters at the

volute end of the casing and exits the rotor from the centre

Because of its ease of fitting and convenient flow direction it is

favoured for auxiliary engines.

22)The B&W T/C is provided with sleeve bearings , whereas the

Brown Boveri T/C is provided with roller bearings mounted on
resilient spring leaves. packed in the bearing case. Why the
difference and why resilient spring leaves provided.

Answer:- The B&W T/C turns at about 12000 RPM, whereas the
Brown Boveri T/C turns at about 5000 RPM. With higher speeds
of rotation the lubrication should be effective and hence tghe
appropriate lubrication is forced lubrication and this is provided
by a gravity system equivalent to 4.7 kg/cm2, which is sufficient
to lubricate the sleeve bearing efficiently and also remove the
heat of friction efficiently. The BB T/C employs roller bearings
which are adequate for the low speed of 5000 RPM. Resilient
sptring leaves are provided for accommodating any mis
alignment and it also reduces the brinelling effect of the ball
races.