PREPARING THE ENGINE FOR MAINTENANCE AND REPAIR E.G.

FOR OVERHAULING OF PISTON.

MAINTENANCE AND CHECKS ON FUEL INJECTOR
● The fuel injectors which ideally run on heavy oil are taken out of the engine and
tested with diesel oil; when it stopped while it’s still hot. Caring checks right after
the engine stops to ensure the injector shows correct performance. Using the
same test while its cold would have flushed the system.
● In the majority of the case we only need to check for the spray pattern, but in
some, we also need to verify the injection pressure. In case the valves show
optimum test results; they should just be cleaned from outside and put back to
the system. But in case there is any abnormality we need to dismantle, inspect,
and repair the component as per the manufacturer’s instruction.
● We then clean the needle with fresh diesel oil and check for its freeness within
its needle guide. The needle should go through the entire length under its own
weight; falling freely pushing oil out through the small clearance. Similarly, we
inspect and check packing, nozzle spring, and the seating in between valve and
nozzle body.

THINGS TO LOOK IN SHIPS MAIN ENGINE CRANKCASE INSPECTION

● Crankcase inspection is a lot of work that it needs proper clearance and
paperwork before proceeding. A proper immobilization certificate is to be taken
and engines to be stooped. Placards to be placed at the designated place with
“Men At Work” in writing. To ensure safety the main starting air valved to be
shut and tagged, stop associated pumps, open indicator cocks, and engage in
turning gear.
● In most ships, it is also required to fill the enclosed space checklist prior to taking
the enclosed space permit. Once the crankcase door is opened and ventilated for
quite some time; it’s required to get in and inspect a few things.
● Look for any foul smell or sticky wax-like substance on the surface to find the
microbial degradation of lube oil. Checks the crosshead, bearings, guides,
gratings, pipelines, and connecting rod for signs of wear, cracks, or damage.
Also, check for the possible oil leaks from the stuffing box area.
● Check for the overall quality of the sump oil looking for signs of metal particles
and discoloration. At last look for any loose connection of pipes and signs of
insufficient lubrication; in the form of dark spots.

MAINTENANCE AND CHECKS ON ROCKER ARM ( TAPPET CLEARANCE )

● A rocker arm is an oscillating lever fitted in between the pushrod and the yoke of
the inlet and exhaust valves. To compensate for a deviation in rocker arm
position w.r.t rotation angle due to thermal expansion; a clearance is given in
 between yoke and rocker arm. It is the one among many duties of the
watchkeeping officer; to take measurement of tappet clearance.
● The measurement is taken with the help of filler gauge; by trying passing each
sheet in between the gap of the valve stem and rocker arm. It needs a much
steady hand and a bit of experience; to find the exact size of metal that first
passes through without much resistance. To take measurement the particular
unit must be at the TDC ( Engine stopped ) and cylinder cover opened to access
rocker arm.
● Any adjustment in this clearance will result in the late or early operation of the
inlet and exit valves.

MAINTENANCE AND OVERHAUL OF THE STUFFING BOX

● In two-stroke marine diesel engines the crankcase is separated from the cylinder
space using the diaphragm plate. The stuffing box is then installed to completely
isolate each other with a set of rings; tightly held together preventing oil and gas
to escape to the other side.
● It prevents the accumulation or ingress of crankcase oil in scavenge space;
prevent dirty cylinder oil being carried downward and leak of scavenging air to
the crankcase.
● Basically it scraps off the oil on either side of the piston rod preventing it to pass
on to another side. The stuffing box divided into two main rings the upper one
responsible for preventing cylinder oil and air; while the lower one responsible to
prevent crankcase oil from moving upward. These two sets of rings are fitted
together with a tell-tell space in between the upper and lower rings.
● These tell-tell holes can later be used to check the condition of the upper and
lower rings. If the air or shoot particle came through the line it confirms the
upper rings have worn down; while a large amount of oil is the indication of the
bottom rings failure. Ideally, at every 2000 hrs the condition of stuffing box rings
is checked and noted; and the overhaul is scheduled next with the overhaul of
the piston.
● In such case, the complete piston assembly is needed to be taken out with the
stuffing box. The stuffing box separated and then inspected for damage
replacing old rings with the new ones. On another hand skilled officer tends to
do it through the scavenge space opening; operating the scrapper rings after
separating stuffing box into its two halves.

SCAVENGE SPACE INSPECTION CHECKS

● The scavenge space inspection allows for a quick check of the condition of
various engine parts; the piston ring, cylinder liner wear, and stuffing box. This
helps detect any leaks from cylinder liner, jacket, piston ring wear, and more in
the form of oil and shoot deposits. The scavenge space allows for the inspection
of scavenging port and a large part of the under piston area.
 ● Proper cleaning and inspection of the scavenge space helps avoid and scavenge
fire. Due to high risk of fire from oil, shoot deposit and high pressure air its one
of the key checks in maintaining safe engine operation.
● Enclosed space permits are taken prior to performing any check or inspection in
the scavenge space. Once scavenge space door is opened it needs to be well
ventilated for half an hour prior to entry. Its common practice to take note of the
scavenge space condition; to ensure its free of any sludge or major oil deposit.
● Check whether there is major shoot deposit inside scavenge space and clean
with rags if any. Ensure the blower inlet flaps are free to operate and close.
Check for any signs of cracks or wear on piston and liner surface for the part
accessible.
● Using the filler gauge take measurements of the piston rings clearance. Check
for signs of water to detect cracks in liner and oil accumulation near stuffing box;
to account for the health of stuffing box rings and holding spring.

CHECKING ALIGNMENT OF THE ENGINE USING CRANKSHAFT DEFLECTION

● The continuous operation of ships engine lead to vibration and uneven wear of
the main bearing. They together lead to an upward or downward force on the
crankshaft; leading it to bend slightly up or down across its entire length.
● While the deflection may not be seen from naked eyes it can easily exceed
dangerous levels. Thus to avoid fatigue failure of the crank webs the crankshaft
deflection is taken at every 2000 hrs of engine operation. Furthermore, it can
happen also due to; grounding, hull deflection, damaged foundation block, slack
or broken tie rod, and crankcase explosion.
● Before checking the alignment of the crankshaft the engine is stopped and
allowed to cool. All associated pumps stopped, turning gear engaged, starting
mechanism halted, indicator cock opened & starting air valve closed.
Furthermore enclosed space permit has to be taken, Man at work placard be
placed and crankcase area ventilated in advance.

CRANKSHAFT DEFLECTION - MEASUREMENT ( SHIPS MAIN ENGINE )

● The misalignment of the crankshaft is measured using a dial gauge fitted
deliberately between the two crank webs. To ensure proper deflection reading on
each event; the dial gauge is placed in the same position as the last time. This is
done by using a marker or a light punch.
● Ideally, the dial gauge reading should be taken for each 90-degree rotation on
complete cycle; but due to some practical restriction on the bottom two readings
are taken. The average of these two readings gives the reading for the bottom
position for BTDC.
● The dial gauge reading for the four points TDC, 90 degrees off the TDC on both
sides and 30 degrees off on both sides the BDC; then used to plot deflection
graph to match it with an idle graph. On dial gauge, the closing in of the crank
throws is considered as negative while opening out as positive.