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Marine Engineering Practice
Marine Engineering Practice
The needle guide should be immersed in clean diesel oil and the needle taken out and checked for
free movement. In case of any resistance which may be due to the presence of carbon or fuel sludge
the needle may be put in and pulled out in succession many times while keeping it submerged in
diesel oil. It is important to do this in a container full of clean diesel oil so the contaminants can be
flushed away.
After the needle guide has been cleaned, the needle should be taken almost out and then let it fall
in with its own weight. A free and smooth movement with small jerks as the clearance is making
way for the oil to come out is an indication that the clearances are all right and the needle guide is in
good condition. It must be noted that the needle should fall fully into the seat.
On the other hand if the needle falls fully in one go, then the clearances have increased and the
fuel will leak past the spindle and less fuel will go in the cylinder. The needle must be inspected for
any wear marks if this happens. The needle guide can be used but must be changed soon.
If the needle does not go down and gets struck then it must be thoroughly cleaned again. If still
there is no improvement then the needle might have become bent. Check the needle for any signs
of overheating.
The push rod end should be checked for any abnormal wear.
The seating between the nozzle body and the valve body if damaged can be repaired by lapping
with fine lapping paste. It must be noted that the lapping paste should be thoroughly flushed away
with clean diesel oil and thereafter blown dry with compressed air.
Check the nozzle spring for breakage, poor seating and other defects. Change if required.
Check the leak off pipes, shims, packing etc for the condition. If the fuel valve is water cooled, the
cooling pockets should be cleaned with compressed air.
After the parts are cleaned and inspected the fuel valve is assembled as per the manufacturer’s
instructions and thereafter tested for function and performance.
The assembled fuel valve is installed on the test stand and after purging the pipe line the manual
handle is operated in quick succession. The nozzle should start discharging with a sharp crackling
noise at the set pressure. The pressure at which the injector is supposed to fire depends upon the
manufacturer’s engine design but normally is between 250 to 350 kg/cm2 with an allowance of
plus or minus 10 kg/cm2.
In case the lifting pressure is not correct, it can be adjusted by the adjusting screw.
The spray characteristics should be satisfactory and as per the manufacturers advice.
All the holes of the injector should be firing and can be checked by a torch light or a filter paper
can be folded as a cone and then the injector tested. The holes on the filter paper will show the
number of holes firing. In this procedure you must be careful as the high pressure spray can enter
the skin and is toxic for us.
The spray angle should be as stated by the manufacturer. The atomization of the fuel should take
place and solid spray should not come out.
Clean diesel oil should be used for the testing purpose.
In case the fuel valve is dripping the needle guide should be taken out and repaired.
When a valve is suspected not to hold or it has become tight or seized, it must be dismantled for overhaul. The
overhaul procedure has been discussed below:
Disassembly procedure:
Remove the wheel nut and the wheel handle
Open the bonnet bolts and the top portion of the valve along with the valve seat, stem etc will come
out. The bottom portion of the valve will be separate.
Hold the bonnet in a vice and open the gland bolts. Then loosen the gland flange and the gland bush.
The valve stem should then be screwed clockwise and it would come out from below along with the
valve disc.
Remove the set screw of other arrangement that is securing the valve disc to the stem.
Remove the gland flange, gland nut, and all the gland packings with a gland packing extractor.
Globe valve overhaul:
Clean, buff, and polish all the parts.
Check all the threaded parts for damage and if there is any damage on the thread then the threads
must be dressed by a needle file.
Check the stem for straightness. The simplest method of checking is by rolling on a flat surface, but the
correct method is to put it on a lathe and center it. Thereafter with the help of a dial gauge put on a
magnetic stand at a suitable point, check the distortion.
Check the stem for scratches, as these can damage the gland packing. Any scratches must be removed
with an emery paper or oil stone.
The valve and the valve seat must be inspected and if found to be in fairly good condition, they must
be ground together by using a guide for centering and a suitable grade lapping paste. A 1200 grit
lapping paste would be suitable in most conditions.
Different methods of testing after overhaul of a globe valve are used. A simple method is to fill the
valve with water and use compressed air for bubble testing. The second method is to fill the chamber
with compressed air and wait for a pressure drop. Globe valves are used extensively on board ships
and also on offshore oil rigs and throughout other industries. It is very important for the new junior
engineers and other sea going marine engineers to understand the utility and maintenance
requirements of globe valves.
The lever is connected externally to a remote operating mechanism which might be pneumatic or
hydraulic controlled. The controlling system has a piston which moves with the pressure of air or fluid and
simultaneously moves the lever attached to it. The lever at the other end is connected externally to the
spindle which is attached internally to the valve.The valve is a spring loaded valve which means that the
spindle is placed through a spring which helps in re-positioning of the valve to the open position when the air
or fluid pressure in controlling cylinder reduces.
All the quick closing valves are generally set in the open position.When the piston of the controlling
cylinder moves up, the end of the lever which is connected to the piston moves up. As the lever is
pivoted at the center, the other end of the lever moves down and pushes the spindle downwards. This
closes the valve and shuts the flow of the fluid.
11. How do you reset a QC valve after operation?
A) After release, the valve can be reset according to the following procedure:
1. Turn the handwheel to the right (clockwise) until the tappet of the actuator is rested under the
stem nut.
A slight resistance can be noticed.
2. Turn the handwheel to the left (counter-clockwise) until a slight resistance is noticed.
12. Is there any difference between relief valve and safety valve?
A) DIFFERENCE BETWEEN RELIEF VALVE AND SAFETY VALVE:
Releif valve is applicable in the fluid system.
safety valve is applicable in the gaseous system.
Relief valve opening is directly proportional to the pressure rise.
Safety valve opening is will happen at after reaching the set
pressure.
Are valve markings correct? (Have round covers on the floor plates in the machinery space been also
confirmed?)
Are all deck scuppers effectively plugged? (Are wooden plugs, if any then cemented up?)
Has it been confirmed that no deficit, crack, corrosion, and the like exist on the pipe line to be used?
Have a leak test to the pipe line by an air pressure of 5 kg/cm2 or under been carried out? (To be entered
the date of last testing in remark column )
Have operation of remote valves and level gauges used in bunkering been confirmed? And also accuracy
of remote gauging system verified?(if fitted)
A) For exact pressure a slow kick has to be given to avoid fluctuation in pressure gauge
In oxy-fuel cutting, a cutting torch is used to heat metal to kindling temperature. A stream of oxygen is then
trained on the metal, and metal burns in that oxygen and then flows out of the cut (kerf) as an oxide slag.
Torches that do not mix fuel with oxygen (combining, instead, atmospheric air) are not considered oxy-fuel
torches and can typically be identified by a single tank (Oxy-fuel welding/cutting requires two isolated
supplies, fuel and oxygen). Most metals cannot be melted with a single-tank torch. As such, single-tank
torches are typically used only for soldering and brazing, rather than welding.
29. How do you select the correct current setting for welding?
Identify the type of welding technique that requires the use of electric currents to start the arc
using a welding rod --- for example, electric arc welding.
Determine the kind of material you will be welding in order to choose the appropriate welding rod
since they must be of the same material make.
Choose the type of welding rod based on the material to be welded, taking into consideration the
diameter, electrical conductivity and possibly the tensile strength that is stamped on the electrode
Observe the last two digits together "1/8 E60XX" to indicate the type of coating used on the
welding rod and the welding current that can be used with it. Use Direct Current (DC) straight, (DC
-) DC reverse (DC+) or Alternate Current (A.C) as stamped on the welding rod to choose your
amperage.
Regulate the "Current Selector" or a comparable option to select the amp range once you've
identified all the necessary parameters for the weld
A chain hoist is operated by hand. An operator will pull down on one of the chain loops on one side of
the chain. This will turn a pulley mechanism inside the chain hoist housing. When this pulley turns, it will lift up
the end of the other chain which usually has a hook on the end. By pulling down on one chain, the manual
hoist is actually able to increase the mechanical work that is being done. This is caused by the gear ratio inside
the manual chain hoist.
1 Isolate pump electrical circuit breaker on main switch board and attach a warning notice. (Do Not Operate-
Men at Work).
2. Switch off and lock pump supply at its local supply panel. Attach a warning notice to pump local supply
panel.
3. Close suction and discharge valves, chain and lock hand wheels.
4. Open pump suction and discharge pipe drain valves to bilge and when water ceases to flow; crack open the
pipes / pump flange joints carefully to ensure that pump has drained off and is safe for opening.
5. Fix a shackle to lifting pad eye above pump and hang chain block; ensuring SWL of block, slings and shackles
are satisfactory.
6. Use a center-punch to match/mark coupling and casing, then remove the coupling bolts.
7. Disconnect, fix i/d tag and remove motor supply cables; taping over bare ends with insulating tape.
8. Connect shackle and sling to motor eyebolt and lift motor clear of pump using overhead chain block. Lay
motor on its side out of harm’s way, protecting machined surfaces on both pump and motor coupling halves
against damage. (Cardboard and masking tape is quick and efficient method.)
9. Disconnect all external fittings from pump casing e.g. cooling pipe, pressure gauge, oil reservoirs and air
cock.
10. Remove bolting from top cover and remove cover. Scrape off old gasket and check mating surfaces, and
renew gasket on assembly. (Light smear of grease on gasket / faces)
11. The pump shaft with impeller can be lifted out of casing.
13. Remove the gland packing and disregard; replacing it on rebuild. Remember to cut ends of packing at 45°
and stagger joints when repacking gland.
Pump
1. Impeller, pump shaft and internal volute/casing can now be inspected for erosion, pitting and wear.
2. If required rectify pitting or erosion in the impeller and casing with two – part alloy epoxy putty. (See my
article in the Reference section)
3. Check main drive shaft bearings and thrust bearings for wear and replace if required.
4. Check wear ring clearance using feeler gauges; in my day at sea it was general practice is to replace with
new rings at major overhaul.
5. Check impeller / shaft key and keyways for damage and undue wear, Unscrew impeller shaft securing nut
and check threads are in satisfactory condition; retighten to manufacturers torque settings.
6. Give all parts a good clean removing any dirt/ medium residue before re- assembly using new parts as
required.
7. Enter date of overhaul and parts renewed in the pump maintenance record card.
Drive Motor
1. Grip motor drive shaft /coupling firmly and check for excess axial and longitudinal movement. Rotate shaft
at speed by hand, allowing it to run to a stop whilst listening for excess noise from bearings. Any doubt on
either counts, the bearings should be replaced.
2. Megger check motor windings to ensure no dampness is present and windings are in good condition. Any
suspect readings indicate a full motor strip to check condition of rotor and stator.
3. If these checks are satisfactory, grease bearings as required. Some bearings are now sealed for life and will
not require greasing.
1. Unlock and remove chains from inlet/outlet valve wheels and open both valves full.
2. Open air cock and expel air from line and pump while checking for any leaks
4. Reconnect motor.
5. Remove danger notices from pump power supplies and reinstate breakers.
6. Start and record current drawn by the motor under starting and running conditions. Check and record the
discharge pressure.
A) Spade, lip and spur (brad point), masonry bit and twist drill bits
According to shape
i. V- shape
ii. Square thread
iii. Buttress thread
iv. Acme thread
v. Knuckle thread
A) Nominal Pipe Size (NPS) is a North American set of standard sizes for pipes used for high or low pressures
and temperatures. Pipe size is specified with two non-dimensional numbers: a nominal pipe size (NPS) for
diameter based on inches, and a schedule (Sched. or Sch.) for wall thickness. NPS is often incorrectly called
National Pipe Size, due to confusion with national pipe thread (NPT).
Type of flanges
Blow past of combustion products caused by leaky, sticky or broken piston rings, worn out liner,
faulty cylinder lubrication, or insufficient axial clearance of the piston rings.
Overheated piston dissipates heat to the under piston area caused by faulty atomization and
injection pressure, faulty fuel pump timing, loss of compression, engine overload, failure of coolant
circulation or insufficient cooling due to formation of scale.
Blow back of exhaust gases caused by exhaust back pressure or deposits on exhaust ports, fouling
of grid before turbine inlet, fouling of turbine blades, choking of EGB or economiser gas outlet.
Presence of fuel oil in the scavenge spaces due to defective fuel injectors, incorrect pressure setting
of injectors or fuel particles landing on the cylinder liner due to excessive penetration.
Excessive cylinder lubrication which is drained down to scavenge spaces.
Oxygen is plenty during engine operation.
Fouled scavenge manifold.
Indication of Scavenge Fire
Engine revolution drops as the power generation in the affected cylinder is reduced.
Unstable operation of Turbo charger and may cause surging.
Exhaust temperature of the affected cylinder increases, as the cylinder is not receiving fresh air.
Black smoke with exhaust due to incomplete combustion in that unit.
Discharging of spark, flame or smokes through drain cocks from scavenge air boxes.
Rise of pressure and temperature of air in the air box below the piston.
Visible evidence of fire if a transparent window is fitted.
Cooling water outlet temperature of the affected unit is increased.
Action to be Taken
Fire should be extinguished after some time. If the fire spread in the other scavenge spaces along with the
scavenge manifold, then -
Intense fire can cause distortion and may upset piston alignment
Check by turning the engine and watch movement of piston in the liner, check for any occurrence of
binding at part of stroke (Binding indicates misalignment of piston)
Check spring on scavenge space relief device, if the device was near the set of fire
Piston rod packing spring also should be checked, which may have become weakened by overheating
Check piston rings and liner for any distortion or reddish burning mark
Check diaphragm and frame near affected part
Check guides and guide shoes
Check tension of tie bolts
Wear rings are sacrificial components installed on the casing and impeller to inhibit fluid from recirculating
back to suction from the discharge. They provide a renewable restriction between a closed impeller and
the casing. Wear rings are often installed on both the front and back of the impeller. When wear rings are
installed on the back of the impeller, another set of rings is installed in the backcover.
Wear rings act as the seal between the casing and the impeller.
51) Boiler gauge glass? Reflex type? Blow through procedure?
A) Procedure:
v. Open the water out valve & let water flow thru it and close the valve after blowing down with water.
vi. Open the steam out valve and blow thru with steam.
A) International Ship suppliers & Services Association code book. encoding the international marine
materials
Parts to be tested
5 Test bladder
6 Vacuum/Pressure bulb
7 Hose clamps (2)
8 Rubber stopper
10 Tubing tee
11 Connecting socket
I3 Test piece
15 Test piece
16 O-Ring
17 Flow meter
1) clean the metal surface with wire remove all oil rust or any other partical from the surface of the metal
A) Flaring tool are adaptive mechanisms used in pipe fittings. They accept pliable metal and expand the ends
of pipes section as needed, sothe pipe can fit to the next section.
A) A body with conical seat, a nut and ferrule when assembled behind it, tube form ajoint on progressive
tightening the nut on the body the ferrule bites into the outer surface of the tube, thereby ensuring leak proof
joint at high operating pressure.
A) Bucket filter oil enter from Centre of filter and flows out
1. When pr. Diff. increases across the filter it indication filter is chocked
7. blow air in the opposite to direction of the flow, use cotton as a screen behind it.
A) dead man alarm system is designed to monitor e/r activity and alert the c/e and other engineers if the e/r
becomes unattended.
A) a compound gauge is a press. Guage that displays both –ve and +ve gauge press. Measurement. Gauge
press is a measurement of press. Relative to ambient pr.
A) back lash can be defined as a rotational arc clearance formed between a pair of mounted gears. A back lash
(clearance) to any gear set for checking damage caused by gear tooth interference. Lack of back lash causes
following problem.
Noise
Overloading
Overheating of gears and bearing
Seizing and failure
Spur gear
Helical gear
Worm and worm wheel
Rack and pinion
Bevel gear
A) Because high pressure exists between the gears, which makes it difficult to substance boundary
lubrication that why high pressure lube oil is used in gear .
A) Type of taps
Tapper tap
Plug tap
Bottoming tap
Type of dies
According to opration
Simple die
Compound die
Combination die
Progressive die
Multiple die
Transfer die
A) Clearance volume or bumping clearance is the space between the top of the piston and the cylinder
head of an air compressor. This clearance is an important aspect of the compressors and should be as less
as practically possible to improve the volumetric efficiency of the compressor. The clearance volume
should not be too less or too more. Moreover, it affects the efficiency of the machinery and thus should be
checked at regular intervals of time.
In an air compressor, when the discharge valve closes in the end of the compression cycle, a small amount of
high pressure air is trapped in the clearance volume.
Before again taking suction, the air trapped in the clearance volume must expand below the suction pressure
i.e. below the atmospheric pressure.
The expansion of this trapped air in the clearance volume causes effective loss of stroke due to which the
volumetric efficiency of compressor drops. Therefore, the clearance volume has a significant effect on the
efficiency of the compressor.
Small clearance volume may result in piston banging or colliding to the cylinder head.
This is dangerous when the compressor when is running in unloaded condition without any resistance to
the movement of the piston.
Large bumping clearance retards the formation of vacuum on the suction stroke and thus less air is drawn
inside for compression and accordingly the weight of the air delivered is reduced proportional to the clearance
volume.
Compressor has to run for a longer period to provide the necessary compression pressure.
During overhauls of the air compressor, if the gasket fitted between the cylinder head joints is of the wrong
type, then the bumping clearance will increase, resulting in wear down of bottom bearings or wrong bearings
are put in place.
Bumping clearance is checked by putting a lead ball or plastic gauges over the piston and then turning the
compressor one revolution by hand.
By doing this the lead ball will compress and the thickness obtained is the clearance volume.
This thickness is measured with vernier caliper or micrometer and is then compared with the manufacturer’s
value. Adjustments are made in case there is an offset in the value.
Bumping clearance can be adjusted with the help of inserting shims (thin metallic plates) in the bottom
bearings. Inserting shims will move the connecting rod and the piston which will change the clearance.
Generally bumping clearance depends on the manufacturer but as a thumb rule it should be between 0.5% to
1% of the bore of the cylinder.
87) Why centrifugal pump started with its discharge valve shut?
A) Pump with close discharge valve .This is because of the high column head it has to withstand .If you open
the discharge valve and start up the pump, then pump has to withstand the high torque which may damage
the pump's motor or prime mover. Be watchful and as soon as the flow is achieved and pressure is there , then
start gradually opening the discharge valve.
89) what check you will make on bottom end bearing boolts?
A) With reference to the engine manf. tolerances and record sheet, using a calibrated micrometer.
Bottom end bearing is removed from crankpin / piston removed. Surface wiped clean. Then at the
specified points in the record sheet, measure the diameter. Normally at least 0, 45, 90, 135 deg. with ref
to TDC and 5 equal distance locations across the pin.
Normally wear would be seen at the top (highest loaded point), and may require grinding undersize to remove
ovality, followed by thorough oil flushing / locate source of contamination.
Safety
Timing Gear
1. Check the condition of the gear tooth for corrosion pitting broken tooth excessive back lash etc
2. Check lubricating spray nozzle for clogging or breakage
3. Check for condition of cam rollers should be free to rotate on pin surface finish of rollers ans cams
4. All the thee cams for each unit to be checked
5. Check lubrication of each cam
Running gear
1. Check tightening and locking of bottom end bearing bolt use testing hammer
2. Check axial displacement of connecting rod
3. If the crack shaft is buildup type the check the reference mark are in proper position
4. Check for any leaks of water from liner o ring
5. Lube oil pipe to started and check for uniform oil flow
1. If the engine is of dry sump type check the condition of grid and see that if it is clear of any
obstructions
2. Check pip flanges of distribution pipe
3. Check for proper clamping
4. Distribution pipes to checked for proper tightness and not leaking
5. Check underside of each bearing for any metal particles including crankcase
6. Check condition of crankcase painting it should not peel off otherwise it indicates acidic mixture of L/o
7. Check for flow of oil from indivial bearing by starting the lube oil p/p
95) Ship side valve leaking in engine room what will you do