Candidate’s Name: National ID:

Ports and Maritime Organization

Seafarers' Affairs Directorate
Exam Code: TEMK-1400-01

Subject: Motor Engineering Knowledge Date: 03/03/1400

Rank: 3rd Engineer Time Allowed: 3 Hours
(Pass mark: 60)
Q1 a) With the aid of sketch describe an “Engine Indicator”. 10
b) State correct procedure for using the device named in part “a” question. marks
c) Name all the diagrams which can be drawn out by use of engine indicator. 4 marks
2 marks
Answer:
Source: A.J Wharton Diesel Engines page 22

Before 'taking' a set of cards, ensure that the engine

has completely warmed through, and that the
engine speed and load are stable (Le. avoid taking the
cards in heavy weather).
Blow each cock through before attaching the indicator,
because carbon particles entering the mechanism
will adversely affect its operation. Ensure that
the card is correctly fitted and that the correct spring
tensions are set. Allow the indicator to come to temperature;
it is not sensible to check one end of the
engine with a cold indicator and all the other units
 with an indicator that is progressively warming up.
Lubricate the piston as necessary and take the card by
pressing the stylus lightly onto the paper. Draw an
atmospheric line first, by closing the cock and rotating
the drum under cam actuation (do not pull it by
hand). Thepowercard can then bedrawnby opening
the indicator cock
Power card Compression diagram Draw card or out of phase diagram Light or Weak spring diagram

Q2 a) State three-factor which could be responsible for the excessive operation of

automatically controlled air compressor.
b) Explain why compressor cylinder lubrication should be kept to a minimum.
c) Explain why the compressor suction filter must keep clean?
d) Explain why all air pipelines should be kept clear of oil deposits, indicating how this
may be achieved?

Answer:
∗ Leaking automatic drains on inter and after coolers
∗ Partially choked air filter
∗ Leaking discharge valves
If the oil used to lubricate the cylinder liners in a compressor is excessive, then the oil will
be carried over with the air.
Oil carry over in compressors is undesirable. It causes fouling of the compressor valves
interfering with flow and leading to sticking/leaking valves. It also fouls inter and
aftercoolers, reducing heat transfer, and-in the case of intercoolers, reducing the efficiency
of the compressor and leading to high second stage temperatures. Oil carried over tends to
oxidize due to the high temperatures and presence of oxygen. Oxidized oil is acidic and will
cause corrosion in the air receiver and pipelines unless removed Oil in air start systems is Each
highly dangerous as it a help propagate an air start explosion. Oil in control air systems 4 marks
will cause blockages and sticking.
The volumetric efficiency of the compressor is defined as:
Volume of air drawn in / swept volume of cylinder. If the suction filter is allowed to get
blocked, the volumetric efficiency of the compressor will be reduced. Less air will be
delivered, less air drawn in, and therefore overheating will occur, leading to excessive wear.
In a direct reversing engine, the start air compressors may not be able to deliver sufficient
air to meet the number of starts required.
Oil in pipelines, especially air start pipelines is especially dangerous as an air start
explosion can result. This will happen when starting an engine during maneuvering, if a
cylinder air start valve has been leaking, if fuel ignites in the cylinder during the start
sequence, or, as is thought, the compressed air rushing down the air start line acts like a
piston compressing the air and oil in the line, raising its temperature and causing ignition.
In addition, the oil as previously mentioned, will oxidize causing pitting corrosion.
Prevention of oil deposits is achieved by not over lubricating the cylinders of the air
compressors, placing oil separators in the discharge line from the compressor, draining (oil
and water) from the air receivers regularly, and not introducing oil into the air start line
deliberately (lubrication of air start valves clearing of drains using hydraulic pump etc.).

Q3 a) Explain in detail the sequence of events leading to the crankcase major explosion.
b) Sketch and explain the function of crankcase oil mist detector. 8 marks
8 marks
Answer:
Source: A.J Wharton Diesel Engines page 117, 118, 119
The cause of a crankcase explosion is a 'hot spot' or overheated part within or adjacent
to the crankcase of an operating engine. Under normal running conditions the air in a
crankcase will contain oil droplets formed by lubricating oil splashing from the
bearings onto moving surfaces. This mixture will not readily burn or explode.
Crankcase lubricating oil should normally have a high closed flashpoint (above 200°C)
and this must be maintained in order to reduce risk of explosions. The most common
cause of lowering the flashpoint is contamination with fuel oil.
Local hot spots may arise due to overheating of bearings, piston rod gland, timing
chain, hot combustion gas or sparks from piston blowpast in engines where no
diaphragm is fitted; or from fires in spaces adjacent to the crankcase, such as scavenge
trunks etc.
Such sources can be eliminated by proper maintenance, correct lubrication and oil
condition, cleanliness and by avoiding overloading the engine. The general use of white
metal bearing materials which have moderate softening and melting temperatures also
helps to avoid a rapid rise in temperature.
If a hot spot exists, some oil will come into contact with it and will be vaporised,
circulate to cooler parts of the crankcase and there condense to form a white mist of
finely divided oil particles well mixed with air. This mist is combustible within certain
concentrations. If the mist should now circulate back to the hot spot in such
concentrations, it will be ignited and a primary or minor crankcase explosion will
occur. This explosion causes a flame front and pressure wave to accelerate through the
crankcase, vaporizing further oil droplets in its path.
The pressure Shockwave may build up sufficiently by the time it reaches the
crankcase casing to rupture crankcase doors or panels, unless otherwise relieved. In
this event, the low-pressure wave following will draw air back into the crankcase where
it will mix with vaporized and burning oil to cause a secondary or major explosion of
such intensity as to cause widespread damage. It may start fires in the vicinity and
injure personnel.
Should the conditions of a hot spot arise within the crankcase, a watchkeeper may
detect them by irregular running, engine noise, increase in temperatures, by smell and
by the appearance of the dense white oil mist. Detection by instruments may be by
temperature-sensitive probes within the
crankcase near the bearing oil returns, or more commonly by the use of a crankcase
mist detector (see Fig. 7.1). This operates visual and audible alarms in the event of a
white mist being formed at well below the concentrations required for explosive
conditions.

of a diesel engine. Such a device will detect the presence of oil mist at concentrations
well below the level at which explosions may occur giving a warning in time to allow
 avoiding action to slow the engine and prevent either serious damage or an explosion.
The detector consists basically of two parallel tubes of equal size, each having a
photo-electric cell at one end which generates an electric current directly proportional
to the intensity of the light falling on its surface. Lenses are fitted to seal the ends of each
tube but allow light to pass. Two identical beams of light from a common lamp are
reflected by mirrors to pass along the tubes onto the cells which are then in electrical
balance.
One tube is sealed to contain clean air and is termed the reference tube. The other, the
measuring tube, has connections through which samples of the crankcase vapour are
drawn by an electric extractor fan. If a concentration of oil mist is present in the
sample, light will be obscured before reaching the cell of the measuring tube: electrical
balance between the two cells will be disturbed and an alarm will be operated.
Sampling points should be fitted to each cylinder crankcase and their connections
are brought to a rotating selector valve which is driven from the fan motor. This
repeatedly connects each sampling point to the measuring tube in sequence. Sampling
connections should not exceed 12.5 metres in length and must slope to ensure positive
drainage of oil; they must avoid any loops which could fill with oil.
In the event of oil mist being detected the rotator stops to indicate which sampling
point is concerned. The instrument must be reset before the alarm ceases and sampling
will recommence its sequence.
The extractor fan is very small and after testing the samples are exhausted to
atmosphere.
The detector should be tested daily and the sensitivity checked. Lenses and mirrors
should be cleaned periodically.
In this model the total mist concentration is measured with respect to clean air. An
alternative model draws samples through both reference and measuring tubes. A
mixture from all cylinder crankcases is passed through the reference tube while
comparison is made with samples from each cylinder crankcase and also from the
atmosphere. In this manner a general sample of all cylinders is compared with the
normal atmosphere and each individual sample is also compared against the average.

Q4 a) Sketch a generator engine fuel system, showing the facilities for heavy fuel oil 7 marks
heating and changing over from heavy fuel oil to diesel oil operation.
b) For the system sketched above, explain the procedure for changing a single 7 marks
generator engine from heavy fuel oil operation to diesel oil operation, stating the
precautions which must be observed. 4 marks
c) Explain the purpose of the blackout pump, stating how it operates.

Answer:
 b) To change a single generator engine from heavy to diesel fuel, first, desludge the diesel
oil tank to ensure that it is free from water. Open the quick closing valve on the tank and
valves in the system and start the supply pump. A pressure control valve on the pump (not
shown) re-circulates the fuel back to the suction. Change the valves over on the suction to
the engine-driven booster pump and on the return line, (these valves are linked so that fuel
will now recirculate back to the individual generator engine's mixing/buffer tank). The fuel
from the diesel tank will now mix in with the heavy oil on that generators fuel circuit until
pure diesel is now circulating. It should be noted that other generators should be running
and sharing the load in case a fault develops during the change over procedure.
This system allows a generator to be run on diesel whilst the other machines remain
running on heavy oil. The system also allows start up from a cold ship; say after a refit,
with only power to the emergency switchboard. Instead of a supply pump, some systems
have the diesel tank above the generators so that the engine driven booster pump is
supplied by a positive suction head.
c) A blackout pump is a pump either supplied from the emergency switchboard or powered
by a pneumatic motor which supplies fuel from the Diesel Oil service tank to one or more
generator engines, so that in the event of a blackout a main generator can be started and
connected to the main switchboard.
In the case of a blackout the change over valves for running the engine on diesel are
operated and valves on the system lined up. The supply pump is started. If there is enough
air in the system, the engine can now be started. If not then the emergency air compressor
will have to be started. If there is cold heavy fuel in the system, by manual operation of the
change over valve on the return line, the cold fuel can be recirculated back to the heavy oil
service tank until the system is full of diesel.

Q5 With regard to diesel engine state what do you understand by the following terms: Each
a) Swept volume 3 marks
b) Clearance volume
c) Compression ratio
d) Natural aspiration
e) Volumetric efficiency
f) Scavenge efficiency

Answer:
Source: question and answer on the marine diesel engine by john Lambs page 23
 Swept volume. This term refers to the volume swept by the piston during one
stroke and is the product of the piston area and stroke.
Clearance volume is the volume remaining in the cylinder when the piston is in
the top-centre position. The difference between the total cylinder volume and
the swept volume is equal to the clearance volume. The clearance volume space
forms the combustion chamber.
Compression ratio. This is the value obtained from dividing the total cylinder
volume by the clearance volume and will be from 12 to 18, depending on the
engine design. If the compression ratio is below 12 the engine may be difficult to
start. High speed engines with small cylinders usually have high compression
ratios. Slow speed direct-propulsion engines have compression ratios of around
14.
Volumetric efficiency. This is the ratio of the volume of air drawn into the
cylinder (at normal temperature and pressure) to the swept volume. In naturally
aspirated four-stroke engines the volumetric efficiency will be from 0.85 to
0.95.
Scavenge efficiency. This is the ratio of the volume of air (at normal
temperature and pressure) contained in the cylinder at the start of compression
to the volume swept by the piston from.the top edge of the ports to the top of its
stroke.
Air charge ratio. This is the ratio of the volume of air (at normal temperature
and pressure) contained in the cylinder at the start of compression to the swept
volume of the piston. This term has now more or less replaced the previous two
terms. It is sometimes referred to as air mass ratio or air supply ratio. In fourstroke
engines the value will vary from 0.85 for naturally aspirated types up to 4
or more in highly supercharged engines. In two-stroke engines the value will be
from 0.85 for simple engines with ported scavenge and exhaust, up to 2.5 for
supercharged engines.
Natural aspiration is a term applied to four-stroke engines where the air charge
is brought into the cylinder only by the downward movement of the piston
without other aids.
Supercharging is a term used to indicate that the weight of air supplied to the
engine has been considerably increased. This allows more fuel to be used per
stroke with a consequent increase in engine output power. More power is
developed by a supercharged engine than by a non-supercharged engine of the
same bore, stroke and speed. Supercharging has had the effect of lowering the
specific weight of diesel engines, i.e. more horsepower is obtained per ton of
engine weight. The term pressure-charging is now used generally instead of
supercharging. Where use is made of an exhaust-gas turbo-driven compressor,
the term turbocharging is often used.

Q6 a) describes the correct procedure of blowing down and opening up a boiler for
inspection. 8 marks
b) describe a routine procedure for a soot blowing operation, suitable for high- 8 marks
performance water tube boiler.

Source: Reeds VOL 8 general engineering knowledge page 124, 125

Source: marine boilers by gth Flanagan 3rd edition page 115, 116
Blowing Down and Opening Up a Boiler
If repairs or an examination of the boiler have to be carried
out it will have to be emptied. It would always be better, if time is available, to allow the boiler
to cool down in its own time after
shut down, then pump the water out. In this way the relatively
sudden shock cooling due to complete blow down would be
avoided.
If the boiler has to be blown down to the sea, allow as much
time as possible after shut down before commencing. The ships
side blow down cock must be opened first then the blown down
valve on the boiler can be gradually opened up. In this way the
operator has some measure of control over the situation, if for
example the external blow down pipe between boiler and ships
side was in a corroded condition, then if the operator opened up
the boiler blow down valve first, this could lead to rupturing of
the blow down pipe and a possible accident resulting whilst he is
engaged in opening up the ships side cock. Fig. 3.21 shows the
arrangement of a ships side blow down cock. When the handle is
removed the cock must be in the closed position, this is a safety
measure to ensure that the cock is not accidently left open.
Our senses tell us when the blow down process is coming to a
close, the noise level falls and the pressure will be observed to be
low. Care must be taken to ensure that no cold sea water gets
into the boiler, the boiler when empty of water would still
contain steam which could condense and cause a vacuum
condition, this in turn could assist the entry of cold sea water.
To help prevent sea water entry, the boiler blow down is usually
non-return (on some water tube boilers a double shut off is
provided) but even with a non-return valve it is strongly
advisable to start closing the boiler blow down valve when the
pressure is low enough, and when it is down to the desired value,
the valve must be closed down tightly and the ships side cock
closed.
At this stage allow as much time as possible for the boiler to
cool down and lose all its pressure, and when the pressure is
atmospheric open up the air cock and gauge glass drains to
ensure pressure inside boiler is atmospheric.
Either boiler door can be knocked in at this stage, top or
bottom, but not both, provided sufficient care is taken. If it is
the top door, secure a rope to the eyebolt normally provided and
make the other end of the rope fast. Slacken back but do not
remove the dog retaining nuts, take a relatively long plank of
wood stand well back and knock the door down. The door is
now open and the dogs can be completely removed, do not
immediately open up the bottom door since if the boiler is hot
this would lead to a current of relatively cool air passing through
the boiler and subsequent thermal shock. It it is the bottom door, slacken back on the dog
retaining nuts
by a very small amount, use a large plank of wood and break the
door joint from a safe distance so that if there is any hot water
remaining in the boiler no injury will occur to anyone, Again , do
not immediately open up the top door of the boiler.
Good Luck