Staj Defterim

``
ISTANBUL TECHNICAL UNIVERSITY

MARITIME FACULTY
ONBOARD TRAINING RECORD BOOK
FOR MARINE ENGINEERING CADETS
Revision No: 03 Revision Date: 28.10.2015
CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD
Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

Chapter 2.1 Maintenance, operation and information about main engine (Diesel, Steam Turbine or Gas
Turbine).
Sub Chapter No. & Title 2.1.1 Give information about main engine.
Main Engine Type: Hyundai-MAN B&W 6G50ME-B9.3 (Tier 2) (8090 kw)

Two stroke diesel engine. Lubrication; the crosshead is provided with bores for distributing the
oil supplied through the telescopic pipe, partly as cooling oil for the piston, partly as lubricating
oil for the crosshead bearing and guide shoes and through a bore in the connecting rod for
lubricating cranckpin bearing. Guide shoes; the sliding faces of the guide shoes or lined with
cast-on bearing metal. The guide shoes are guided by crosshead guides in the engine frame box
and properly secured against displacement by guide strips fastened to the guide shoes. Chain
drive; the camshaft with cams for operating the exhaust valves and indicator drive from the
camshaft through a chain drive. Engine timing; the engine timing is adjusted by forcing
lubricating oil in between the cams or chain wheel and the shaft, which enable the parts to be
turned in relation to each other. Air cylinder; is mounted on the top of the value housing. Air for
closing the exhaust valve is supplied through a non-return valve to space below the piston.
Hyraulic cylinder; is attached with studs and nuts on the air cylinder of the top of the exhaust
valve housing. The exhaust valve is opened by valve spindle being forced down by the piston in
the hyraulic cylinder. PC-rings; is mounted at the top of the cylinder liner. The purpose of the
PC-ring is to prevent the building up of deposits on the piston topland, prevent the wiping away
of the cylinder lubricating oil. Consequently, the PC-ring contributes to reducing the wear of
liners on rings.
First Assistant Engineer Initials:
Note: When it is required additional empty copies of this page must be used and numbered.
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Turbine).
2.1.2 Describe maintenance,repair and routine operations of main engine,give

Sub Chapter No. & Title
information about removal tools and measuring equipment.
020 Name plate 068 Pin spanner

044 Chain assembling tool 070 Hydrolic jack for lift of camshaft
056 Chain disambling tool
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Turbine).

011 Tool panel 084 Torque wrench ofset tool

023 Name plate 096 Retaining tool for telescope pipe
035 Lifting attachment 106 Rubber cover
047 Wire guide 118 Rubber cover with hole
059 Bracket for support of crosshead 120 Lifting tool for crosshead
060 Bracket for support of crosshead 131 Alignment tool
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Turbine).

010 Tool panel 070 Guide rail

021 Name plate 082 Guide rail
045 Lifting attachment 212 Pulling tool
057 Guide rail 224 Eye bolt
069 Guide rail
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Turbine).

011 Lifting tool for m/b cap 090 Mounting tool fort hin bearing shell
015 Tool panel 100 Dismantling tool for main bearing shell
027 Name plate 102 Pulley for wire for m/b
040 Retaining tool for bearing shell 111 Tool for segments
076 Lifting tool 123 Lifting tool for main bearing shell
088 Mounting tool fort hin bearing shell
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Turbine).

Special tools for main engine are used for dismantle or setting described below;
010: Panel for tools 022: Name plate

046: grinding tool for exh. Valve seat 058: Milling and grinding Wheel for starting valve
060: Milling and grinding Wheel 071: Dismantling tool for fuel valve seats
095: Grinding ring for starting valve 105: Grinding handle
117: Pressure tester for safety valve 130: Lifting chains
201: Handle for cutting and grinding tool
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Turbine).

016 Tool panel 090 Gauge for valve spindle

028 Name plate 124 Tool for opening of exhaust valve
041 Tightening toll for rolle guide 150 Gauge for exhaust seat
053 Lifting tool for spindle 161 Lifting tool for valve spindle
065 Lifting tool for spindle 173 Lifting tool for exhaust valve gear
077 Cone ring 185 Grinding ring for exhaust valve seat
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Turbine).

045 Measuring tool for fuel pump 177 Grinding mandrel for thrust spindle
057 Lifting tool for fuel pump 189 Grinding mandrel for holder outside
069 Lifting tool for fuel pump 190 Grinding mandrel for holder inside
070 Lifting tool for fuel pump housing 200 Screw
082 Lifting tool for roller guide 248 Hook spanner
094 Milling tool for fuel oil pipe seats 250 Drift for spindle guide
104 Milling tool for fuel oil pipe 261 Drift for puncture valve
116 Crowfoot spanner 290 Extractor tool for suction valve
128 Crowfoot spanner 297 Assembling tool
153 Flange for dismantling of non-return valve 307 Spanner
165 Grinding mandrel for valve head 356 Assembling tool
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Turbine).

014 Tool panel 109 Hook for mounting of spring

026 Name plate 110 Pressure testing device
051 Chain for cylinder liner 122 Worktable
063 Distance piecce 146 Lifting tool
075 Template 158 Guide screw for piston crown
099 Cover 160 Dismountling screw
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Turbine).
2.1.3 Describe routine operations of main engine control system (Maneuevring
Sub Chapter No. & Title System, Governor, Oil Mist Detector, Speed, Pressure and Temperature Limits
etc.).
Routine operations of main engine contol system in running position; must be checked these
items that main engine J.C.W. temperature at 88oC, HFO inlet temperature at 130-140oC, exhaust
temperatures each cylinders at 295-340oC, scavenge air pressure at 1-2 bar, M/E viscosimeter at
13, control air pressure at 6-8 bar, fuel index, M/E estimated load, starting air pressure at 27-30
bar. HFO inlet temperature alarm high limit is 148oC, T/C inlet temperature and outlet
temperature, T/C rpm, water in oilvalve, scavenging air temperature at 45-50oC, cylinder oil
consumption, thrust pad bearing temperatures, stern tubes temperatures, M/E shaft power, M/E
rpm. Maneuevering system; before maneuevering we open the air valve for supplying control
air and safety valve and start L/O pumps; also check jacket water temperature. After these
things open indicator cokcs, starting air valve, pilot valve and the drain of turbine while turning
gear is engaged. While turning gear, engine is turned by air while indicator cocks open. Before
starting engine we have to check M/E, fuel pressure and temperatures. If everything is OK, we
take the auxilary blower switch auto position. Air to M/E and control air is opened. Then bridge
is called to inform the engine is ’ready’. Also oil mist detector always at open position.
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Turbine).
etc.).
Give and take orders in English concerning routine operation

 Start up st.by diesel generator and load slowly manually.
 Check the main engine cooling jacket water temperature.
 Open steam valve slightly to inject steam into the jacket cooling water system.
 Engage the turning gear
 See that oil reaches all bearings by means of sight glasses
 Open indicator cocks and turn the engine with pre lub.
 Drain the air receivers.
 Check the oil flow on turbo chargers cooling oil outlet manually.
 Stop turning to take out turning gear
 Keep engine room manned.
 Start no .3 generator to parallel it with no.2 that is running now.
 Open turbocharger drain valve and observe if anything flows
 Wash up the main engine turbochargers turbine and blower sides.
 Inform bridge and start daily soot blow.
Give and take orders in English concerning emergency situations

 Main engine shut down./ Auxiliary engines shut down
 Shut main steam outlet valve.
 Close dampers in engine room
 Close all openings.
 Switch off ventilators in engine room
 Stand by carbon dioxide station./ Stand by fire pump station
 Stand by rescue team.
 Stand by first aid team
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Turbine).
etc.).
Prepare and test steering gear and telegraphs for a sea passage
We check the oil level in oil sump tank, we check the valves are opened or closed correctly in
accordance with the instructions. Then we turn both the supply valves to “off” position and
switch the control switches to manual position . We carry out emergency steering gear handling
procedure to test both of motors. If there is no failure on the system we stop the motors and turn
the supply valve switches to “on” position and control switches to remote position. After that we
check the oil temperature is in proper range (about 38 ˚C). Then we check the lubricating
condition on each sliding part, for any rust. We check for excessive leakage from the ram V-
packing and if it’s dirty we clean it. We test steering and measure steering speed 35 degree to 35
degree (~22.5 sec.). In addition to these, we check rudder movements correctly by the order
signal from wheel house and the actual angle is same with the ordered rudder angel.
Confirm bridge and engine room communication
Bridge and engine room communications are carried over telephone. The calls from bridge
are generally about the ballast operations, air or sw supply for deck , pilot embarkation time etc.
Sometimes steam to the load is asked we operate valve. Sometimes inert gas is asked due to loss
of pressure. Sometimes fresh water usage is asked. Sometimes service air to deck is operated via
valves to deck. After complete of operation a confirm is asked by calling back the bridge.
Check starting air compressor and prepare starting air system
Before operation we check;

- The oil is filled up and on satisfactory level.
- Each drain valve is fully opened automatically at every start.
- The cooling water is supplied, right valve operation.
- There is no person around the machinery
There is no substance on or around the machine.
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Turbine).
etc.).
•Air pressure must be applied before engine starts.. This enables safer manoeuvring.
When preparing starting air system; we open the outlet valve of compressor and filling valves of
air receivers and start the compressor on hand mode. When we observe 26 bar pressure in
receivers we stop the compressor, blow off the receiver and switch the control mode of the
compressor to automatic running mode. The starting air compressor starts when the pressure in
the receivers decrease below 23 bar and stops when the pressure is 26 bar. After filling the
receivers we open delivery valve of contol air and the valve before reducing valve. We check
the pressure after reducing valve (7-8 bar) and open the inlet and outlet valves of air driers and
filter. Air enters into service air receiver after passing through driers and filter. Then we open the
outlet valve of service air receiver and valve to control air system and other consumers.
Prepare main and auxiliary machinery for a sea passage
During engine standstill, the circulation of preheated F.O. circulated over the system to keep the
viscosity and the temperature in right conditions.
Main engine can be operated with diesel oil too that we never used except of test.
In port some of the auxiliaries like oil fired boiler (steam is opened to bunker, settling and
service tanks,steam is supplied to purifier plant), compressed air system, refrigeration system, air
conditioning system are already in service and one or two generators running according to the
load because of ballast operation. If there is one generator running we put two generatos into
parallel running mode .Feed pumps can be stopped sometimes till the pressure alarm sounds.
But we never stopped the booster pumps, we let the fuel oil by-pass when the engine stops. This
is to prevent viscosity and temperature problems. . Air receivers are drained and filled
automatically up to 26 bar by means of starting air compressors. Starting air block is removed.
Cylinders are lubricated manually by means of lubricators and indicator cocks are opened and
turning gear is engaged in order to control the ME.
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Turbine).
etc.).
Routine operations of main engine contol system in running position; must be checked these
items that main engine J.C.W. temperature at 88oC, HFO inlet temperature at 130-140oC, exhaust
temperatures each cylinders at 295-340oC, scavenge air pressure at 1-2 bar, M/E viscosimeter at
13, control air pressure at 6-8 bar, fuel index, M/E estimated load, starting air pressure at 27-30
bar. HFO inlet temperature alarm high limit is 148oC, T/C inlet temperature and outlet
temperature, T/C rpm, water in oilvalve, scavenging air temperature at 45-50oC, cylinder oil
consumption, thrust pad bearing temperatures, stern tubes temperatures, M/E shaft power, M/E
rpm. Maneuevering system; before maneuevering we open the air valve for supplying control
air and safety valve and start L/O pumps; also check jacket water temperature. After these
things open indicator cokcs, starting air valve, pilot valve and the drain of turbine while turning
gear is engaged. While turning gear, engine is turned by air while indicator cocks open. Before
starting engine we have to check M/E, fuel pressure and temperatures. If everything is OK, we
take the auxilary blower switch auto position. Air to M/E and control air is opened. Then bridge
is called to inform the engine is ’ready’. Also oil mist detector always at open position.
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Chapter 2.2 Maintenance, operation and information about main engine (Diesel, Steam Turbine, Shaft
Generator).
Sub Chapter No. & Title 2.2.1 Give information about generators.
Mean Piston Speed 7.7 m/s

Mean Effective Pressure 24.1 bar
Compression Rate 17
Swept Volume per Cylinder 11.1 dm3
Firing Order 1-4-2-6-3-5
Type of Engine 4 stroke
6
Number of Cylinder
720 rpm
Rate Speed
210 mm
Cylinder Bore
Piston Stroke 320 mm
Power per Cylinder 160 kw
HIMSEN 21/32which have 6 cylinders.
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Generator).
HIMSEN 21/32which have 6 cylinders. Generators have havve turbocharger, centrifugal oil
filter, H.T.C.W. pump, lub oil pump, pre lub oil pump. Intake and exhaust valves are opened and
closed as mechanically by rocker arms. The generators have engine control panel near of the
generator. Cylinder oiling and crankcase oiling are common. The engine has lub oil sump tank.
The generators have pressure, temperature, speed sensors. They are related with some
parameters that lub oil pressure, high temperature coolin water pressure, lub oil inlet pressure,
H.T. inlet and outlet temperature, L.T. inlet pressure, L.T. inlet and outlet temperature, charge air
temperature, charge air pressure, T.C. rpm, T.C. exhauxt inlet and outlet temperature, exhaust
temperature for each cylinders, fuel oil inlet pressure, fuel oil inlet temperature. Generators shut
down because of overspeed, low lub oil pressure, high-high H.T. coolingfresh water
temperature. The generators can checked and parallelled in engine control room on generator
generator panel, also. The frequencies and load of generators are followed on this panel.
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Generator).
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Generator).
2.2.2 Describe maintenance, repair and routine operations of generator,

give information about removal tools and measuring equipment.
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Generator).
2.2.2 Describe maintenance, repair and routine operations of generator,

give information about removal tools and measuring equipment.
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Generator).
2.2.2 Describe maintenance, repair and routine operations of generator, give

1. Generator fuel pump dismantling 15,17,19,24,27 wrenches, 4-6 allens, tork

wrench, pliers
2. Sludge and Transfer pump filters 24 wrench, small spanner
3. Generator Lub. Oil fitler 2x24 wrenc
4. Auxilary Boiler Burner 13 and 17 wrenches, spanner
5. Generators injection Valves Extractor, 19,22,27 wrench

6. M/E Lub. Oil Accumulator 27,30 wrenches
7. Generators Pmax values T wrench and indicator cock gauge.
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Generator).
2.2.3 Describe routine operations of generator conrol system (Load Control,

Governor, etc.).
After starting of engine we must check water pressure, fuel feed pressure, turbocharger speed,
exhaust gas deviation on generator control panel and kongsberg monitor.
Load up with cold engine it is required to warm up the engine by loading up gradually up to
about %50 load for a few minutes with MDO only. The cylinder cooling water temperature
should be minumum 60oC can be loaded up from starting to %100 immediately without any
restriction. However, the sudden load up will take time to achieve stable frequency.
Speed setting options with the governor; the speed control’s set point is adjustable with raise or
lower commamds through the user interface on the UG-25+ front panel or from remote contact
inputs. In addition, a 4-20 mA analog input provides for remote speed set point control. At the
run speed the fuel is controlled by the speed control set point and ramping functions. The run
speed setting must be set below the speed reached with the limit setting.
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Chapter 2.3 Maintenance, operation and information about boiler systems.
Sub Chapter No. & Title 2.3.1 Give information about boilers.
The auxilary boiler is water-tube type.The auxilary boiler has two drums.There are steam drum
and water drum. The auxilary boiler has top-fired and steam atomizing burner. The water drum
is designed simular to the steam drum. The ignition burner can run on marine gas oil or diesel
oil. When the burner started and ignition sequence step is reached,the ignition burner is moved
into position by means of the air-servo cylinder. The atomizer in which steam and fuel are mixed
and ejected. After fuel and steam mixed with combustion air, combustion is completed.
Following sequence is safety time position. Fuel is supplied from valves through flexible hoses
to the burner. The fuel flow control valve is fitted together with a pneumatic conuerter. The
auxilary boiler has air blower seperately. This is centrifugal fan. The centrifugal fan impeller is
mounted directly motor shaft.The air flow to the burner is regulated by inlet vanes mounted on
the fan suction side. The inlet vanes are of a multiblade design and regulated by a servo-driven
unit comprising an air cylinder and an I/P positioner. Steam atomizing system; the atomizing
system flows from the boiler drum throught the steam regulating valve and pneutimatic valve.
The steam pressure is controlled according to load of boiler on P-I-D control system.
Compressed air system; the air system for auxilary system is seperate which is includes stop
valve and non-return valves.These valves supply compressed air to the burner.
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The composite boiler is smoke-tube type.

The compesite boiler is a combined fuel and exhaust gas fired. The boiler mountings are mainly
mounted on top of the boiler body in order to allow a sample connection to the piping systems
on board the ship. The composite boiler is designed as a vertical boiler with a cylindrical shell
surrounding the fuel fired and the exhaust gas fired sections.The furnace which is provided with
a socket for drain of washing water is cylindrical. The boiler has compact silincer for sound
sound absoption. Heat transfer transfer by convection. The steam rise to steam space. Steam and
water are seperated. The water level gauges are connected to the front of the boiler. Blow down
valves are located that one shut-off valve and one non-return valve. The shutt-off valve’s
function is for security and preventing water folwing into empty boiler. The burner operated as
long as the steam pressure does not exceed the set point for burner stop.
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 Commen compenents of composite and auxilary boilers have feed water valve for suppliying
water to produce steam.
 Each boiler types have chemical dosage tank and dosage pump. Dosage system is important for
treatment of boiler. Chemicals are added into the tank periodically. These chemicals balance
alkalinity, chloride, ph value of water.
 Each boiler is controlled on boiler panel automatically. Manually starting and stoping are done
on this panel. Set poins are adjusted on the boiler panel. The load of boilers are followed.
 These boilers have blow-down valves.
 The boilers have dumo drain system. This system ensure that dispatching of extra steam energy
to hotwell through dump drain cooler.
 The boilers have main steam valve. These valves supply steam to other systems. For instance;
air condition system , purifier system, fuel line tracing system, tank heating system.
 The composite boiler and the auxilary boiler have water level gauge for checking of water level.
 Each boiler types have common sample point. The duty engineer takes sample from sample
point to the test boiler water.
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Unit Feed water Boiler water

Conductivity us/cm - <2000
Hardness ppm CaCO3 0-5 -
Appearance - Clear Clear
P alkalintiy ppm CaCO3 - 100-150
Total alkalinity ppm CaCO3 - <2 x P- alkalinity
Choride content ppm Cl- <15 <100
Ph value - 8,5-9,5 10,5 – 11,5
Hydrazine excess ppm N2H - 0,1 – 0,2
Phosphate excess Ppm PO4 - 20-50
Specific density kg/m3 - <1.003
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2.3.2 Describe maintenance, repair and routine operations of boilers, give

Take a boiler out of service
To take the auxiliary boiler out of service we have 2 choices belong to working mode of the oil
fired boiler. If our boiler runs on auto position we just push the stop button on boiler control
panel then we close master steam stop valve. When steam pressure drops below 2 bar we open
the vent cock.
If our boiler runs on manual mode first we switch of the burner button and we change manual
firing mode on zero position. Then we press stop button. We close the master steam stop valve.
When steam pressure drops below 2 bar we open the vent cock
2. Isolate boiler
During the overhaul of oil fired boiler front door was opened and the condition of fire bricks
were checked.
3. Blow a boiler down
We blow down boiler as required to reduce the total solids in the boiler water. Usually, it is
desirable to blow down twice a day, but before blowing, we must thoroughly drain the steam line
for soot blowers. We blow down the properly to avoid excessive concentration of the boiler
water, using blow valve which was opened by us. After this operation, the water level will
reduce.
4. Open up a boiler
 Shut off the boiler and allow it to cool (below 100 C). And Empty the boiler and close all
valves.
 Unscrew and remove the manhole hatches and enter the boiler when it is sufficiently cold.
Check the welding in the boiler. A carefully examination should be carried out with respect to
any possible corrosion or crack formation. Special care should be taken to the water line area in
the pressure vessel where oxygen pitting may occur.
If deposits are forming in the boiler tubes, the boiler should be chemically cleaned.
After chemical treatment the boiler should be blown-down at least twice a day.
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2.3.2 Describe maintenance, repair and routine operations of boilers, give

Take a boiler out of service
To take the auxiliary boiler out of service we have 2 choices belong to working mode of the oil
fired boiler. If our boiler runs on auto position we just push the stop button on boiler control
panel then we close master steam stop valve. When steam pressure drops below 2 bar we open
the vent cock.
If our boiler runs on manual mode first we switch of the burner button and we change manual
firing mode on zero position. Then we press stop button. We close the master steam stop valve.
When steam pressure drops below 2 bar we open the vent cock
2. Isolate boiler
During the overhaul of oil fired boiler front door was opened and the condition of fire bricks
were checked.
3. Blow a boiler down
We blow down boiler as required to reduce the total solids in the boiler water. Usually, it is
desirable to blow down twice a day, but before blowing, we must thoroughly drain the steam line
for soot blowers. We blow down the properly to avoid excessive concentration of the boiler
water, using blow valve which was opened by us. After this operation, the water level will
reduce.
4. Open up a boiler
 Shut off the boiler and allow it to cool (below 100 C). And Empty the boiler and close all
valves.
 Unscrew and remove the manhole hatches and enter the boiler when it is sufficiently cold.
Check the welding in the boiler. A carefully examination should be carried out with respect to
any possible corrosion or crack formation. Special care should be taken to the water line area in
the pressure vessel where oxygen pitting may occur.
If deposits are forming in the boiler tubes, the boiler should be chemically cleaned.
After chemical treatment the boiler should be blown-down at least twice a day.
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Sub Chapter No. & Title 2.3.3 Describe operations of boiler conrol systems.
5. Examine a boiler, reporting on its condition internally

When we opened up we had the chance to observe the internal condition of the boiler.
 Most of the tubes were blocked by soot and deposits.

 Some of the retarders were out of their place.
 Refractory were seriously damaged.
 The atomizers of the burner were clogged.
 The angle of the igniters was wrong.
6. Examine a boiler, reporting on its condition externally

7. Open up and inspect safety valves
8. Open up and inspect feed check valves
9. Overhaul and test water gauge glass and check that passages, cocks and valves are clear
Before the maintenance of the auxiliary boiler we realized leakage from the water gauge glass.
So we dismantled water gauge glass to change its gaskets. (It has two gaskets.) The glass was not
in proper condition so we renewed the glass with its gaskets. Then we reassembled water gauge
glass.
10. Change and overhaul burner
We clean the burner before and after every discharging operation. When the boiler is out of
service firstly we shut of the fuel inlet valve to the burner. Then we took out solenoid valves, we
opened the burner door and we dismantled the air and fuel inlet pipes on the burner. We pulled
out the burner. We inspected that the atomizers of the burner were clogged and the angle of the
igniters was wrong. That’s why we cleaned the atomizers with kerosene and pressurized air. The
angle of the igniters adjusted properly. After the maintenance we mounted burner and we
assembled the inlet pipes. Finally we put solenoid valves and we tested burner.
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Chapter 2.4 Maintenance, operation and information about ship auxiliary machinery (Fuel and Lube Oil
Seperator, Oily Water Seperator, Air Compressor, Refrigeration and HVAC, Fresh Water Genarating
Systems, Sewage Treatment Unit, Incinerator).
2.4.1 Give general information about ship auxilary machinery and operations,
Sub Chapter No. & Title describe maintenance and repair requirements of auxilary machinery and give
information about removal tools and mesuring equipment.
1. Open up purifiers/separators for cleaning and maintenance
Opens Up Unit Cleans All Parts and Reassembles
Bowl Cleaning:
Before starting the bowl cleaning and general maintenance all lock-out and tag out
procedure should be carried out:
 Purifier should be switched off
 Purifier feed pump should be switched off and tagged out
 All necessary valves should be shut.(heater’s valves, operation and seal water valves)
After completing lock out procedure ,Personal Protective Equipment(PPE) should be
worn and purifier platform should be ready for dismantling. Chemical handling and lifting
weight procedure should be carried out.
For dismantling the bowl follow the instructions in the makers service and maintenance
book.
We took all bowl stack carefully and cleaned all bowl discs with “separator cleaner”. We
paid attention on not to scratch disc and bowl surface because scratching causes new deposits to
form more quickly.
We checked all parts for any damage. We checked all o-rings and changed them with new ones
in the maintenance kit. We applied grease to new o- rings.
2. Re-assemble purifiers/separators
After all cleaning and control, we put back all parts carefully. For reassembling there is one
point that is very important: there are marks on the sliding bowl bottom, bowl hood and lock
ring. The assembly marks must never pass each other more than 25.
Separator must be started as purifier and checked for any abnormal situation.
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Carry out routine maintenance on the main air compressor
Inspection and Maintenance of Compressor :
For the first 300 hours operation , renew the lub oil in the crankcase and retighten any
bolts and nuts . In case of operation at longest intervals , run the compressor once a month and
check if there is no abnormality.
When the unit is left used for one week or longer , discharge cooling water from jacket to
prevent corrosion from dew condensation and lub.oil from white cloudy.
Daily
 Inspect the oil level , replenish if the necessary .
 Inspect the temp. of cooling water.
 Check the 1.0. press. And the dropping of lub.oil from sight at times .
List other items of plant and equipment on which you have worked
 Oily water separator
 Turbine lub oil second strainer
 FO second strainer
 Boiler water level glass
 Boiler burner unit
 Safety valve
 Bilge pump
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Check and make good control air driers, replacing desiccant
The only routine maintenance required is replacement of the filter elements every six months.
However, if elements differential pressure indicator shows red, elements must be changed.
If a high water lever is observed in a filter liquid level indicator, the automatic drain is not
functioning correct and the dryer should be shut down. So automatic drain must be replaced. It is
required check automatic drain functioning correct every day. We check the condition of filter, if
necessary we clean them.
For dryers, we check the unusual noise and leakage; we flush out accumulated sludge and dirt
through blow down valve. We clean dryer strainer, we adjust pressure switch and we check the
valves for leakage.
Carry out routine maintenance on refrigeration plant

We check temperatures of vegetable, meat room and lobby every day. Also we check
compressor low & high pressure every day, too.
In order to operate the unit properly for a long time, we inspect the unit regularly:
Daily: Discharge pressure, suction pressure, condenser water temperature, vibration and noise.
Every two weeks: Air filter
Every three months: Refrigerant leakage from refrigeration system, tension of V-belt, cleaning
condenser, anti corrosive lead plate, loosening of terminals in electric system, lubrication for fan
bearing.
We control the humidity manual with scale on the valve. According to the valve quantity that we
send to the cabins or accommodation location.
Carry out routine maintenance on fresh water generator

Before leaving port we shut fresh water generator and fill with fresh water. After departure we
start fresh water generator and adjust salinity. We change condenser zincs regularly. We use
liquivap for purity and we fill tank regularly. The other maintenance must be carried out.
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Overhaul and test gate valves
The valve is dismantled, first cover is dismantled from valve body, and then valve disc is
separated from spindle by extracting the lock nut. Gland packing is taken out and valve spindle
is separated from cover by turning spindle. Then working faces are checked, if necessary valve
disc is grinded with its seat by appropriate grinding paste. After being sure that the grinding is
adequate by checking faces. The condition of packing is checked if necessary renewed and valve
is mounted. After mounting valve, water seal test is carried out to be sure that there is no leakage
on valve disc and its seat.
Overhaul and test relief valves
Test the functioning of the relief valves on the crankcase wall by means of the tool supplied.
Screw the tool into the valve plate nut. Turn the nut of the tool 20 – 25 revaluations to open the
valve. Turn back the nut and remove the tool. During running of the engine check if there are
any leakages. If a leakage occurs, dismantle the relief valve and fit new o-ring.
Overhaul and test two or three way valves
We opened up the three way valve of oily water separator, because of the leakage and the ball
wasn’t turning properly. First we unscrewed the bolts with nuts on the flanges and air
connections of the valve. In the valve body, there are two seals that work face to face with three
holed ball valve. Bolts and the nuts of valve body are unscrewed, and then the conditions of the
seals are checked if necessary they are renewed. When mounting the body, extra care needed for
tightening bolts, because if bolts are tightened too much, the ball will squeeze and won’t operate
properly. After mounting the body, water leakage test is carried out. If there is no leakage valve
is fixed to its place by renewing the gaskets and air connections are connected.
Overhaul and test shut-off cock valves

The quick shut-off valves are available to two types of the globe. In case of emergency, these
valves should be operated by the operating valve (pneumatic system) or handles (wire system).
These valves are able to close by handle wheel which is operated to rotating in clockwise. In
case of pneumatic operation, keep pressurizing at 7 to kgf/cm² in the air reservoir.
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Sub Chapter No. & Title 2.4.2 Describe auxilary machinery contol systems.
F.W.G. System:
1-) Fully open ejector pump inlet, outlet valves, F.W.G. overboard valve and condenser outlet
valve.
2-) Close vacuum breaker and start ejector pump and chechk pressure. This almost 5 bar after
that see the vacuum in the evaparator about % 92.
3-) Close the drain valve and open feed water valve.
4-) Open dosage unit valves and start it.
5-) After sea water supply and normal vacuum value first open jacket water inlet valve and open
outlet valve slowly.
6-) Start salinometer and pust alarm off button.
7-) After full open jacket water inlet outlet valves and vacuum decrease about %85 open
distilate water outlet valve.
8-) After see produced fresh water at sight glass, start distillate pump.
9-) when salinity value decrease to 10 ppm active the salinity alarm.
10-) slowly increase the capacity with closing jacket water by-pass value never fully close.
Sewage treatment unit has two vacuum pump. Each pumps on automatic position. Chemical
dosage tank pump is checked as automatic. The circulation from treatment unit to sewage
holding tank within 12 nm and sewage overboard valve shut, it is necessary for company
procedure.
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Sub Chapter No. & Title 2.4.3 Pump list including type, flow, pressure or head.
One screw pump; in use oily bilge pump, sludge pump, oily bilge seperator pump, clean
bilgetransfer pump. In this pumping function, the roms become quite equal in volume, effecting
static transference and constatnt discharge of liquid without being subject to any partial
compression. Usability for high- viscosity liquid, free selection of the flowing directions thanks
to the rotability in either regular or reverse direction. Pressure ranges in our ship of this pump;
suction (-1- 4) bar, dicharge (1-10) bar.
Taiko3 screw pumps; consist one power rotor contained in the sleeve and two idler rotor to be
engaged in the power rotor. The fluid put in the chamber from the inlet is delivered continuosly
to the outlet , without rotating movements. At this time , the idles rotator are given by liquid
pressure. The strenght of such self- rotating power from liquid pressure depends on the ratio of
the screw thread to the width of the groove and the strengh of liquid pressure. In use M/E & D/G
suppley pump, M/E & D/G circulation pump, MDO transfer pump, HFO transfer pump.
Centrifugal pumps; in cooling water system pumps, sewage discharge pump, L.T. and H.T.
pumps. These pumps in dinamic pump group.
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Chapter 2.5 Maintenance, operation and information about deck machinery (Steering Gears, Cranes,
Windlasses, Hatch Cover Hydraulic System, Ro-Ro Hydraulic System, Cargo Pump etc.).
2.5.1 Give general information, describe maintenance, repair and routine
Sub Chapter No. & Title operations of deck machinery, and give information about removal tools and
measuring equipment.
There is framo system for cargo pump, windlass system. The framo system has hydraulic
power pack, oil tank, two diesel cummins engines, three electric power packs. There are two
position crane,one hose handling crane, one rescue boat crane. The crane rocking test is done
periodically and controlled crane gear, hydraulic pipes condition.
Steering gear system is Rolls Royce rotary vane type. We check some alarm parameters before
manuevering. These parameters; overload, phase failure, low-oil level, high oil temperature,
power failure. The steering gear system briefly electro-hydraulic.
Framo speed torque controller is designed to control and limit the speed of a hydraulic motor.
The valve is normally equipped for both local and remote control.
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Chapter 2.5 Maintenance, operation and information about deck machinery (Steering Gears, Cranes,
Windlasses, Hatch Cover Hydraulic System, Ro-Ro Hydraulic System, Cargo Pump etc.).
Sub Chapter No. & Title 2.5.2 Describe deck machinery control systems operations.
The valve remote control at framo system for cargo pumps to control the pilot pressure to the
pump control valve. The control system consist of a hydraulic and electric part. The command
signal is convertedto a solenoid currunt, driving the propostional solenoid against a spring. At
zero coumand the solenoid force is zero, and the spring drivers the spool in the fail-safe position,
resulting in pilot pressure equal to return pressure. The pump control value may be equipped for
both local and remote control. It is required that when using the remote control the local control
valve must be set in maximum position and vise versa. The command signal to the value is
usually set by a control potmeter at framo control panel. Pump starts when potmeter for actual
pump is pushed forward. Achieved pilot pressure to pump control valve can be read at mouring
indicator. Steering gear is controlled as electro-hydraulic at bridge by automatically. When in
emergency situation , it is used manual at rudder room locally.
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Chapter 2.6 Maintenance, operation and information about ship electrical, electronic and automation system
and equipment.
2.6.1 Give general information about operations of ship electrical, electronic

and automation system.
→1. Carry out routine checks and tests on hydraulic or pneumatic control systems
For an emergency case such as fire, there are quick closing valves mounted on delivery
lines of the tanks concerned about fuel and oil. These valves are pneumatically operated from the
safety station located on the bridge. There are 6 groups of quick closing valves. Each group is
operated by opening concerning groups valve. There is an air receiver and a reducing valve (30/9
bar) mounted before this tank. To chek this system we open the operating air line of each group
one by one and observe the condition of the valves. Each valve has to be closed when operated
air is given. We can see this by controlling movement of the handles.
→2. Carry out megger testing for insulation resistance and continuity testing
Megger testing is used to check the condition of the insulation of an electrical equipment
such as an electrical motor. There are two probs of the megger. We connect one of them to the
electrical motor chassis and the other one to a pole of the clemens box. Then we turn the
megger’s handle. If we see zero on the gauge as value it means that the insulation is not proper.
If we see the infinity it means there is no problem at the insulation of the electrical motor.
During the megger testing all connections between the poles of the clemens box have to be
separated.
→3. Assist with fault finding on hydraulic or pneumatic control systems

Pneumatic leakages as always on pipelines of pneumatic control valves. Valve with
diaphgram fresh water inlet of aux. Boiler was ripped. We understood that the high level of aux
boiler. We checked the inlet valve and heard a air sound from valve. We dismantled the valve
and changed the diaphgram of the fresh water inlet pneumatic controlled valve.
We had never had about fault on hyraulic control systems on my sea training period
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and equipment.
2.6.1 Give general information about operations of ship electrical, electronic

and automation system.
1. Assist with maintenance, repair and fault finding on electronic control systems. List
items worked on:
1) Meatroom refrigenerator chamber alarm
2) Dead man system
3) Cargo gauging system
4) S/G system
5) ICCP system
6) Manouvering system
7) Communication system
2. Assist with maintenance, repair and fault finding on AC electrical systems. List items
worked on:
1) Aux Boiler feed water pump motor
2) Hyrrolic power pack filling pump motor
3) Main LO pump motor
4) S/G pump motor
5) Incinerator fan motor
3. Assist with maintenance, repair and fault finding on DC electrical systems. List items
worked on:
1) Alpha lubricator alarm
2) Inert gas panel
3) Storage battery
4) Navigation light
5) ODME panel
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and equipment.
2.6.2 Describe routine, maintenance and repair operations of ship electrical,

electronic and automation system including measuring and test equipment.
1. Assist with routine checks and tests on electronic control systems

Routine checks and tests of control equipment such as main engine control systems or diesel
generator control system are tested according to Automation Safety Checklist which shipyard
supplied for ship. In this safety checklist all equipment test intervals and test method is given
step by step. In all steps expected machinery behavior is written so we check if machinery
control systems if working proper or not.
For diesel generators test system is more simple. We test generator sensors while running with
no load to prevent any black-out situation. We decrease inlet to sensors and test if alarms are
working.
2. Assist with maintenance on electrical,electronic or pneumatic control systems

For an emergency case such as fire, there are quick closing valves mounted on delivery lines
of the tanks concerned about fuel and oil. These valves are pneumatically operated from the
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and equipment.
2.6.2 Describe routine, maintenance and repair operations of ship electrical,

electronic and automation system including measuring and test equipment.
3. Demonstrate a konwledge of switchboard and console layout and location of

controllers
Megger testing is used to check the condition of the insulation of an electrical equipment
such as an electrical motor. There are two probs of the megger. We connect one of them to the
electrical motor chassis and the other one to a pole of the clemens box. Then we turn the
megger’s handle. If we see zero on the gauge as value it means that the insulation is not proper.
If we see the infinity it means there is no problem at the insulation of the electrical motor.
During the megger testing all connections between the poles of the clemens box have to be
separated.
4. Operate the emergency switchboard

There is a test switch on the emergency switchboard. When we switch it to the test
position, D/G starts to work in 5 seconds. After 45 seconds, it takes to all load to itself such as
the ship is blacked out.
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Chapter 2.7 Maintenance, operation and information about hydraulic and pneumatic systems.
Sub Chapter No. & Title 2.7.1 General information about hydraulic equipment, valves and systems.
Carry out routine checks and tests on hydraulic or pneumatic control systems
For an emergency case such as fire, there are quick closing valves mounted on delivery
lines of the tanks concerned about fuel and oil. These valves are pneumatically operated from the
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Sub Chapter No. & Title 2.7.2 General information about pneumatic equipment, valves and systems.
Assist with fault finding on hydraulic or pneumatic control systems

Pneumatic leakages as always on pipelines of pneumatic control valves. Valve with
diaphgram fresh water inlet of aux. Boiler was ripped. We understood that the high level of aux
boiler. We checked the inlet valve and heard a air sound from valve. We dismantled the valve
and changed the diaphgram of the fresh water inlet pneumatic controlled valve.
We had never had about fault on hyraulic control systems on my sea training period.
Pneumatic equipment for an emergency case as fire, there are quick closing valves mounted on
delivery lines of the tanks concerned about fuel and oil. These valves are pneumatically operated
from the safety station located on the bridge. There are four groups of quick closing valve. There
is an air reciever and reducing valve mounted before this tank. To check this system, we open
the operating air line of each groups one by one and observe the condition of the valves. Each
valves have to be closed when operated air is given. We can see this by controlling movement of
the handles.
Pneumatic control system is very important for ship and air dryers also important for
pneumatic systems for instance; there are many air lines in the engine room and some of them
feed from air dryer and some of them feed from resevoirs directly. The air for atomizing air for
our recievers efficiently our incinerator gives alarm and ships for the water inside the air because
of the pneumatic solenoid valves do not work properly. At this time, while oilers drain the
reservoir, we dismountle the air lines and drain the lines.
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2.7.3 Describe routine, maintenance and repair operations of hydraulic and

pneumatic systems.
The framo system speed torque controller the last chance filter needs only be replaced if
clogged. Pilot line and remote control checking.
- Coolers with fresh water annually. Avoid air in the hyraulic system, mixing of different
hyraulic oils should avoided. Do not use higher hyraulic pressure on the system then necessary.
This will increas the lifetime of hyraulic components. A pump with blocked cofferdam should
not be used since the condition of the seals cannot be checked. Open cofferdam on the cargo
pump is important to ensure you have the barrier between the hydraulic section and cargo tank.
Keep hydraulic system clean. Before opening the hyraulic pumps or other hyraulic driven
equipment, drain the oil. Always refill with oil upon completion of the repair operation. Ensure
proper air venting. When a hyraulic pump or an electric motor is dismontled for maintenance
and repair, the rubber elements in the flexible compling must be replaced.
To verify that the oil is in good condition, samples to be taken on a regular basis and according
to seperate instruction. Practicle counting and water analyses every 3 months, and pull oil
analyses once a year.
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Chapter 2.8 Explain of facilities about preventation, control and firefighting onboard operations.
Sub Chapter No. & Title 2.8.1 Information about portable firefigthing systems.
PORTABLE FIRE EXTINGUISHER INSPECTION

Inspections
A .Consult maintenance and operation manuals and ensure these are kept readily available in
a central position, egg. Ships office.
B .Verify that all extinguishers, portable or semi portable are in their appointed position
according to the safety plan. Inspect extinguishers, for secure stowage , unimpeded access and
obvious damage/contents leakage/corrosion etc.
C .Check that spare charges of foam, dry-powder etc., are sufficient for projected annual
renewals and that they are properly stored and good condition.
D .Check labels/certificates to ensure that all extinguishers have undergone annual services
within the previous 12 months by ship staff or approved contractor and prepare a schedule for
projected servicing.
E .Discharge and service 1 appliance per month as part of fire drill
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Sub Chapter No. & Title 2.8.1 Information about portable firefigthing systems.
Potable CO2 extinguishers (black colour) are used in A,B and C class fires. The effect of CO2
is only smothering the fire. Thah’s why they are used especially for fires in enclosed space like
engine room. First the pressure of the gauge checked, if pressure is in desired value the pin is
pulled and discharge is controllod by both squeeting and releasing operating level.Person who
use potable CO2 extinguisher have to get close to fire as much as he can. Starting at the nearest
point a sweeping motion is used to drive to fire off. Too much amount of CO2 can be harmful in
closed spaces.
Potable dry powder extinguishers; (blue) used in A,B,C class fires. The effects of dry powder
on fire are smothering and interference. First the pressure of the gauge is checked, if the
pressure is in desired value the pin a pulled and discharge is controlled by both squeeting and
releasing operating lever. Starting at the closest point a swift sweeping motion is used to drive
the fire off. Especially in driving off the C class fires extra care must be taken for sensitive
electrical equipment. The pressure value is checked by means of a pressure gauge mounted. The
condition of hose and pin are checked.
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Sub Chapter No. & Title 2.8.2 Information about fixed firefigthing systems.
1. During the maintenance of the fire pumps:

 We removed the pipe between the top cover and the air separator chamber.
 We disconnected the cooling water pipes.
 We removed the stiff nuts and coupling bolts and with drawed the coupling spacer.
 We took out the bolts and spring washers securing the top cover to the main frame and
casing.
 We bended back the lock washer and removed the hexagon set screw , lock washer and
the impeller locking washer to take out the impeller.
 We cleaned the impeller and observed its condition. At the same time we took out the
shaft of the pump. It was worn so we renewed it.
 We cleaned the impeller wear rings and the casing wear rings.
 Finally we mounted all parts of the pump again and tested it.
2. The fire flaps mounted on the funnel are greased , the condition of the pulleys and steel wires
are check and the flaps are tested regularly.
FIXED FIRE EXTINGUISHING INSTALLATION CHECK AND SERVICE
A .Consult maintenance and operation manuals and ensure these are kept readily available in
a central position, egg. Ships office.
B .Verify that all extinguishers, portable or semi portable are in their appointed position
according to the safety plan.Inspect extinguishers, for secure stowage , unimpeded access and
obvious damage/contents leakage/corrosion etc.
C .Check that spare charges of foam, dry-powder etc., are sufficient for projected annual
renewals and that they are properly stored and good condition.
D .Check labels/certificates to ensure that all extinguishers have undergone annual services
within the previous 12 months by ship staff or approved contractor and prepare a schedule for
projected servicing.
E .Discharge and service 1 appliance per month as part of fire drill.
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Sub Chapter No. & Title 2.8.2 Information about fixed firefigthing systems.
FIXED FIRE EXTINGUISHER INSPECTION
A. During the normal course of watch-keeping rounds and fire drills, pay special attention to
the following points and refer to relevant SOLAS regulations.
B. Consult maintenance and operation manuals and ensure that these are kept readily
available in a central position, eg. Ships office.
C. Check storage compartments for cleanliness secure stowage of bottles/tanks, sign of

damage/corrosion.
D. Check fire fighting medium dispensing lines for corrosion or mechanical damage and
security of clamping arrangement.
E. Move/operate valves in system, which are seldom used.
F. Where applicable with halon systems check low pressure alarm, one bottle per week.
G. Open operating cabinets, by arrangement, weekly and check auto fan stops and alarm in
relevant condition of operating gas lines and bottle opening mechanisms.
H. For water sprinkler system in engine rooms and cargo spaces check auto start of pump at
pressure drop in system.
K. Any discrepancies to be entered on monthly work plan for attention at the earliest
opportunity and significant maintenance or repair to be reported on the form.
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Sub Chapter No. & Title 2.8.3 Information about detectors and alarms onboard.
There are flame dedector, heat dedector, smoke dedector on board. There is one heat dedector
onlu in engine control room. There are eight flame detectors. These are located auxilary boiler,
composite boiler, No; 2-3 G/E, prufier room, main engine, incinerator, inert gas system, No:1
G/E above. There are so many smoke detectors in the E/R and accomadation. The smoke
detectors are tested weekly. When smoke detector is activated, fire alarm occurs. If flame
detector and smoke detector are activated at the same time, the water mist system will be
released; so that local fire-figting system is activated.
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Chapter 2.9 Description of operation of life-saving appliances.
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Chapter 2.9 Description of operation of life-saving appliances.
Rig and operate the portable lifeboat radio and qerial under supervision; during abandon ship
drill portable VHF’s are used. The 7. Channel is turned in and communication is carried out on
that a channel.
Two way VHF radio-telephone apparatus: at least three sets complying with the standarts.
Operating of the apparatus.
Radar transponders: at the least one radar transponder on each side. Volidity of battery.
Life boat: Free fall type.
Resque boat: rigit and inflatableresque boat.
Life boat: 28 persons
Resque boat: 6 persons
Life rafts: HR hammer type. 16,16,16,16,6 persons. Hydraulic release type.
Life buays: light-6, lifeline-6, light and lifeline and smoke-2, immersion suits, life jackets,
safety lanterns.
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Chapter 2.10 Description of medical first aid procedures onboard.
Medical first aid and medicenes will be undercontrolled and vanitored by second officer. When
someone feel unpleasant and sick condition at first consult with second officer for medicines or
necessary treatment. Second officer will maintain to record medical log book and he will report
the master. No medicines to take out by yourself without second officer’s permission. A serious
health problem of crew member shall be immediately reported to master through chief officer on
finding casually; ensure your own safety, if necessary remove the casually from danger or
danger from casually , give immediate treatment to the casually who is not breathing whose
heart has stopped, is bleeding severely or unconscious, send for help , treat the most serious
injury first in the order of not treating or heart stopped, serious bleeding, unconciousness,
prevent further shock.
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Chapter 2.11 Drills
2.11.1 Give information about firefightting drills and your duty at firefighting
drills.
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Chapter 2.11 Drills
Sub Chapter No. & Title 2.11.1 Give information about firefightting drills and your duty at firefighting drills.
In firefighting drills, generally assist with second engineer and make his directions during
drills. When we sound the fire alarm in all cases of fire , we inform the bridge or engine room
about location of the fire. Then try to extinguish a beginning fire by means of portable fire
extinguisher, balankets but this intervention and act changing of fire types so we have to careful
for instance; we can not use water extinguisher at an oil fire if possible remove casualities from
fire line and apply firs aid but do not endanger your life attempting to fight a fire or resque a
cauaslty. Every crew member must be at muster station by bringing necessary equipment like
life jackets, helmets, immersion suits. After, we close all ventilation to prevent air reaching the
place of fire and close all watertight and fire doors, we do not open the door or hatch from where
smoke can be seen coming out unless emergency teams who is wearing fireman outfit and
carrying approprite fire extinguishing equipment fight with fires and this team debrief person
who is in charge while discovering incident. We must know the locations of all equipment,
portable extinguisher, fire hoses, emergency exits, emergency exit breathing device. Besides
using the quick closing valves for engine room fires, CO2 system must be known by the all crew
correctly. My duty at firefigthing drills, assist with second engineer and make his directions
during drills, hep fixed fire hoses, wearing tighting suits.
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Chapter 2.11 Drills
Sub Chapter No. & Title 2.11.1 Give information about firefightting drills and your duty at firefighting drills.
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Chapter 2.11 Drills
2.11.2 Give information about abondon ship drills and your duty at abondon ship
drills.
At abandon ship drills; firstly all crew members must be at muster station. The abandon ship
only can be given by master. Everybody goes their life boat with putting on warm clothes, their
immersion suits, life jackets and propare the lifeboat for deparature. We generally get on the
life boats and check all items and every drill one crew tell every system to others. Everybody has
special duties and everyone know their jobs. My duty at abandon ship drills bringing water and
assisting as need.
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Chapter 2.11 Drills
2.11.2 Give information about abondon ship drills and your duty at abondon ship
drills.
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Chapter 2.11 Drills
2.11.3 Give information about man over board drills and your duty at man over
board drills.
The pumpman noticed the situation and throwed a life buoy with line to sea and shouted that
’MOB on port side‘ while he was running through accom. After that the bridge was informed by
the bosun. It was assume that life buoy with light and smoke signals on port wing released to the
sea. Master was informed. Emergency alarm was sounded. Master was on the bridge, has got
coming. Engine room was informed williamson turn had been commenced to the port side of
MOB. MOB position marken on both ecdis and paper chart properly GPS, EVENT option is
activated. Crew mustered at their stations. Communication with bridge was established. Crew
counted no missing or injured person was found except survivor able-bosun. Look-out posted to
keep person insign. Additional look-outs were on the bridge wings and forecastle. All vessel in
vicinty were informed. First aid kid, O2 resuscitatory stretcher were located next to rescue boat
recovery location. Rescue boat was ready and its crew assembed. My duty on drill assist on
engine room. Rescue boat team boarded to the boat. It was assumed that survivor recued by
rescue team and boarded the vessel. First aid was performed to the survivor by second officer.
Pulse and breathing frequencies were found in norms. No sign of bleeding was observed.
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Chapter 2.11 Drills
2.11.3 Give information about man over board drills and your duty at man over
board drills.
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Chapter 2.11 Drills
2.11.4 Give information about piracy attack drills and your duty at piracy attack
drills.
At piracy attack drills, all crew members meet on the bridge. There was also safety guards
on the bridge. Safety guards inform us about piracy in case of attack. After information drill is
started. The yellow code alarm was announced by master. All crew members escape to the
entering of the engine room. When red code alarm was announced all crew members escape to
rudder-room. There was only guard on the bridge. They was assumed that deffence with their
guns. Then; drill was finished. Everybody meets on the bridge,again. The guards notice us for
important information about attacks. They was talking about that how we escape.
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Chapter 2.11 Drills
Sub Chapter No. & Title 2.11.5 Give information about other drills.
Rescue person from enclosed spaces: There is a bit of easy act for saving life and also will not
kill yourself. Firstly, do not endanger your life by attempting a rescue without the proper
equipment or assistance so if you see any person in enclosed space one you have to inform
bridge and cummon asistance if the incident place safe stay there and observe casually. But in
an emergency situations for instance there is a fire and a person can not move in there only
fireman or recue team use protective clothing, breating apparatus and help him; also first aid
team must be ready.
Black-out drill: When the black-out is occured, there is a chance like 15 second for diesel
generators for working and they not work emergency generator must be start 30-45 second.
Always, emergency generator must be auto- position in case of black-out. Emergency geneartor
is checked condition with drills.
Emergency steering gear: WE direct control steering gear from steering gear compartment. The
communication procedure with the bridge and, where appicable, the operation of alternative
power supplies. From the panel in steering gear room the switch is charged from ‘remote’ to
“local”. Then bridge is called and the condition of rudder is asked whatever it is working or not.
There is a head phone near the solenoid valve it is used for comminucation with bridge.
According to bridge commands the rudder to the angle by pressing solenoid with its pin.
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SEA PROJECT RECORD
Project 1. System coniguration diagrams
Assignment No. & Title Assingnment 1.1 Sea water system
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SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.2 Cooling water system
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SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.3 Fuel transfer system
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SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.4 Lube oil system
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SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.5 Compressed air and starting air system
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MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.6 Steam system
Ship Stamp
103
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.7 Bilge and ballast system
Ship Stamp
104
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.8 Stern tube and propeller
We check all floors of engine and watch if there is abnormality like leakage, sound, smell,
etc. Also we look shaft turn normally and be sure that there is no vibration.
Before starting M/E, the level of lub oil sump tank, camshaft lub oil tank, lub oil cylinders
daytank, fuel oil service tank are checked. Pressure remained in air receivers are checked. HFO
booster pump M/E is already running, then we start the FW cylinder cooling pump, steam is
opened and the temperature of cylinder cooling water is adjusted to 81º C, lub oil circulating and
lub oil camshaft pumps are started, pressures are observed. Cylinders are lubricated manually by
means of lubricators, then indicator cocks are opened and turning gear is engaged. During
turning gear process; the deposits, water if exist are thrown out of clinders through indicator
cocks and also it means the engine is free to turn. After disengaging turning gear, the bridge is
informed and engine is turned a few revolutions on ahead-astern directions by compressed air.
The condition of the stern tube sealing is checked.
Ship Stamp
105
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 1.8 Stern tube and propeller
Ship Stamp
106
MARITIME FACULTY
SEA PROJECT RECORD
Project 2. Main Engine
Assignment No. & Title Assingnment 2.1 Fuel injection and combustion
The fuel valve consist of a valve head and a valve housing. Fitted within the valve housing are a
non-return valve conmbined with a spindle and spindle guide with a pressure spring, and a
nozzle.
The spindle is provided with a cut-off slide. When the fuel valve is fitted in the cylinder cover,
the valve parts are tightened together by the pressure from the securing nuts. When the pressure
at the begining of the fuel oil pressure booster’s delivery stroke has reached the predetermined
pressure, the circulating bore are closed. When the pressure has reached the predetermined
opening valve for the fuel valve, the spindle will be lifted and oil injected through the nozzle into
the engine cylinder.
Injector and combustion system consist hydraulic controlled fuel activated fuel oil pressure
booster, its controlling valve that ELFI (Electronic fule injection). The ELFI valve ensures fast
and precise control of the oil flow to the fuel oil pressure booster. The oil flow pushes the
hydraulic piston and fuel injection plunger, thus generating the injection pressure and hence the
injection. Therefor; the fuel enters the cylinder and obtain combustion by fuel-air.
Ship Stamp
107
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 2.2 Scavenging air and exhaust system
The scavenge air reciever is a container having a large volume. The reciever is bolted on
to the cylinder frame. Scavenge air is collected in the reciever after the air has passed through
the cooler, the water mist catcher and non-return valves. The reciever and the cylinder frame
communicate through large openings. The scavenge air reciever is provided with manhole covers
and safeety valve.
The scavenge air reciever is fitted with a safety valve which is set to open should the
pressure in the scavenge air reciever exceed a calue somewhat higher than the normal scavenge
air pressure of the engine.
The exhaust gas is led to the exhaust gas reciever where the pulsatory pressure from the
individual exhaust valves is equalized and led to the turbocharger at a constant pressure.
The exhaust gas reciever is fastened to the seating by flexible supports. Compensators are
inserted between the reciever and exhaust valves, and between the reciever and the turbocharger.
Inside the exhaust gas reciever, a protective gravity is mounted before the turbocharger.
The exhaust gas reciever, a protective gravity is mounted before the turbocharger. The exhaust
gas reciever and the exhaust pipe are insulated.
Ship Stamp
108
MARITIME FACULTY
SEA PROJECT RECORD
Assingnment 2.3 Distribution of lube oil to all moving parts within the engine. The
Assignment No. & Title average lube oil consumption for cylinder oil and main lubrication oil. Reasons of
loss of lube oil.
The oil amount needed to create on oil film is more less indipendent of the fuel oil being used.
Measurements of the oil film have also revealed that when the feed rate for optimum oil film is
reached. Lub oil from main lub oil pump from lub oil sump tank to main engine. This engine
system oil lubricate main bearings, connecting rod bearings, piston crown, camshaft bearing, hcu
system. Also lubricating oil is used at hps system, hcu system. Cylinder oil covers from seperate
oil tank through cylinder oil heating to alpha lubricators. If a satisfactory cylinder condition is to
be achieved, it is of vital importance that the oil film is intact. The cylinder oil type and BN must
be elected in accordance with the fuel being burned. The system oil consumption of engine is 5-6
kg/cyl/24 hr and the cylinder oil consumption of engine is 0.8-1.2 g/kwh for alpha lubrication.
The system oil is lasted from some diffirent ways one of them is by seperators. For the cylinder
lubrication that some of it burns with fuel in the combustion chamber some and is brushed by
stuffing box and goes to the stuffing box drain tank. All less or more lub oil is harmful for the
engine. Less oil causes to scuffing at the cylinder liner maybe there can be some tear beacuse of
less lubrication.
Ship Stamp
109
MARITIME FACULTY
SEA PROJECT RECORD
Assingnment 2.4 Take indicator diagram from main engine, and make comments
Assignment No. & Title
about the diagram.
When 93 rpm in main engine, we took this indicator diagram. Pcompression is

approximately 126 bar, Pmaximum is 149 bar. Two stroke main engine has exhaust valve. When
scavenge part is open; fresh air go inside cylinder, after that exhaust valve closed. Compression
part will begin. Injection valves open and will happen ignition delation until combustion. The
power will occur and Pmax will be obtained.
Ship Stamp
110
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 2.5 Take deflection report and make comments about the report.
Taking reading of crankshaft deflection
Crankshaft deflection make us aware about the condition of our main bearings and
crankshaft. We measure the benting and torsion
Crankshaft deflection readings should be taken while the ship is afloat.as the alignment is
influenced by the engine temperature as well as the loading conditions,the deflection
measurements should,for comparision,always be made under nearly the same temperature and
load conditions.
We place the dial gauge axially in the crankthrow opposite the crankpin,”closing” of the
crankthrow(compression of the gauge) is regarded as negative.
Then we set the dial gauge to zero at the Near Botom side (B1)While turning clockwise,
We take the readings for instance when the throw passes the positions: near bottom, camshaft
side, top, exhaust side, near bottom .
When taking deflection readings for the three aft most cylinders, The turning gear should,
at each stoppage, be turned a little backwards to ease off the tangential pressure on the turning
wheel teeth. This pressure may otherwise falsity the readings. Also you can find an example of
the deflection reading in addition.
Ship Stamp
111
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 2.6 Pistons, piston rings, liners and crankshaft measurements.
Change, inspect, check condition, wear and clearance, overhaul and test, as
appropriate fuel injection valves
Carefully clean and examine the parts and, if necessary, grind seating surfaces by means of the
grinding mandrels supplied and a fine-grain abrasive (such as carbon). This grinding must only
be carried out manually. After the grinding, wash the parts in gas oil and blow clean by means of
compressed air to remove any remains of the grinding compound.
We test fuel injection valves by pressure testing pump;
Setting up the fuel valve, flushing and jet direction control
Place the fuel valve in the test rig and secure it with the tubular spacers and nuts. Tighten nuts
zero to zero. Mount oil pipe between the pressure testing pump and fuel valve.
Flushing and jet kontrol test:
The main purpose of this test is that to remove air in the system and check the fuel
jet.There should be a continious jet of oil through all of the nozzle holes.If ıt does not occur the
cause may be;Dirt in the nozzle holes,The nozzle is not mounted correctly.
Opening presure test:

The main purpose of this test is that to check the opening pressure(380bar). If the
opening pressure is higher than 380bar, the cause may be that a wrong type of spring is used.
Replace the spring on the thrust spindle. If necessary,replace the complete thrust spındle.If the
opening pressure is lower than 380bar, the cause may be that the spring has sagged-replace the
spring,or add a special thin.
Sealing test and sliding function:

The main purpose of this test is that to check the needle valve seat for correct closing. We
slowly increase the pressure to the 50 bar . Oil must not flow from the nozzle holes.The pressure
drops relatively slowly to about 50 bar,After which it drops quicly to 0 bar.(the slide is pressed
against the conical seat and opens for circulation oil.). if the oil flows out of the nozzle hoses, the
cause is defective spindle guide at needle seat or a sticking spindle.we should examine the
spindle guide to its seat or we should replace it.
Ship Stamp
112
MARITIME FACULTY
SEA PROJECT RECORD
Inspect scavenge trunk and exhaust spaces and reports on cleanliness/deposits
Scavenge air receiver opened and inspected. Enough ventilation is carried out and oxygen meter
values has been controlled. After the crew by order cleaned inside the receiver with diesel oil.
After cleaning has been carried out. 2nd engineer has inspected the check valves of blowers, liner
ports, piston rings and receiver closed.
Inspect scavenge trunk and exhaust spaces and reports on scavenge drains
Scavenge box cases opened 2 by 2 and deposits cleaned. After 2nd engineer has inspected the
piston rings ,liner ports and lubricating oil condition. He also took an eye on liner surfaces.
Inspect scavenge trunk and exhaust spaces and reports on scavenge valves
Scavenge drains inspected during scavenge box inspection.
Carry out crankcase inspection

There was not any crankcase inspection during sea training.
Ship Stamp
113
MARITIME FACULTY
SEA PROJECT RECORD
Take readings of crankshaft deflections
Cranckshaft deflection is a necessery measurement for beeing sure of safe run of the engine.
Periodically according to planned maintenance system deflections are taken and recorded.
• Measure the crankshaft deflection under the cold state of the engine.
• When you have removed or further tightened the engine installation (anchor) bolts, common
bed clamping bolts or driven machine (such as generator) clamping bolts are disassembled or
retightened, measure the crankshaft deflection.
• Move the contactor of deflection gauge, and make sure the needle of dial gauge returns to the
original position.
Deflection measuring procedure
• Open the pressure indicator cocks of all cylinders.

• Turn the flywheel to bring it to the position EB of 30˚ after BDC.
• Fit the deflection gauge and set the needle of dial gauge to the zero indication.
• Slowly turn the flywheel in the rotational direction of the engine and take record readings of
the dial gauge at the positions E, T, P and PB.
Criteria on results of the deflection measurement
The relation between the deflection value (reading of dial gauge) at each measured position with
the reference taken at the position EB and the crankshaft is as shown in the table.
Ship Stamp
114
MARITIME FACULTY
SEA PROJECT RECORD
Change, inspect, check condition, wear and clearance, overhaul and test of where
appropriate air start valves
The diesel engine at our ship is started by an air motor using the compressed air.
4. Change, inspect, check condition, wear and clearance, overhaul and test of where
appropriate relief valves
Testing Of Relief Valve:

 Connect the high pressure hose to valve.
 Depending on the opening pressure found, further tighten or loosen spring tensioner (1) until
the correct opening pressure has been established.
 Measure the distance between the spring tensioner and valve housing and prepare distance
ring (2) of corresponding thickness.
Unscrew the spring tensioner and insert distance ring. Test relief valve once again.
Fitting To Cylinder Head:
 Before fitting the relief valve, thoroughly clean the bore and contact surface in the cylinder
head. Make sure that no foreign matter enters the combustion chamber when carrying out the
work with cylinder head fitted.
appropriate inlet valves
appropriate exhaust valve
Overhaul
Before we disassembly the valve rotator using the detaching/attaching tool.
Ship Stamp
115
MARITIME FACULTY
SEA PROJECT RECORD
We measure with fillergauge the clarance between the valves and the rocker arm. For intake
valve the clarence is 0,5mm and clarence for exhaust valve is 0.9mm. Exhaust valve clarence is
bigger than intake valve because of thermal tension. The adjustment of clarance is very sensetive
so whem adjusting pay attention to clarence and torques.
Ship Stamp
116
MARITIME FACULTY
SEA PROJECT RECORD
Project 3. Bunkering and bilge operations

Assingnment 3.1 Describe the procedures adopted in taking bunkers in which you
were involved. State clearly the sequence of events and the precautions taken.
Present the results of any tests taken at the time or from analysis made by a
laboratory ashore.
Before bunkering we check tank levels from level gauges at monitorung system also manuel
from tanks and we compare them. If necessary we make adjustments or estimate the difference
between values and record. We brought the bunkering line plans and procedures to the deck and
prepare bunkering documents for instance and hang and write if necessary on board panels. We
prepare alsosample bottles and cubitainer for samples. We carried the oil spill kit and rigged
firefigthing equipment. We posted ‘no smoking’, ‘no lash light’ signs. Then we checked the
tank levels and temperatures from both sides. We waited that vessel and barge moored securely
and record the mooring time and barge name. We arranged safe access between ship and bunker
barge. Before the connection we discussed and checked tank levels with temperatures of our
vessel and barge if tank level is not fair enough with proper temperature talk this problem. We
inspected also the flowmeter of the barge and at the same time while we give our documents to
the barge we want them the necessary documents about bunker and company. Then they
connected their connection to our bunker line and connected sample box to the line entry. They
started pumping and we started to inspect our pipe lines, soundings, pressure and that adjacent
tanks are not being filled. We tank samples drip by drop continuosly. When the tanks are filled
we closed valves as each tank is loaded, notified bunker barge when final tank is being filled. I
check all pipelines and flanges for any leakages. I check entry fuel pressure to manifold line. I
check bunker tanks vents. Finally, we took last soundings from our bunkers. We inspected
flowmeter of the barge and filled sample bottles from sample box.
Ship Stamp
117
MARITIME FACULTY
SEA PROJECT RECORD
Assingnment 3.2 Describe the bilge operations with the function of elements used
Assignment No. & Title for bilge operations and keeping records in oil record book with an example of oil
record book page.
In our ship the bilges are collected to polluted water tank by means of bilge pump. Then we
pump out the polluted water tank through oil water seperator as: We open high or low sea chest
and the sea water suction valve. We open the inlet and discharge values of the bilge pump. We
open sealing water before starting th pump. We open the inlet valve and delivery valve of the
first stage filter to second stage filter. We turn on breaker of the ppm fotocell device of second
stage filter. We supply the fresh water for ppm fotocell device by opening the fresh water side of
the three way value of the oily water separator and we wash the device. After cleaning the
device we turn the three way valve to bilge outlet line. We open the overboard valve. We open
the control air to the three way valve which is the controlled by water seperator 15 ppm device.
We start the pump and check the water from plugs of the first and second stage filter. Then we
open suction valve from the polluted water tank to the bilge pump and close the sea water valve.
We pump sea water until we see sea water coming from all plugs. Then we stop the pump. We
close the control air and all other valves.
Ship Stamp
118
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 3.3 Describe sounding operations and calculation of volume of liquid
The soundings that are taken by use of gauge are below:
 ME LO sump tank: 19.5 m3

 ME LO storage tank: 17.7
 ME LO settling tank: 17.7
 GE LO storage tank: 8.9
 GE LO settling tank: 8.9
 No1 Cylinder oil storage tank: 22.2
 No2 Cylinder oil storage tank: 22.2
 S/T LO sump tank: 1.3
 Hydraulic oil tank: 19.3
 Bilge holding tank: 36.8
 Sludge tank: 12.1
 Sewage holding tank: 33
 Gray water tank: 47.7
 FO overflow tank: 17.6
We take sounding with sounding device. After taking soundings with sounding tape if we have
trim or heating, we apply corrections as using correction table for every tank. If the sounding
depth, trim and heel does not fall on round figures, a liner interpolation between two round
figures gives an accurate capacity.
Ship Stamp
119
MARITIME FACULTY
SEA PROJECT RECORD
Project 4. Watchkeeping and maneuevring information
Assignment No. & Title Assingnment 4.1 Describe watchkeeping procedures
Follow the correct procedure for handling over a watch at sea
The watch keeping engineer shall report these items;

 The operation on main engine and auxiliary machinery.
 The normal working temperatures, pressures of main engine and other machinery.
 Any sewage or bilge operation, fuel oil transfer if carried out.
 Any special machinery events and repairs.
Recording everything related to engine room log book.
Follow the correct procedure for handling over a watch at port
 General orders for the day and special instructions relating to operation and maintenance
of the ship and repairs to machinery and control systems on board the ship.
 All characteristics of work relating to machinery and equipment.
 Quantity of water or remain in bilges, fresh water tanks and the conditions, special
requirements for using the contents of these tanks.
 Information related to sanitary systems.
 State of readiness of portable fire extinguishers, fixed fire extinguishers and fire detection
systems.
 Approved repair personnel engaged in the shipboard machinery, their working locations on
board the ship and persons whose presence on board is approved and required crew
members.
 Port regulations relating to preparations on the ship for discharging waste from the ship
and fire extinguishing requirements, particularly when there is a possibility of heavy
weather.
 The lines of communication available between the ship and the dock staff or port
authorities in emergencies or when assistance is required
 Other important conditions relating to the safety of the ship, crew, cargo and protecting the
environment from pollution.
Ship Stamp
120
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 4.1 Describe watchkeeping procedures
Under supervision, carry out all routine watchkeeping duties, checking the correct
functioning of all automatic control and monitoring systems
During our watchkeeping, we control the machinery in engine room. We check all
temperatures and pressures of machinery and systems for monitors and gauges which are on the
machinery and systems, and also we compare the monitor’s data with other values which we
take them by means of gauges on the machinery and systems. If any abnormal situation occurs,
we take it under the control.
We check rpm of M/E, kW of generators. We check the operation condition of M/E, D/G
and pumps which can be automatic position, stand-by or manual position. Because these
positions are adjusted before the navigation and they may be changed by engineers. Therefore
we should know which pump is automatic position, manual position or stand-by condition.
We make a transfer for sludge, bilge or well bilges.
Perform routine checks on the correct water level indication
There was only one water level indication:level glass gaugeso everyday morning we check
all water level of tanks such as expansion tank (1.0 m³), cascade tank (1.3 m³), boiler water level
and fresh water tanks(450 m³).If the level is under the normal values we fill the tanks manually.
Cascade tank can be filling automatically, but for following of decrease of water we do not use
automatic fill up.
Ship Stamp
121
MARITIME FACULTY
SEA PROJECT RECORD
Assingnment 4.2 Describe how orders are given, confirmed and executed and the
interactions with bridge and other areas of the vessel.
Follow the correct procedures for taking over and accepting a watch in port
Before taking over the watch , the relieving watch keeping engineer shall check items listed
below:
 All general orders for the day and special instructions relating to operation and
maintenance of the ship and repairs to machinery and control systems on board the ship.
 Existing and potential sources of power, heat and lighting and their distribution
 The quantity and the condition of fuel, lubricant and water supply on the ship.
 The ratings of the Engine Department are present on the ship.
 The present status of cargo handling work, maintenance and repair work and all operations
those are likely to affect watch keeping.
 The auxiliary machinery used for operating systems for cargo handling work, water
supply/discharge and accommodation facilities for crew.
 The port requirements for preventing the pollution.
 The preventive measures for safety, all rules relating to fire protection and communication
procedures with shore.
The machinery is in a state of preparedness to respond quickly when on stand-by or in
emergency.
Ship Stamp
122
MARITIME FACULTY
SEA PROJECT RECORD
Assignment No. & Title Assingnment 4.3 Describe maneuevring procedures.
I kept watchkeeping with 1st engineer. On sea going watches he is responsible from
especially main engine and also he concerns to all maintenance in engine room and every
morning he gives out the works to the personel and firstly controls all values in the engine room
if there is an abnormal value we look for the reason of it.
On port watches and anchor watches we are watchkeeping 8 hours in a day we watchkeeps
between 04.00-08.00 and 16.00-20.00 with 1st ENGINEER. 2nd enginner watchkeeps between
1200-1600 and 0000-0400 and the 3rd engineer keeps between 0800-1200 and 2000-
0000.Electric officer and chief officer keep a watch when we maneuvre.
While we watchkeep on discharging port we have to control regularly the inert gas system
and cargo oil pump turbine which is operated with steam , especially pressure value of the boiler,
kW value of the generators. We are more careful about the controls on discharging port because
most of our machinery is working in discharging port like boiler,turbine and inert gas system.
In discharging port the engineers take the values of the igs in every 4 hours.
In loading port we don’t have to show more attention to the events because just one
generator and routine machineries so we can do our routine works.
Make adjustments as found necessary
On seagoing watches we always have to adjust the water jacket temprature because always
the sea water temprature changes so the water jacket temprature changes actually the
temprature is automaticly adjust by temperature control valve which is operated
pneaumaticly.We adjust the air conditon temprature the system takes half of the air from
accomodation and half of it from the atmosphere in cold countries we open the valve just a
bit which is comes from atmosphere. Our seperators always giving alarms because of the
changeable pressure values and we adjust the intake and discharge pressure,flow rate and
temperatures.
Ship Stamp
123
MARITIME FACULTY
SEA PROJECT RECORD
Project 5. Seawortiness of the ship
Assignment No. & Title Assingnment 5.1 Describe working principles of the elements of watertight integrity.
When damage is sustained in way of a bulkhead, the bulkheads immediately forward

and aft must be inspected and verified as watertight.
Fuel, oil, water and ballast tanks and void spaces should be sounded to determine
the extent of any leakage, or the ingress of water.
Due regard should be paid to the dangers of indiscriminate opening of ullage

ports, sighting ports, tank cleaning holes, etc., and the loss of buoyancy that may
result. Particular attention should be paid to the spindles of hand operated valves.
Any location where the valves have become seized, or where the spindles have
come up through the deck, may well prove to be an indication of damage to the
decks below.
Any watertight doors or bulkhead penetrations, which may normally be open,
must be fully closed. The following sections should also be checked for damage
and ingress of water:
 Cable penetrations
 Cable glands
 Pipe conduits
 Main longitudinal and transverse members
 Electrical systems and components.
Information should also be provided on the efforts of the Emergency Team to
restore the vessel's capabilities and prevent further deterioration. This will include but
not be limited to the following:
 Progress made in controlling fires, diminishing flooding, isolating
damaged systems and rigging jury piping, emergency power and lighting to
the internal areas of the vessel
 Compartment information on the decrease or increase of flooding, including
where possible, the depth of liquid in the compartments affected
 The condition of the boundaries surrounding any flooded areas
 The condition of watertight boundaries, compartments and fittings etc.
Ship Stamp
124

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ISTANBUL TECHNICAL UNIVERSITY

Revision No: 03 Revision Date: 28.10.2015

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

Main Engine Type: Hyundai-MAN B&W 6G50ME-B9.3 (Tier 2) (8090 kw)

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

020 Name plate 068 Pin spanner

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

011 Tool panel 084 Torque wrench ofset tool

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

010 Tool panel 070 Guide rail

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

010: Panel for tools 022: Name plate

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

016 Tool panel 090 Gauge for valve spindle

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

2.1.2 Describe maintenance,repair and routine operations of main engine,give

014 Tool panel 109 Hook for mounting of spring

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

Give and take orders in English concerning routine operation

Give and take orders in English concerning emergency situations

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

Confirm bridge and engine room communication

Check starting air compressor and prepare starting air system

Before operation we check;

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016

First Assistant Engineer Initials:

CADET’S OBSERVATIONS AND LEARNING PRACTICAL EXPERIENCE RECORD

Date of Commenced: 19.01.2016 Date of Completed: 16.08.2016