Task no.

5 Engine Cadet Task Book

Name and Surname: KAKHA NAGERVADZE
Ship: NORDIC ZENITH
Signed on: 17.06.2022
Date the task was completed: 26.09.2022

This task book does NOT substitute the Cadet Training Record Book (TRB) and does not cover all the competencies the
Cadets are required to learn on board. It is solely intended to help monitoring their training progress and to provide
support and shore-based mentoring.

Competence: Submit
OPERATE MAIN AND
AUXILIARY MACHINERY AND
ASSOCIATED CONTROL
SYSTEM
(TRB Ref No 4)
a) Describe preparation of main Prior to port departure it’s very important to check the all
and auxiliary machinery for port mechanisms and systems, their condition and the work and ensure
departure (4.1.5). their safe use.
Checking is completed in according to Pre Departure Checklist:
1) Ensure that the automatic control system alarm been checked;
2) Make sure that all machinery opened up for repair during port
stay been returned to operational condition;
3) Check sufficient generators in operation to provide electrical
power to all electrical equipment;
4) Check all emergency lighting;
5) Check that all spare gear, engine room cranes and loose
equipment been correctly stowed and secured;
6) Check that the following system have been started:
- Lube oil system activated
- FW cooling system started and pre-heating of main engine
commenced at least 8 hours before sailing
- Heating of FO service and settling tanks
- Sea water cooling system
- Main engine fuel system ready and system and filters drained of
water
7) Communication system between ECR, bridge and steering gear
room have been tested;
8) The main engine telegraph has been tested and clocks
synchronized with the bridge;
9) Receive the confirmation from the bridge, that the propeller is
clear from obstructions;
10) Make sure that the course of actions has been followed in
preparing the engine for departure:
- Start LO and FO purifiers
- Test steering gear and ascertain that there are no leakages
- Check starting air system and ensure that main starting air
compressors are ready
- Turn main engine minimum one full revolution with turning gear
simultaneously operating cylinder lubricators
- Start stand-by alternators

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b) Describe preparation to start
main engine from local and
remote control position (4.2.3).
c) Describe purpose of
crankcase oil mist detector and
what action to be taken in case
of an alarm (4.2.14).
d) Describe the effect of varying
the temperature of circulating
water (4.2.32).
Engine Cadet Task Book
- Check all indicator cocks are open and “blow over” main engine on
air checking for water and fuel, than close cocks
- Start auxiliary blowers
- Check that lube oil, fuel oil, cooling system pressure and
temperature are in correct
11) Make sure that stand-by pumps and machines ready for
operation;
12) Ensure that the bridge has been informed that the engine room
is ready for departure.
Ensure that all requirement pumps are work, like as fuel oil supply
and circulation pumps, main lube oil pump, central fresh water
cooling pump, jacket cooling fresh water pump, low temperature
cooling fresh water pump. Also must be completed steering gear
test and must work LO and FO purifiers. After that it make following
action:
1) Engage turning gear and start it;
2) Do 2-4 times supply of cylinder lubricating oil during turning gear
work (press button on MOP);
3) Turning gear must running from 15 to 20 minutes (but at least
one full revolution), after that stop turning gear and disengage one;
4) Check the control air pressure;
5) Open the main starting valve and pilot air inlet valve;
6) Check that indicator cocks are opened;
7) Start auxiliary blowers and “blow over” main engine on air (from
ECR or LCP) checking for water and fuel, after that close cocks;
8) Close the drain from turbocharger;
9) Call the bridge for change over the control to bridge or local
control panel;
10) Then will do run test (if the bridge), slow ahead and slow astern.
The Oil Mist Detector is very important safety device on board. It’s
used to monitor the generation of oil mist inside the crankcase,
because that can cause an explosion and damage of the engine and
serious injury of crewmembers. OMD must be tested regular.
When OMD alarm activates, the engine slows down to cool down the
crankcase. No try to go near the engine, especially near the
crankcase door, until the engine has been cooled down. Make sure
that Main Lub Oil Pump is running. Reduce the quantity of
crewmembers in the engine room to minimum. Inform the bridge
about situation. When the engine will cool down to a safe
temperature, stop the Main LO Pump, open the crankcase door and
ventilate crankcase. Try to determine cause of overheating. Carry
out all necessary repairs and inform the bridge when engine will be
ready to work. When the engine will be start, monitor the
temperature of crankcase.
Vessel “NORDIC ZENITH” has 2 types of circulating water system:
sea water and fresh water.
Sea water is used for cooling fresh water via plate type heat
exchanger – Central Coolers. Cooling fresh water system is divided
for Low Temperature and High Temperature. The LT is used for
cooling: COPT LO Cooler, M/E Air Cooler, AB MDO Cooler, Main LO
Cooler, Intershaft bearing, Ref. Prov. Plants, Boiler Water Circ.
Pumps, ECR Unit Cooler, Workshop Unit Cooler, Main Air
Compressors, Control and G/S Air Compressor, Air Cond Plant, Atm.
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e) Describe different methods
to indicate combustion quality
considering the smoke from the
funnel, air fuel ratio, excess air,
CO2/ CO reading, amount of
Carbon and unburnt fuel
deposits (4.2.27).
Competence:
COMPLETE CBT
a) VOD 528 - Machinery Alarms and Protection devices.
*)
*additional courses selected by T.O if required
Engine Cadet Task Book
Dump/Drain Cooler and Auxiliaries Engines. HT is used for cooling
Main Engine and heat heater of Fresh Water Generator.
If it varies the sea water temperature then it will be change
temperature of Low Temperature system and afterwards it will be
change temperature of appropriate mechanisms. Also in case of
change of the temperature LT or HT, appropriate mechanism will be
changing their temperature.
Maintaining of the necessary temperature of the Sea Water, Low
Temperature and High Temperature circulating water is very
important. Varying the set point of temperature these systems can
cause damage of machinery.
When diesel engine in good condition it should not produce visible
exhaust gases, when it in operating conditions.
A short-time puff is available when engine is started or increased
speed due to the lag turbocharger speed and incorrect air fuel ratio.
The most common cause of engine smoke is Carbon and unburnt
deposits inside the engine. Onboard we have fuel with some
impurities as a rule, so we use the fuel oil purifier to reduce it to a
minimum.
We can monitor the combustion quality of the engine via color of the
smoke: blue, white and black. Visible smoke from the funnel
indicates that there is something wrong with engine.
Black smoke is caused by high content carbon or soot. Also black
smoke indicates that engine has an incomplete combustion of fuel, it
may be caused by wrong timing of fuel injection, fuel injection pump
wear, incorrect air fuel ratio.
Blue smoke is caused by the engine burning lubricating oil which
comes into combustion chamber from lubricating system through
worn out seals, piston ring wear and defective exhaust valve.
White or grey smoke caused by burnt of CO, CO2 and water. We
can see it on cold start. Most common cause of white smoke is
incorrect fuel injection timing, defective fuel injectors, low cylinder
compression.
Red flame in furnace caused by amount of Carbon and unburnt fuel
deposits.
Evidence
On board (OTM)
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