Orals All Marine Class 4 B

Class IV oral question in MMD Kolkata for function-3,4b &6
1. Moulded Depth (refer H J Pursey):

The moulded depth is the vertical distance measured from the top of the keel to the underside of the upper deck at side. In wood and
composite ships the distance is measured from the lower edge of the keel rabbet. Where the form at the lower part of the midship section
is of a hollow character, or where thick garboards are fitted, the distance is measured from the point where the line of the flat of the
bottom continued inwards cuts the side of the keel.
2. Bow Height:
The bow height defined as the vertical distance at the forward perpendicular between the waterline corresponding to the assigned
summer freeboard and the designed trim and the top of the exposed deck at side.
3. Freeboard deck :
The freeboard deck is normally the uppermost complete deck exposed to weather and sea, which has permanent means of closing all
openings in the weather part thereof, and below which all the openings in the sides of the ship are fitted with permanent means of
watertight closing. In a ship having a discontinuous uppermost deck, the lowest line of the exposed deck and the continuation of that line
parallel to the upper part of the deck is taken as the freeboard deck. At the option of the owner and subject to the approval of the
Administration, a lower deck may be designated as the freeboard deck, provided it is a complete and permanent deck continuous in a fore
and aft direction at least between the machinery space and peak bulkheads and continuous athwardships . When this lower deck is
stepped the lowest line of the deck and the continuation of that line parallel to the upper part of the deck is taken as the freeboard deck.
When a lower deck is designated as the freeboard deck, that part of the hull which extends above the freeboard deck is treated as a
superstructure so far as concerns the application of the conditions of assignment and the calculation of freeboard. It is from this deck that
the freeboard is calculated.
4. Superstructure :
A superstructure is a decked structure on the freeboard deck, extending from side to side of the ship or with the side plating not being
inboard of the shell plating more than 4 per cent of the breadth (B). A raised quarter deck is regarded as a superstructure.
5. Flush deck ship :

A flush deck ship is one which has no superstructure on the freeboard deck.
6. Upper deck :
The upper deck is the uppermost complete deck exposed to weather and sea, which has permanent means of weathertight closing of all
openings in the weather part thereof, and below which all openings in the sides of the ship are fitted with permanent means of watertight
closing. In a ship having a stepped upper deck, the lowest line of the exposed deck and the continuation of that line parallel to the upper
part of the deck is taken as the upper deck.
7. Clear grounds :
Evidence that the ship, its equipment, or its crew does not correspond substantially with the requirements of the relevant conventions or
that the master or crew members are not familiar with essential shipboard procedures relating to the safety of ships or the prevention of
pollution.
8. What is flare? What is advantage? (refer H J Pursey)
9. What is stem? Cross section of stem? Where it connects?What is coffin plate? Coffin plate connects the stem to the keel . Coffin
plate is in fwd and aft end of the keel which joins keel to the stem. (refer H J Pursey)
10. What is the latest amendment in solas?
11. Why ships transformers are air cooled and not oil cooled? (oil may leak, fire hazard)
12. Can you change the fuel injection timing or stop the fuel flow in one of the 3 injectors in a single unit in RT-flex.
Yes, we can stop the fuel through any one injectors at a time. WECS can give signal to any one of the rail valve separately and hence
the particular injection control valve will operate and the particular fuel injector will inject the fuel. This improves the injection
pressure at low rpm and loads and hence improve combustion.
13. Maintenance of fire hydrants, hoses and nozzles?

According to SOLAS MSC/circ850, Guidance on maintenance and inspection of fire protection systems and appliances :
- Monthly routine : Fire hydrants, hoses and nozzles must be monthly checked for properly arranged and proper condition.
- Annually routine : All fire hydrants tested for operation. All hoses for hydrostatic load test.
14. Single Screw pump?Overhauling? Material of the stator(non ferrous)?RUBBER

Single screw pump also called snake pump is normally used as OWS service pump or Bilge pump. Its cross section with part’s material is
given below :
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Overhauling of the pump is well understood with the cross sectional view.
15. What are the requirements of EEBD as stated in SOLAS ?

SOLAS chapter II-I Reg 13.3.4
On all ships, within the machinery spaces, emergency escape breathing devices shall be situated ready for use at easily visible places,
which can be reached quickly and easily at any time in the event of fire. The location of emergency escape breathing devices shall take
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into account the layout of the machinery space and the number of persons normally working in the spaces.* The number and location of
these devices shall be indicated in the fire control plan required in regulation Emergency escape breathing devices shall comply with the
Fire Safety Systems Code.
The numbers needed for machinery spaces is undefined and is a departure from the normal prescriptive requirement. Because of the
different manning arrangements and machinery space layouts, IMO concluded that it would be not be possible to determine satisfactory
carriage requirements. The object of the regulation is to allow personnel to evacuate a dangerous space to a place of safety. It is the
owner/operator, through a risk assessment process, and in consultation with the ships crew, who is to determine the number and location
of the EEBD's. If a surveyor attending a ship is not satisfied with the arrangements, he/she should ask for the assessment to be repeated in
light of deficiencies identified.
16. Lowering of the life boat?(step by step procedure)

17. Lube Oil level in one of the generators is found to be more when check through the oil level rod. Reasons? ( Jacket water leack-
check expansion tank/ fuel mixed with the lube oil through fuel pump.)
18. Purifier is overflowing even after desludging. Reasons? (gravity disc size bigger/ greater feed rate/ oil heat treatment is less)
19. How the vessel is built? (refer H J Persy)
20. What is strake and what is the difference btw strake and plate?
Strakes are the continuous row of plates starts from aft to fwd of the ship. Each strake are named in SHELL AND EXPANSION plan of
the ship. Strake is made up by joining various plates. (For more, read H J persy)
21. Stealer strakes:

At the fwd and aft end ,where the strakes are terminated and merge with each other, various small size (narrow) plates are replaced
by adjacent wider plate called Stealer strakes.
22. Sheer Strakes:
The strakes of the side plating nearest to the deck are called Sheer Strakes. These are made up of high tensile steel or of more
thickness as sheer strake is subjected to max bending stresses due to its farthest distance from the neutral axis.
23. Stringer Plate :
Deck plating is composed of longitudinal strakes of plating across its width. The strakes or plates nearest to the deck edges are
termed as Stringer plate.
24. Gunwale :
Region where the sheer strake meets the Stringer plate is called Gunwale.
25. What is web-frame? Where it is used?

A deep section built-up frame which provides additional strength to the structure. Ships hull may be made up of Transverse web
frame, longitudinal web frame or of composite frame structure. (Refer H J persy for web frame)
26. What is panting beam and how the fluctuating water pressure acts on the ship's hull and panting region?
Panting beams are fitted across the ship in each alternate frame spaces in the panting region and are bracketed to the panting
stringers. Stiffening in panting region is done by horizontal plate stiffeners fitted vertically not more than 2m apart called panting
stringers. Fluctuations in water pressure tend to create in and out movement of the shell plating. At the fore end, where the shell is
relatively flat, this fluctuating water pressure effect is greatest.
27. What is meta centre, metacentric height, effect of increasing or decreasing metacentric height, righting lever, GM is termed as --?
For small angle of heel, up to 10o, the vertical through the new centre of buoyancy meet the central line at a point called
Metacentre.
28. SCBA bottle free volume inside and pressure of bottle?
Minimum of 1200lts of air must be compressed in to the scba. Each person avg consumption is 30-40 lts per minute. Hence it can be used
for 30 min. Out of which 20% is kept for safety margin. Hence 24min is for working use. Pr inside bottle is 210-240 bar for a centurion type
scba. 90% filled 10%vol free.
29. Emergency towing arrangement and specification of the rope?

Emergency towing arrangements shall be fitted at both ends on board every tanker of not less than 20,000 tonnes deadweight,
constructed on or after 1 January 1996. For tankers constructed before 1 January 1996, such an arrangement shall be fitted at the first
scheduled dry-docking after 1 January 1996 but not later than 1 January 1999. The design and construction of the towing arrangements
shall be approved by the Administration, based on the guidelines developed by the Organization. Procedure is written in the Emergency
Towing Booklet (ETB). A minimum of three copies of ETB should be kept on board and located in Bridge, any forecastle space and Ship’s
office or cargo control room.
30. Marpol annex-1 standard discharge connection & the action u have to take when there is leakage from the discharge connection
during discharging?
Regulation 19
Standard discharge connection
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To enable pipes of reception facilities to be connected with the ship's discharge pipeline for residues from machinery bilges, both lines
shall be fitted with a standard discharge connection in accordance with the following table:
Standard dimensions of flanges for discharge connections
Description Dimension
outside diameter 215 mm
Inner diameter According to pipe outside diameter
Bolt circle diameter 183 mm
Slots in flange 6 holes 22 mm in diameter equidistantly placed on a bolt circle of the above diameter,
slotted to the flange periphery. The slot width to be 22 mm
Flange thickness 20 mm
Bolts and nuts: quantity, diameter 6, each of 20 mm in diameter and of suitable length
The flange is designed to accept pipes up to a maximum internal diameter of 125 mm and shall be of steel or other equivalent material
having a flat face. This flange, together with a gasket of oil-proof material, shall be suitable for a service pressure of 6 kg/cm2
Action taken in case of leakage from the discharge connection :

- The means of communication and signalling must be satisfied by both ships and reception persons. In case of leakage
immediately the sludge pump is to be stop and reception persons should be informed.
- Report it to chief engineer
- SOPEP should be well understood by the persons involve in the operation and SOPEP kit should always be ready during
operation. Use the SOPEP kit and avoid the sludge to be spill outboard.
- If in case the sludge is already spilled, the master must immediately (within 30min) report it to the persons indicated in SOPEP
manual.
31. Does the trim changes if the area forward of the collision bulkhead is flooded and how it changes?
Yes. As the mass of the water filled in the fwd multiplies by the distance from the centre of floatation makes the trimming moment which
will cause the trim.
32. What was the recent accident that occurred in shipping & location & effects
Costa Concordia hits the reef in Giglio on 14th january 2012. Titanic sink (14 april 1912).Francesco Schettino(Captain)
To check that OMD is not giving a false alarm, reset it, if the alarm is not coming again that means it was a false alarm and if it comes
again that means it is real alarm.
33. what is bar keel? draw it.

Smaller vessels such as tugs, ferries, and cargo ships of less than 500 gross tonnage have a single bottom construction. A form of keel
found on smaller vessels is the bar keel .Bar keel is having a rect. Cross section and it provide good strength during grounding. But it
increases the draft and hence a flat plate keel is fitted in present large double bottom vessels .
34. what is buoyancy tank?

An air tight tank near one of the ends of a small boat to keep it from sinking if it capsizes. Buoyancy tanks are the tanks responsible for
reserve buoyancy. Reserve buoyancy can be increased/decreased by emptying/filling these tanks.
35. What is prismatic coefficient? Block coefficient?

Cp = inverse delta/ (Am x L)
36. how s statical stability curve drawn?p-90 reeds
37. what r d clearances u ll take in drydock?

Ship has to be examined on dry-dock not more than 2.5 years.
Special attention is paid on the stern tube, rudder, propeller, shell plating, and external hull fittings.
PREPERATION –
Collect necessary repair items before docking time is due.
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Send docking plan to shipyard (describing ships requirement like power supply and c.w. supply).
Store and spare parts to be receive in time.
Make ready instruction manuals.
Organise engine room staff for safety measures.
Work done and clearance taken :
Crankshaft deflection taken.
Oil tank sounding taken.
Tank top hose down and cleaning of bilge well done.
Settling and service tank to be topped up.
Air bottles to be filled and tight shut while ship on drydock.
Fire fighting equipment to be stand-by and in good order.
- BACKLASH MEASUREMENT.
- LIMIT OF CHAIN SLACKNESS ( half to 1 link).
- RUDDER WEAR DOWN (20MM MAX.)(jumping bar clearance and bottom bearing pintle clearance on outboard side.)
- STERNTUBE BEARING WEARDOWN CLEARENCE(propeller drop) ( poker gauge- 2mm max for oil type and 8mm for lignum vitae
bearing)- remove the roap guard, turn the propeller so that the mark on the chrome liner meets the mark on the hull, remove
the poker gauge plug and drain plug, take measurement from both the side.)
- TAIL END SHAFT TAPER
- CLEARENCE FOR CENTRIFUGAL PUMP (.4-.6 mm)
- THRUST BLOCK CLEARENCE (0.9-1.55 mm)
38. hw 4s diesel eng works?

Naturally aspirated :
-E.O. – 40o before bdc
- I.O. – 30o before tdc
- E.c. – 30o after tdc
- IC. – 30o after bdc
Super Charged:
-E.O. – 50o before bdc
- I.O. – 80o before tdc
- E.c. – 60o after tdc
o
IC. – 45 after bdc
39. what s blowpast? causes? whre d blowpast goes

40. Safety equipments in air compressor?
- Safety valve
- Bursting disc
- Fusible plug (121oc)
- Oil separator.
- Unloader
- Lube oil low pr
- Cooling water failure.
- Relief valve in oil line
- High temp cutout
F-6
41. How will you drill hole for fitted bolts in a flange?
First put the markings where the hole is required.
Cut the flange piece from the pipe.
Put it in the drill machine.
Use correct size tool bit.
Drill the holes and reweld the flange on the pipe.
42. hw ll u remove hydrophore pump shaft coupling...it s tight?
43. wat ll u do if d threads r damaged in a stud? hw ll u correct it?
IF threads are damaged and you can not be able to remove the nut, then we have to cut to stud and remove it.
If somehow we can able to remove the stud, then we can rethread it to use it again-
- first fix it in the chucks of the lathe
-fil the weld metal on the surface and fill the threads.
-rethread it using lathe.
44. Purifier motor n vertical shaft r connected. explain complete arrangement?
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if the motor attains full speed does d horizontal shaft rotates at d same speed of motor?
Yes, at full speed there is no slip around the friction clutch.
F6
45. hw ll u plug smoke tube boiler leaky tube?

46. hwll u overhaul a sluice valve?
Sluice valve is a type of gate valve.
-first remove the handle.
-remove the gland flange and gland.
-remove the bonnet.
-remove the gate and the spindle now.
47. what s running direction interlock? hw s d arrangement? hw it s working?(refer arahna)

If the direction of rotation of the engines contrary to the command from the Telegraph, we consider it as
the'wrong' direction. In this situation, the fuel cut out servo must operate to shut-off fuel, in case the engine is already running
. In addition, the startingair is not allowed to be released, thus preventing the re-starting of theengine in the wrong direction. The Running
direction interlock in this engine is connected to the camshaft, and will be operated by the movement of the
camshaft. If the camshaft does not reverse, then oil pressure does not act on the fuel cut-off servomotor, as can be seen in the sketch
below. Thus fuel is cut-off.
48. what all places the imo no of the ship is written onboard.
SOLAS Regulation XI-1/3 to require ships’ identification numbers(IMO NO) to be permanently marked in a visible place either on the ship's
hull or superstructure.
Ship identification number
1 This regulation applies to all passenger ships of 100 gross tonnage and upwards and to all cargo ships of 300 gross tonnage and upwards.
2 Every ship shall be provided with an identification number which conforms to the IMO ship identification number scheme adopted by
the
Organization.{
3 The ship's identification number shall be inserted on the certificates and certified copies thereof issued under regulation I/12 or
regulation I/13.
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4 For ships constructed before 1 January 1996, this regulation shall take effect when a certificate is renewed on or after 1 January 1996.
For the external marking, there are several choices. It shall be marked in a visible place on the stern; or on either side of the hull,
amidships port and starboard, above the deepest assigned load line; or either side of the superstructure, port and starboard; or on the
front of the superstructure; or, in the case of passenger ships, on a horizontal surface visible from the air
For the interior marking, it must be positioned in an easily accessible place on one of the end transverse bulkheads of the machinery
spaces; or on one of the hatchways; or in the case of tankers, in the pump-room; or in the case of ships with ro-ro spaces, on one of the
end transverse bulkheads of the ro-ro spaces
The height of the exterior marking shall be not less than 200mm (7.8 inches) in height, while the interior marking shall not be less than
100mm (3.9 inches) in height. The width of the marks shall be proportionate to the height.
49. what is howse pipe ,spurling pipe, camber.

Camber is the transverse curved beam to provide more dryness and strength to the ship. It is measured as the height of the deck at central
line amid ship above the horizontal line connecting the deck edges.
Sheer is the longitudinal curvature of the ship to provide more dryness to the ship. It is rising from midship to maximum at the end. Fwd
sheer is twice that of aft sheer.
50. what all places flame detector and smoke detectors are fitted in engine room.
Accomodations:
Flame detectors shall only be used in addition to smoke or heat detectors
Smoke detectors shall be installed in all stairways, corridors and escape routes within accommodation spaces. Consideration shall be given
to the installation of special purpose smoke detectors within ventilation ducting.
Engine room : ( Unmanned Machinery Spaces) :

This fire detection system shall be so designed and the detectors so positioned as to detect rapidly the onset of fire in any part of those
spaces and under any normal conditions of operation of the machinery and variations of ventilation as required by the possible range of
ambient temperatures.
The detection system shall initiate audible and visual alarms distinct in both respects from the alarms of any other system.
Different modes of detection for different requirements of spaces like boiler platform, purifier room etc.
Detectors are arranged in different section for detecting the exact location of the fire , which is indicating in the fire detection panel in fire
control panel.
51. j.c.w test, flywheel & governer function.

Jcw test- Nitrate > 1000ppm ( 2ml sample of cooling water + add 4 drops of phenopthelin = sample will turn red.
Now add H2SO4 until colour changes from red to blue.
No of drops x 75 = ppm of NaNO2(nitrate)
If ppm comes between 1000-1500ppm then treatment is ok. Otherwise add
Nalfleet EWT 9-108. 2.25lts will increase 1000ppm of nitrate.)
Chloride < 50ppm
p-alkalinity – min 20ppm ( as soon as after adding 4 drops of phenopthlein and the sample turns red means alkalinity >40ppm)
flywheel- Absorbs kinetic energy and provide this energy during upward piston movement.
Dampens the torsional vibration
Governer- controls the fuel supply to the engine such as to mantain the constant rpm irrespective of changing load.
Gravity disc – sets the location of oil and water interface.
52. propeller type, crack detection, fractional distillation of crude oil.

Fractional distillation- (RKPaul sir 8th sem Notes)
Crude oil (storage tank)--------à Primary station---------à furnace------------à Steam heating(325oC)>>Crude oil(575oF) >>Gas
Oil>>Kerosene(525oF)>>Naptha(450 oF)>>Gasolene(325 oF)
Crude oil left from above:
(If paraffinic)--àagain to Furnace -------à Residual products (HFO,FO)>> wax >> gasoline
(If asphaltic)---à to furnace ------à 750 oC>>Black Residue products>>Heavy LO(gear case oil) >> Medium LO(D/G) >> Light LO(hyd. Oil)
Atmospheric Distillation : Crude oil is separated in to its constituents by the process of heat only. Heated about 350 oC.Lighter products are
cooled/condensed and collected.
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Vacuum Distillation : Reduced pressure and high temperature. (Product left from atmospheric distillation undergoes further vacuum
distillation.
Cracking : Secondary refining-à Either by greatly increased heat OR By using catalyst
Catalytic cracking : higher temp and catalyst are used to accelerate the breakup of large molecular structure and hence more high quality
and high value products are extracted.
Thermal Cracking: Raised the temperature and pressure up to 70 bar and 750 oC
53. how d.c.p. work on fire.

It stops the chain reaction.
Cutout the flame.
No cooling effect.
54. diference b/w bulk and tanker...

Bulk- carry dry cargo in bulk ( non liquid cargo such as grain or ore) and having single deck tank side and hopper side tank.
Tanker – carries liquid cargo in bulk form.
55. Hardening and tempering ?
Normalising : Heating the steel up to a temperature of 850-950oC depending upon the carbon % and then allowed to cool down in air. A
hard stong steel with refine grain structure will form. More strength but less ductility then annealing. Relieves internal stresses after
forging and casting.
It is normaly done to bed plates, A-frames, liners.
Annealing: Again the steel is heated up to 850-950oC, but cooled slowly in a furnace or an insulated spaces.
Softer and more ductile metal will form then normalising.
Hardening ( Quenching) : Heated up to 850-950oC and then suddenly cooled down by quenching in oil or water. Tensile strength and
hardness increases.
Tempering : This is the process follows after quenching of steel and involves reheating up to 680oC and cooled rapidly. Higher the
tempering temperature lower the tensile property of steel.
56. lifeboat safety.....

Releasing lever interlock.
Periodic maintanence of lifeboat engine, battery and davits.
Crew members should be trained for onload and offload release.
New and improved releasing hooks with increased safety features.
Training manuals provide proper lowering and heaving up procedures.
Life boat should be able to lowered within 10min.
Life boat is tested for lowering at up to 20o list and 15o trim.
57. marpol annex6..
rkd/mukherjee-
58. indicator diagram,indicated power,power card and draw card, clearence and stroke vol.
59. frosting in ref system,causes,remedies;location of bulb and how it is attached,compressor,back pressure v/v
60. tie rod-fn.location,number;cast steel composition
Tie Rod function is to hold cylinder block, A-frame and bedplate together at all normal running condition. It is given pre-calculated stress
so that engine component are in compression.
Cast Steel Composition :
- 0.4- Carbon
- 0.6- Si
- 0.5-1.6 Mn
- 0.04 phosphorous
- 0.04 sulphur
- Other impurities-
- 0.3 Cu
- 0.3 Cr
- 0.4 Ni
- 0.15 Mo
61. c/case inpection..reason,defects,function
62. piston rod stuffing box-components clearences,name of rings and no.,diaphragm function and mateial.........
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7 rings- 3-4mm clearance is given between each segments. If this clearance is reduced to zero then replace the rings. Spring should be
renewed every time the rings are renewed or if the free length of the garter spring is increased by more than 8%.
63. tappet clearence and purpose

64. SFOC and hw to calculate
65. viscosity and why maintain viscosity
Viscosity is the measure of internal resistance of the fluid flow. Fuel oil is heated to reduce the viscosity up to 15-20 cst before injection.
66. refrigeration cycle , purpose of solenoid v/v

Purpose of solenoid valve is to prevent liquid refrigerant to go to the compressor crankcase when the plant is in stop condition. Also it
shuts off when the temp of the room reaches the required temp and hence cut-out the refrigerants flow so that the compressor cutout on
low pr suction when the temperature is maintained.
67. exhaust valve operation

68. t/c surging
func 6 ,
69. recharging LO in refrigerant compressor.

- Collect the refrigerant into the condenser by shutting off the condenser outlet valve.
- Stop the compressor and shut off the inlet and outlet valves of compressor.
- Open the oil filling plug and start filling the oil slowly.
- Start the compressor momentarily(0.5- 0.6 seconds) to facilitate speedy charging.
- After charging to the correct level, tightened up the oil plug.
- Bleed off air in the compressor casing by slightly opening the suction valve and loosening connecting caps from the high
pressure gauge (In case connection fittings for vacuum pump are provided, use the vacuum pump to extract the air from the
compressor crankcase).
Extracting Oil
- i. Pump down the refrigerant into the compressor only. Ensure that refrigerant
- pressure is higher than the atmosphere.
- ii. Loosen the oil drain plug in the compressor crankcase and extract the amount oil.
Precautions:
- 1.) Care to be taken when charging oil so that no air will be trapped in the
- compressor crankcase.
- 2.) Ensure to bleed off air every after charging and extracting refrigeration oil.
70. botom end bolts slackening procedure , step by step .

71. piston ring calibration.
Groove clearences : Necessary because
– to ensure free in and out movement of the ring in the groove to suit the liner bore.
- to allow the gas to pass in the clearance space to press the ring against the liner.
If their is cabon deposits in the groove or the groove clearance is too low then gases may pass directly between liner and piston
ring outer surface and pushing the ring in to the groove causing Ring collapse.
If the Ring clearance is too high then hammering and reduction of piston ring landing surface area in grooves, resulting breaking
of ring and liner crack.
Vertical Groove clearance : around 0.4mm and ring should be renewed if it reaches 0.7mm
Butt clearance : Will allow thermal expansion. If too large -à blow past.
Between 0.5 – 1% of the liner bore.
MAXIMUM ALLOWABLE BUTT CLEARENCE IS NOT USUALLY SPECIFIED AS LIMIT OF 15% WEAR ON THE RADIAL
THICKNESS OF THE PISTON RING AUTOMATICALLY PUTS A LIMIT TO THE BUTT CLEARENCE.
72. boiler burner maintenance.

PAGE 59 BOILER NOTES.d
73. OMD alarm , what will u do ?

First check the OMD is not a false alarm by reset it. If the alarm is again coming, then it is a false alarm. Also to check ( crankcase door
become hot, pealing of paint, bearing and piston cooling high temperature).
Then proceed.
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74. what is bore cooling?

bore cooling is a type piston cooling .....or say a kind of surface cooling ,close to d surface by bore(drilled passage or hole)
75. what is priming of boiler?

Carry over of water in to the steam line due to sudden increase in load (cause swelling) or due to excessive foaming at the boiler surfaces.
76. what is lost motion in sulzer?

lost motion-in case of sulzer engines, we use servomotor for reversing and during reversing ,for some period of time, the rotation of cmsft
is independent of the rotation of crnkshft and if this motion is in reverse direction of the running direction of camshaft, then is so called
lost motion (of cmshft).If this motion is in the direction of the running direction of camshaft(as in MAN B&W) then it is called as gain
motion.
77. What are the safeties in windlass?

mechanical brake, slipping clutch,if hyd driven l.o.low pr trip.l.o.high temp trip.....if ele driven short citcuit,over load protection, single
phasing.
78. how to ensure hatch covers are watertight?

Eccentric wheel should be in up position. It ensures that the steel compression bar is properly pressing the rubber.
Securing cleat must be put in will lock the panels.
79. how to find exact pinhole in p/p suction line?
Remove the non-return valve and then start the other pump and allow water to pressurising the line.
80. what happens when graphite grease is used when sea water is present?
Grease is a semi solid lubricant consisting of high viscosity mineral oil and metallic soap with filler.
Metallic soap are the compound of Ca, Na, Al
Filler are Pb, Zn, graphite and Molybdenum.
Graphite grease will increase the rate of metallic and galvanic corrosion in presence of sea water.
81. how pipes r supported to reduce vibration?

By C-clamps provided with lead plate at the bottom to reduce fretting.
82. what is striker plate

The plate fitted in the bottom of the sounding pipe is known as striker plate. It is above the bottom floor of the tank.
83. with respect to A/E Piston what is the name of the top most piston ring? How will one identify which piston ring goes in which
groove if the rings get intermixed????
Top most ring is known as compression ring
Every piston ring has engraved marking....that can be matched with that given in manual. Also can be compare with the sequence in which
the piston ring of other piston of the unit is arranged.
84. reasons 4 icing on expansion v/v?
85. crankcase inspection
86. changing of filter drier of ref. Compressor.
87. starting of exhaust gas economiser?
88. Tumble home

Inward fall of the side plating from the vertical as it extended upward towards the deck edges. It improves the appearance of the ship.
89. why ballast tanks r provided?

To increase/decrease the buoyancy of the ship as required.
90. garbage nd annex 5
91. centrifugal p/p o'haul
92. gland packing change

in chintu ji mep oral notes.
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93. engine room escape routes

Except as provided in paragraph 4, two means of escape shall be provided from each machinery space of category A. In particular, one of
the following provisions shall be complied with:
.1 two sets of steel ladders as widely separated as possible leading to doors in the upper part of the space similarly separated and from
which access is provided to the open deck. In general, one of these ladders shall provide continuous fire shelter from the lower part of the
space to a safe position outside the space. However, the Administration may not require the shelter if, due to the special arrangement or
dimensions of the machinery space, a safe escape route from the lower part of this space is provided. This shelter shall be of steel,
insulated, where necessary, to the satisfaction of the Administration and be provided with a self-closing steel door at the lower end; or
.2 one steel ladder leading to a door in the upper part of the space from which access is provided to the open deck and additionally, in the
lower part of the space and in a position well separated from the ladder referred to, a steel door capable of being operated from each side
and which provides access to a safe escape route from the lower part of the space to the open deck.
4 In a ship of less than 1,000 gross tonnage, the Administration may dispense with one of the means of escape required under paragraph
3, due regard being paid to the dimension and disposition of the upper part of the space.
5 From machinery spaces other than those of category A, escape routes shall be provided to the satisfaction of the Administration having
regard to the nature and location of the space and whether persons are normally
employed in that space.
6 Lifts shall not be considered as forming one of the required means of

escape as required by this regulation.
Machinery spaces of category A are those spaces and trunks to such spaces which contain:
.1 internal combustion machinery used for main propulsion; or

.2 internal combustion machinery used for purposes other than main propulsion where such machinery has in the aggregate a total power
output of not less than 375 kW; or
.3 any oil-fired boiler or oil fuel unit.
Machinery spaces are all machinery spaces of category A and all other spaces containing propulsion machinery, boilers, oil fuel units,
steam and internal combustion engines, generators and major electrical machinery, oil filling stations, refrigerating, stabilizing, ventilation
and air-conditioning machinery, and similar spaces, and trunks to such spaces.
Open decks
Open deck spaces and enclosed promenades having no fire risk.
94. margin line nd margin plate

Margin line is a line 75mm below the bulkhead deck. If any sinkage, heel or trim resulting in the margin line to be immersed the vessel is
said to be foundered.
Margin plate: Double bottom may have a sloping margin leading to the bilge radius plating or a continuous double bottom extended to the
side shell. The sloping margin construction required the use of margin plates to connect up with the side framing and provide a collecting
well for bilge water.
95. removal of broken stud

put molycote
If no nut is there on both side, then fit a nut and start tightening it until the stud will come out fully.
If nut on one side, then put another nut on it (which will act as a locking nut) and start unscrew the inside nut until stud will come
out.
96. construction in hotwell to seperate oil
97. how to check crack in piston ring grooves?

By Dry penetration test.
By magnetic particle examination test.
Rkd/ mukopadhyay
98. additional measures for bulkcarriers,,,3 measures

SOLAS CHP XII, Bulk carrier safety :-
- De-watering system in the forward of collision bulkhead, which is remotely operated from ECR.
- Hold no 1 & 2 bulkheads are provided with extra strength.
- Double hull construction is recommended for bulkcarriers. If single hull , then extra strength is required on the hull platings and
mandatory standard for side strength of single hull is adopted.
- All the enclosed spaces should be accessible for inspection ( no narrow spaces ). The double bottom are provided with water tight
manholes to inspect the hopper spaces for inside corrosion.

- Ballast water management room must have a level diagram which shows the level of water so that excess water can be pump
overboard.
- Hatch covers are hydraulic sliding type provided with eccentric wheels which can be set up by rotating through 180o so that the panel
will sit down and steel compression bar will compress the rubber and ensures perfect watertight integrity. Class surveyor will issue the
certificate after checking it.
- BLU book. Each operation of bulk carrier loading will be entered in the BLU book by the chief officer. He will documented the even
loading and loading calculations.
99. location of detectors, ammendments made and why????
100. bulbous bow...complete... 3 uses...of fitting it
Reduce wave making resistance and hence the fuel consumption.
Increased the buoyancy forward and hence reduces the pitching of the ship to some extent.
Increases the speed of the vessel.
Its plates are thicker in size hence provide strength to fwd structure.
101. piston gland,, scrapper ring ,sealing ring clearances
102. black smoke,, white smoke,, blue smoke

Black smoke – poor combustion, poor fuel quality, poor fuel preparation, insufficient charge air supply , scavange fire, leaky/defective fuel
injector, late injection.
White smoke: water or excessive air . Turbocharger water pockets cracked, ege water tube leaks, from w.o. tanks.
Blue smoke: LO, excess cylinder oil burn, Piston cooling oil find its way to combustion space due to cracked piston crown.
Yellow smoke: High sulphur content
103. retractable soot blowers working
The blower carriage consists of three separate components: the lance hub assembly, the gearbox and the electric motor.
The lance hub housing contains the lance hub, which is supported by two special roller bearings.
Because the lance tube is fully retracted from the furnace and cooled through the blowing medium, the long retractable soot blower can
be used in areas with higher flue gas temperature than any other soot blower type. Retractable property improves the cleaning effect and
reduce erosions due to high temperature flue gases. The blowing medium is supplied through an automated poppet valve.
104. accumulation pressure..use????why testing done...why different setting for smoke tube and water tube....
Accumulation pressure : It is the rise in the boiler pressure which takes place when the spring loaded safety valve lift due to increased
loading caused by further compression of the spring.
High pressure- saturation temp increase and more heat can be stored in the same amount of water.
Water tube : High pressure and high capacity Smoke tube : Less pressure and less capacity
Water tube boiler Smoke tube boiler
1 Little reserve of water and steam in the boiler. Hence efficient Less stringent control of water is sufficient, as bulk of water is
control of water level and exact and frequent dosing of used and heat exchange area is very less as compared to water
chemicals is required. tube.
2 High rate of heat transfer across small bore tubes and hence Thick tubes and less heat transfer.
positive circulation of water is required.
3 Heat exchange area is large , thin tubes may get corroded and pressure should not be increased by 10%of w.p. after
damage quickly, so the pressure should not be increased by 7minutes when safety valve already got lifted
10%of w.p. after 15 minutes when safety valve already got
lifted.
4 Possible to use high pr and temp. Wider safety margin in Low pr
event of explosion. Big size.
Saving in space.
5 Small bore tube demands pure feed content hence water Thick and large size bore tube.
should be treated properly to prevent scale formation.
105. boiler feed water control...explain complete

3 element control to reduce the swell and shrinkage effect.
Boiler water level depends upon the steam flow rate also so it cannot be only control by one element( input) of water level.
When the load increases, steam demand increases and the pressure will drop inside the boiler resulting the drop in saturation
temperature. Water will start flashing off in to steam causing of formation of a mass of steam bubbles which will increase the water level.
This effect is called swell.
Similarly when the load decreases, the pr inside boiler start increasing causing the increase in saturation temperature, steam bubbles
formation stops and the water level reduces. This is called Shrinkage.
Hence to control the boiler water level, keeping in mind the steam and feed water flow rate, 3 element control is used.
106. use of all p+i+d

Where the rate of change of error is slow ( like in jcw control, sensor is in middle of tank and steam coil is in the bottom, whatever the
sensor is reading(say 62oC) will increase slowly after, as the actual temp at the bottom near steam coil is 72 oC. Rate of change of error is
very slow, here the derivate came in action.

C(t) = Kp.E(t) + Kp/Ti . int(E(t). dt + Kp.Td dE/dt
107. ogee ring,,, tell tale hole

Furnace is attached to the boiler shell by means of an ogee ring. Telltale holes are provided to detect the leakage. If there is a leakage, it
will come out from the telltale hole.
108. refrigeration oil separator workin...type complete...why reqd..

Impingment type oil separator:
Baffle are provided in the closed vessel. And the vapour refrigerant is allow to pass through these baffles. Oil vapours due to gravity will
drained down. Float valve provided will open and send the oil back to compressor.
BIGGEST DISADVANTAGE OF THE OIL SEPERATOR TO BE FITTED IN THE LINE IS THAT THEIR IS CHANCES THAT THE LIQUID REFREGENT CAN
FIND ITS WAY TO COMPRESSOR CRANKCASE FROM THE OIL SEPERATOR WHEN THE SYSTEM IS SHUT DOWN. This can be prevented by :
- Fitting solenoid valve in the oil return line to compressor crankcase.
- Heater is provided in the compressor suction.
The same reason , why the master solenoid valve is fitted in the line. It prevents the liquid refrigerant to go in the compressor
crankcase when the plant is shutdown.
109. Precautions before sootblow...to protect economiser tubes..( HP boilers)

Soot blowing must not to be done if there is an indication of soot fire.
Drain the steam line before sootblowing.
Engine must be run at full load. Or in HP boiler, the boiler must be firing at full load.
The steam used for sootblowing must be saturated or super heated.
Inert Gas blower should be checked for stop condition.
Inert gas flue gas isolating valve must be in closed position. check it.
function3:
110. what is free surface effect?
111. Torsion box,names for all side plates of torsion box

Box above the under deck passage in container ship act as a torsion box. It act as a hollow shaft to reduce the torsion stress. In container
ships the deck hatch opening are very large hence the torsional stress is quite large.
Underdeck passage is covered by the stringer plate, Sheer strake, side bulkhead plate and 2nd deck plate. These plates are provided with
great tensile strength and suitably stiffened.
Pantoon type covers which are lifted on and off by the container terminal gantry cranes are used as the hatch covers.
Deep transverse frame and torsion box collectively take the torsional stresses and the racking stresses.
Double bottom is longitudinally framed and laid along the full length of the ship.
Plate floors are fitted at every 4th frame in the cargo spaces and every frame in the machinery spaces.
In the pounding region forward, solid floors exists initially at each alternating frame and then at every frame.
Tank top plating is increased in thickness in the cargo hold spaces.
Pipe tunnels are located in the port and starboard in the double bottom and access is provided via watertight doors from the machinery
spaces. Side of the pipe tunnels are formed by the side girder and further intercoastal side girders are fitted in the tunnel space.
Containers are supported by the cell guides fitted in the cargo holds for each corner of the containers and angle bar(secure the container
to the cell guide) in the holds and on the hatch covers. Lashing arrangements are also provided.
112. maintanance of hydrant hose nd nozzle?coupling name?

Hydrants: drains are provided in the line, line should be drained after use.
Check the condition of the hoses. Hoses should not have water, after use the water should be removed properly.
Monthly testing and inspections
Monthly inspection should be earlier out to ensure that :
all firemans outfits, fire extinguishers, fire hydrants, hose and nozzles are in place, properly arranged, and are in proper condition;
113. Annex 6 full...ozone depleting banned substances?

Chloro flouro carbons R-11(Tri-chloro fluoro methane), R-12(Di chloro Di fluoro methane), R-22( Chloro Di fluoro Methane) etc
Incinerator banned substances : PCB (Poly chloro bi phenyl), PVC (Poly vinyl chloride), substances included in annex I,II,III
114. Life boat engine maintanence?how to check engine cooling arrangement

Weekly inspection: Lifeboat engine must be run for a minimum 3minutes.
Each 3months the lifeboat must be lowered to sea.
Monthly checks: Life boat equipments.
fn-4:
115. why piston skirt is large?
1.Soft bronze rings need to be fitted in the piston skirts. These bronze rings help during the running-in of the engine, when the engine is
new, and can be replaced if necessary.
2. In two stroke engines having loop or cross scavenging arrangements the skirts are slightly larger as these helps in blanking off the
scavenge and the exhaust ports in the liner

3. In four stroke or trunk piston engines the skirt has arrangement for gudgeon pin, which transmits power from the piston to the gudgeon
pin or top end bearing. As there are no cross head guides in four stroke engines, these skirts help in transferring the side thrust produced
from the connecting rod to the liner walls.
116. why lift of suction v/v is small of air compressor?

If the valve has too much lift then the valve closes late nd reduce volumetric efficiency and also its causes valve to close with greater
impact nd hence liable to break.
117. how will u decide the size of gravity disc?

gravity disc size is decided from nomogram ,its a graph which will give u temp density and siz
118. advantages n disadv of axial turbocharger over radial turbocharger

The radial-flow turbine is more simple, but lower flow range capacity and low efficiency. The axial-flow turbine has higher efficiency but
more complex structure. In radial flow type, the bearings are in between blower and turbine and hence of split type plain white metal
bearing.
Func 4: r k das and mukherjee
119. Fuel knock and how u know it?

Fluctuation in rpm, after burn(spark from the funnel), smoke from exhaust
120. Scav fire indications
121. Safety and relief valve difference.

122. Definition of suction head and characteristics.
Energy required to bring the liquid to the pump’s suction is called the required NPSH. And the pressure drop create by the pump in
suction side added to the atmospheric pressure head and the positive suction lift is the available NPSH, that a pump will produce.
Available NPSH must always be greater than Required NPSH.
Available NPSH = Hatm ± Hs –Hvap – Hf – Hv
123. Main air comp safeties.

Bursting disc
Relief valve
Drain separator
Cooling water failure alarm
Low lube oil pressure alarm
Unloader
Motor safeties
Relief valve on oil side.
124. Refer room defrosting and after that what u do.

After defrosting the condensate water should not be allowed to accumulate in the room, it should be drained to prevent the growth of the
bacteria lezionellia lionevia
125. Tev equalising connection..why?

126. Pulse and constant pressure turbocharging
127. How u start your watch keeping? The checks u must make on engine control room switchboard.Bottom platform: what all u must
check during watch
128. Globe valve overhaul and leak test.

leak test : put it in reverse direction, close the valve, if the water coming out from the glands indicating leakage.
129. Dye penetrant test.

Cleaning agent, dye, developer.
Works on the principle of low surface tension and capillary action.
Developer pulls the dye up and makes crack visible
130. Plate type heat exchanger.material of plates and full overhaul and assembly
MEP orals
131. centifugal pump materials, parts, defects, causes

132. boiler type and explain
133. types of rudder( balanced unbalanced semibalanced s nt d ans)
134. reserve buoyancy
135. freeboard markings
136. rudder drop -wt s dat n hw do u take it
137. steering gear motors running overloaded-reasons
138. sopep kit contents

139. aux eng lub oil system
140. explain d function of equalizing line

141. hw to drain refrigerated space after defrosting
hot gas defrosting
by electric heaters
power switch off
142. power card draw card draw n xplain

143. tie bolts fucntion
144. effects of too much lubrication of liner
145. crankcase inspection
146. bottom end bearing clearances hw to take for 2 n 4 stroke both
147. boiler hydraulic test -hw it is carried out
148. wt will u do in case of grounding as an engineer
149. auxiliary engine cylinder head overhaul
150. what checks you will make on inlet and exh v/vs springs during overhaul. how they held in position.
151. aux engine main bearing clearance.
152. how will you measure rudder drop. name of the tool.
153. what is the material used for propeller
154. explain the crack detection method. color of die and developer
Red colour dye is used.
155. how to seal the engine room before releasing the co2.
156. how a ship is secured in dry dock.
157. how to ventilate a db tank.
158. how an induction motor works
159. name 7 banned materials under annex6
160. types of lubrications
161. Name of fire hydrant coupling – spigot coupling

Ganguly
162. Sprinkler system requirements ? How to test the system? How to test the sw pump?
Motor & general
163. Difference b/w pv valve and pv breaker(Pv valve lifts at 1400mm wg/700mm wg vccm and pv breaker lifts at 2250mm wg/700mm
wg )(ganguly normaly ask this quet in motor. Just he wants to hear above values)
164. Your Engine type ? (12 sulzer Rt-flex 96-C and MAN B&W 11k98ME-C6 )
165. Did your engine can be adjusted for Exhaust valve timings? Why?(YES)
166. Did fuel injectors can be separately injected in both ? (YES) will it increase the combustion pressure?
167. Did refrgrt’n compressor have relief door?(NO) Why not
168. At high angle of heel, did the metacentre changes?
r k das and mukherjee
fun 3
marpol annex 2
how to measure amount of co2 in bottle and test in co2 pipe
details about personal lsa
p/v valve in ig system
high velocity vent
fun 4
m/e lube oil system diagram
stuffing box diagram with rings name
a/e governer
defrosting
engine specification.fullform of man.why superlong stroke.
fun 6
pressure accumulation test
tappet clearence
bumping clearence
crankcase deflection
checks in a stu
1.what is bollard, how it is attached to ship, what is the thickness of plate to which it is attached.
2.what is flare nd why it is provided.
3.every thing about pyro technique.
4.every thing about sprinkler system,all regulations.
5. deference b/w over speed trip and governor, what is the setting for overspeed trip for m/e nd a/e. how will you reset the overspeed
trip.
6.raising the steam of boiler frm col condition.
7.wt action will u take after high scavange temp. Alarm .
8.auxiliary engine crankcase inspection.
9. how splash lubrications works.
10.what is phase sequence indicator. how it works.
11.what is commutator .
12.working of dc generator.
13.definition of non essential trip.
14.what is mutual inductance.
15. how will u remove a broken stud.
16.function of back pressure valve.
17.pv valve and pv breaker.
18.what is isolating valve in fire line. it is of which type.
19.what is zener diode. what is its breakdown voltage.
.....................asked by das nd some externa
1. life jacket, liferaft - launching manual and HRU, LTA, ETA, pv v/v, pv breaker & there setting presure, marpol annex 5, ductkeel &
bilge keel, SCBA all test, TPA, immersion suit ...............
2. single phasing cause and effect, d,c motor, zener diode working, purpose, use, and its break down voltage, back emf...............
3. cylinder linner removal, piston removal, cause of linner crack, roto cap, drawing, working, purpose, overhaul, what to check, and
name of upper plate of roto cap, how to take bottom end bearing clearance............
4. overhauling of reciprocating pump...........

F3- ig alarms and trips in sequence, Saturday routine, isps , levels of security, lifeboat launching, fix fire fighting system for deck on
tankers, concentration of foam solution ,expansion ratio, regulation for foam monitors, fair lead.
F4-air compressor safeties, purpose of unloader and maintenance, lubrication in auxiliary engine from sump to all parts including all
components with alarms and trips ,
tappet adjustment in engine having two inlet and exhaust v/vs,tangential runout
F5-maintenance of alternators, wher to take air gap ,overhaul of induction motor,how to take alternator on load in dead busbar
condition,causes of no voltage in stator while primemover running at its rated speed and remedial action,specification of
alternator,checking of emcy generator auto onload operation
F6-drydock purpose and intervals, jobs to be done in dd, wat checks to be done on rudder in dd ,jumping clearance (its importance)
,rudder drop measurement where to take,how to change rudder carrier bearings
Fn.3
1.freeboard?
2. camber?
3. length between perpendiculars?
4. can it vary?
5. ism?
6. certificates under ism?
7. eebd? eebd pressure? when to use? why to use?
8. deadman lift/deadman arm?Deadman handle (lifeboat winch brake handle)
9. if electric cut between lowering life boat, will it affect lowering?
10. what is the working principle of triggering trip in lowering life boat?
Fn.4b
1. how to run the compressor offload?
2. how the tappet clearance can be taken?
3. how the bumping clearance can be taken?
4. why boiler water routine checks is required?
5. what solutions we put?
6. what effects will be done?
7. how many kind of oile recrd books on the ship?
8. what mention in it?
Fn.6
1. how can we make thinner internal thread?
2. how to start centrifugal p/p?
3. what will happen if discharge v/v is closed?
4. what will u do if some noise is coming from centrifugal p/p?
5. maintenance and overhauling?
6. generator maintenance at 1000hr
Mukopadhyay
fun3
1-waht is ism code ,what is time interval of doc smc cerificate survey ?
2-what is isps code,level of security,what should be done in level 3 ?
3-what is bulwark, waht is freeing port ?
4- waht happens to centre of gravity when a hold is flooded ?
5-what is camber,shear and why they are given,relation between aft and forwd shear?
fun 4b
1- how quills and lubricator works with diagram,how pressur is developed in lubricator and how pressur is maintained in quills?
2-what are the causes of liner wear down ? when piston rings are stuck or broken what it is called exactly(engineering term)?
3-how bumping clearence is taken what u will do if it is more than required ?
4- is crankshaft able to move axialy,if it does what prevents it, how is thrust taken;full description?
fun6-
1- joint of seawater is leaking,how will you repair,what is tha name of the tool used?
2- how will you come to know shell n tube type cooller tubes are leaking and how to rectify the same?which side cover dia is more in
same?
3-how M/E air coller cleanig is done what chemical is used what is interval of cleaning,what is manometer normal pr. and what pr. it
should be cleaned ?
mukherjee

-what information is there in damage stability booklet ?

-what is funtion of tie rod, material (carbon percentage) (.2-.23%carbon)?how will u check correct tension of the same, how to retighted
the same ?
- how was your orals, how u have done in ur writtens?

From KAUSHAL KUMAR, 6280
For orals fn 4,6
AIR COMPRESSOR
Bumping clearance- what is bumping clearance, why it is called so, would it increase with time or
decrease (may increase or decrease),how to adjust in tandem type, why not adjusted by using metal shims
in palm end connection, effects of increased clearance, what was the value of bumping clearance on your
ship( 1% of cyl. Bore, 1.8 mm(CYL bore 180mm ) n 1.4 mm(cyl. Bore 140mm))? Does B/E bearing adjustment
in a/c affect the bumping clearance?
Bumping clearance as the name signifies is a clearance given so that the piston of the marine reciprocating
compressor would not bump into its cylinder head
How to Check Bumping Clearance
1. In case a suitable opening is available the piston can be barred to the top dead centre and then feeler gauges
can be put inside and the clearances checked at two three points.
2. The more convenient method is to take lead wire from the engine store and make a small ball based on the
expected clearance and put it between the piston and the head from the valve opening. Then the piston is
slowly turned to the top dead centre with the help of a Tommy bar. After that the piston is again turned
down and the lead wire ball is extracted and the thickness measured with the help of a micrometer. This
measurement would give the bumping clearance.
The caution which must be observed in these methods is that the clearances of the main and the crank pin
bearing have not been taken into account. The correct method is thus that after turning the piston to top dead
centre the piston connecting rod must be jacked up with the help of a crow bar. It is only after this hidden
clearance has been accounted for, will the correct bumping clearance be found.
How to Adjust the Bumping Clearance
3. The cylinder head gaskets can be changed to a different thickness thus altering the bumping clearance.
4. The shims between the foot of the connecting rod and the bottom end bearing can be changed thus
changing the bumping clearance.
However after adjusting the bumping clearance the clearance should be checked once again to make sure that
there is no error and the clearance is within the range as specified by the manufacturers.
Change in bumping clearance-
Wear at the crankpin bearing. The crankpin bearing wears down due to use and this clearance can travel right
up to the piston and an unloaded piston can hit the cylinder head. This type of wear can be recognized when the
compressor makes impact sounds running unloaded at the starting and stopping operations. This type of wear
would also be accompanied by a slow decrease in oil pressure over a period of time.
Opening up of cylinder heads. In certain types of reciprocating compressors the cylinder head have to be
removed for the changing of the first stage suction and discharge valves. When the cylinder head is put back the
correct thickness of the cylinder head gaskets should be used otherwise it would change the bumping clearance.
Wear on the main bearings. Over all wear on the main bearings would lower the crank shaft and would thus
lower the piston and increase the bumping clearances.
IMPORTANT….bump clearance or squish is most definitely done with the head gasket installed between
head and cylinder.
Use 2 pieces of lead. Put one piece of lead directly over each end of the wrist pin out near the edge of the
piston but not under a valve. This will give you 2 measurements. 1. piston clearance or squish. 2.
Piston/cylinder angle relative to crank. This angle is important as it shows the cylinders relationship to the
crankshaft. If the pieces of lead are too different in thickness, the piston can run out of available ring
compression and wrist pin end travel and contact the cylinder(scuff) at top and bottom.
differential squish is how the Indians measure and determine the sum of machine errors and the need for
half gaskets under the cylinder base on engines that have alignment issues.
#4 lead shot is perfect for this measurement as it is a uniform size and crushes very consistently. A little
dab of grease or drop of oil will hold them where you put them on top of the piston during the
measurement.
Q. Relief v/v n fusible plug- setting (10% above stage pressure), Reason for lifting of relief v/v of LP
stage and HP stage, where fitted? Why fusible plug is fitted, its material (tin, antimony, bismuth), what
temp blows(121*C)?how to test relief v/v( by normal hydraulic p/p)?
Reasons of LP stage relief v/v lifting- HP stage suction v/v or discharge v/v leaking, 2nd
stage suction n discharge v/v interchanged after over’hl.
Reasons of HP stage relief v/v lifting- delivery v/v shut, setting error of pressure switch,
delivery v/v which is SDNR type is fitted inverted.
Lubrication- how it takes place in main/brg, crankpin bearing, upper n lower cyl. In case of tandem type,
how piston gets cooled? Pressure value n alarm value(2-4 bar, alarm at 2 bar)? Reasons….pressure suddenly
drops, pressure drops slowly (increase in clearance of main brg or crankpin brg), increased oil consumption?
Why Breather is provided in lub. Oil filling line? Is crankcase pressurized during running condition?
For main brg n crankpin brg. Lubrication normally thr is a shaft driven gear p/p.
For lower cyl. In tandem type- it’s by splash. For upper cylinder in tandem type thr is a supply line from the
gear p/p going to suction side of air which supplies small amount of oil mist with air n that mist lubricates the
upper cyl. Sometimes the supply is from drilled hole in con. Rod like we have in A/E.
Reasons oil pressure not rising- motor rotation direction reverse, oil line block due to rag, no oil in sump,
filter clogged, worn metal so increase of clearance.
Increased oil consumption- too much oil in sump( above level H), oil scraper ring wear out, worn piston and
liner.
Breather- it is used so that pressure or vacuum is not created inside crankcase. It has filter so moisture and dirt
don’t go inside and also has metallic plate on the inner side which don’t allow lub. Oil to come out.
Cooling line- pressure( 0.2-2 bar), alarms(90*c), why bursting disc, its material( copper), action if it bursts
during maneuvering, at what pressure it bursts, why we prefer bursting disc over relief valve( no chance of
getting reset), purpose of intercooler n aftercooler, What if Main air compressor runs without cooling
water(may cause explosion)? Auto drain trap working?
ANS. If bursting disc bursts during maneuvering- Inform the bridge about the problem and to give lesser kicks,
Start the stand by compressor, Isolate the compressor whose bursting disc is damaged, Change the bursting
disc, if available onboard, If Not available, then let the S.W go into the E/room bilges, otherwise Fresh water
cooled, then join a flexible hose and put into the expansion tank.
Suction n delivery v/v- how u will come to know they r leaking( temp. increase of air, relief v/v lift),
its affects, What would be the consequences of too high valve lift in an air compressor( chances of damage
due to impact, decrease in vol. efficiency)? What would be the consequences of a high spring constant of
spring plates in an air compressor(open late n sit with higher impact which may cause damage)? Can we
interchange spring of suction n delivery v/v( no, delivery v/v spring stiffness is more)? parts of
v/v(remember,the suction n delivery v/v for first stage r in single set but for 2nd stage they r different, the
v/v parts for both suction n discharge of 2nd stage r same but arranged in opposite order)?
Starting- checks before manual starting, current value of air compressor?(Starting

310Amps,full load 30A)
ANS. 1. Lubrication: check the oil level in the sump (b/w H n L)and in the lubricator tank.
2. Unloading: the valves in the unloading lines must be open.
3. Pressure gauge cocks: the cocks must be slightly open to avoid excessive pressure fluctuations
which can damage the pressure gauges.
4. Air filter: check that the air intake filter is clean.
5. Cooling: check that the cooling water pressure is correct(0.2-2bar) and in the case of attached
pumps a visual check of the pump and all the valves in the line must be open.
6. Relief valves: some relief valves have hand testing levers given for testing, the same can be done.
7. Air line piping: check that all the valves in the discharge piping are open and correctly lined up.
8. Final check: the compressor can be turned a few revolutions with a turning bar to check for the free
movement.
Why reciprocating type compressor(pr.ratio is higher )?why two stage, pv diag for you comp.
clearance volume? each stage pressure(4-6 BAR, 25-30 BAR)? Can they vary from normal during
starting? unloader ….purpose, design? What is volumetric efficiency, free air delivery?
ANS. Free air delivery- volume of delivered air is measured at 1 atm and 15*C, it’s called free
air.
If the valve has too much lift then the valve closes late and reduce volumetric efficiency and
also its causes valve to close with greater impact and hence liable to break.
Why 2 stage- first, bcoz we can’t give a pressure of 30 bars in single stage as the lub.oil will
start burning.
T2/T1=(P2/P1)^n-1/n where n is around 1.35 for air
Now for p2/p1=30/1
T2=450*C
And at this temp. lub. Oil will start burning. Flash point for lub.oil is 200*C. so we keep the
pressure ratio limited to 5:1.
Secondly, we want to save work by moving towards isothermal line by providing

intercooling b/w stages.
PURIFIER
Why we need to heat oil, purifier formula, why we need disc stack, use of gravity disc,
position of e-line?
ANS. For ans see mcgeorge mar. aux. pg-58-62.
Q. what to do if u want to change DO purifier for HFO purifier?
ANS. adjust temp.(around 95*C),adjust feed rate(reduce), adjust desludge time(increase

desludge time as DO don’t have so much of impurities).NOW FOR GRAVITY DISC,SINCE
DENSITY IN DECREASING, so increase size of gravity disc.
Q. Purifier ……Starting n disludging ? Small fire in purifier trays...wt's ur action?? pairing disc?
(SEE MM,OM2)
.Back Pressure: The back pressure should be adjusted after the purifier is started. The back pressure varies as
the temperature, density, viscosity of feed oil inlet varies. The back pressure ensures that the oil paring disc is
immersed in the clean oil on the way of pumping to the clean oil tank.
Throughput of oil feed: Throughput means the quantity of oil pumped into the purifier/hr. In order to optimize
the purification, the throughput must be minimum.
Pre-checks before starting a Purifier

1. If the Purifier is started after a overhaul, then check all fittings are fiited in right manner. The bowl frame
hood locked with hinges.
2. Check the Oil level in the gear case. Ensure that it is exactly half in the sight glass. Also ensure the sight
glass is in vertical position, as there is a common mistake of fixing it in horizontal position.
3. check the direction of rotation of the seperator, by just starting and stopping the purifier motor. 4. Check
whether the brake is in released position.
• Starting the Purifier

1. Ensure the lines are set and respective valves are open. Usually the lines are set from settling tank to service tank.
2. Start the purifier feed pump with the 3-way re-circulation valve in a position leading to settling tank.
3. Open the steam to the heater slightly ensuring the drains are open so that the condensate drains. close the drains once
steam appears.
4. Start the Purifier. 5. Check for vibrations, check the gear case for noise and abnormal heating.
6. Note the current (amps) during starting. It goes high during starting and then when the purifier bowl picks-up speed and
when it reaches the rated speed, the current drawn drops to normal value.
7. Ensure the feed inlet temperature has reached optimum temperature for separation as stated in the Bunker delivery note
and nomogram (can get the separation temperature and gravity disc size from the nomogram)
8. Now check whether the bowl has reached the rated speed by looking at the revolution counter. The revolution counter
gives the scaled down speed of the bowl. The ratio for calculation can be obtained from the manual.
9. Now, after the bowl reaching the rated RPM, check for the current attaining its normal value.
• De-sludge Procedure
10. Open the bowl closing water/operating water, which closes the bowl. (Ensure sufficient water is present in the
operating water tank)
11. Now after 10 seconds, open the sealing water to the bowl.
12. The sealing water should be kept open till the water comes out of the waste water outlet.
13. Once the water overflows through the waste water outlet, stop the sealing water.
14. Now open the bowl opening water. (This is done to ensure the bowl has closed properly). During de-sludge we can
hear a characteristic sound at the opening of the bowl.
15. Repeat the steps 10, 11 ,12 & 13.
16. Open the 3-way re-circulation valve such that the dirty oil feed is fed into the purifier.
17. Wait for the back pressure to build up.
18. Check for overflowing of dirty-oil through waste water outlet & sludge port.
19. Now adjust the throughput to a value specified in the manual. Correspondingly adjust the back pressure, too.
20. Now the purifier is put into operation. Change over the clean-oil filling valve to service tank.
Q. purifier rpm not coming, reasons, Explain about purifier drive mechanism….how you will
check that ?when you will change it(see MM p4-12,change spiral gear if wear down is more
than 3mm,change friction block lining if wear is 3mm,change pulley if wear is 1mm,change
brake lining if wear is 5 mm). When d motor attains full speed does d horizontal shaft rotates
at d same speed of motor?
Q. why frictional clutch in purifier??
ANS. 1.it gives less staring current for motor, also
2.worm and worm wheel arrangement will break due to high starting torque.
REFRIGIRATION SYSTEM
TROUBLE POSSIBLE CAUSE CORRECTIVE MEASURE
HIGH CONDENSING PRESSURE . INLET WATER WARM. INCREASE QUANTITY OF CONDENSING

WATER.
AIR ON NON-CONDENSABLE GAS PURGE AIR FROM CONDENSER

IN SYSTEM .
INSUFFICIENT WATER FLOWING THROUGH INCREASE QUANTITY OF WATER.

CONDENSER.
CONDENSER TUBES CLOGGED OR SCALED. CLEAN CONDENSER WATER TUBES.
TOO MUCH LIQUID IN RECEIVER, DRAW OFF LIQUID INTO SERVICE CYLINDER.
CONDENSER TUBES SUBMERGED IN LIQUID
REFRIGERANT.
LOW CONDENSING PRESSURE. TOO MUCH WATER FLOWING THROUGH REDUCE QUANTITY OF WATER .
CONDENSER.
WATER TOO COLD. REDUCE QUANTITY OF WATER .
LIQUID REFRIGERANT FLOODING BACK CHANGE EXPANSION VALVE ADJUSTMENT,

FROM EVAPORATOR. EXAMINE FASTENING OF THERMAL BULB.
LEAKY DISCHARGE VALVE. REMOVE HEAD, EXAMINE VALVES. REPLACE

ANY FOUND DEFECTIVE .
FROSTING OR SWEATING OF A LIQUID REFRIGERANT LINE RESTRICTION. CHECK FOR PARTIALLY CLOSED STOP VALVE,
LINE . OR STUCK SOLENOID VALVE .
SYSTEM LOW ON REFRIGERANT. CHECK FOR LEAKS, ADD REFRIGERANT.
HIGH SUCTION PRESSURE. OVERFEEDING OF EXPANSION VALVE. REGULATE EXPANSION VALVE, CHECK BULB
ATTACHMENT.
COMPRESSOR CRANKCASE SWEATING
LEAKY SUCTION VALVE. REMOVE HEAD, EXAMINE VALVE AND
REPLACE IF WORN.
LOW SUCTION PRESSURE. RESTRICTED LIQUID LINE AND EXPANSION RUMP DOWN, REMOVE, EXAMINE AND
VALVE OR SUCTION SCREENS. CLEAN SCREENS,
INSUFFICIENT REFRIGERANT IN SYSTEM. CHECK FOR REFRIGERANT STORAGE.
TOO MUCH OIL CIRCULATING IN SYSTEM. CHECK FOR TOO MUCH OIL IN
CIRCULATION. R EMOVE OIL .
IMPROPER ADJUSTMENT OF EXPANSION ADJUST VALVE TO GIVE MORE FLOW.

VALVES
EXPANSION VALVE POWER ELEMENT REPLACE EXPANSION VALVE POWER

DEAD OR WEAK ELEMENT.
COMPRESSOR SHORT CYCLES ON LOW- LOW REFRIGERANT CHARGE. LOCATE AND REPAIR LEAKS. CHARGE
PRESSURE CONTROL . REFRIGERANT.
THERMAL EXPANSION VALVE NOT ADJUST, REPAIR OR REPLACE THERMAL

FEEDING PROPERLY. EXPANSION VALVE .
a. DIRTY STRAINERS. a. CLEAN STRAINERS.

b. MOISTURE FROZEN IN ORIFICE b. REMOVE MOISTURE OR DIRT ( USE
OR ORIFICE PLUGGED WITH DIRT. SYSTEM DEHYDRATOR).
c. POWER ELEMENT DEAD OR WEAK c. REPLACE POWER ELEMENT.
WATER FLOW THROUGH EVAPORATORS REMOVE RESTRICTION. CHECK WATER

RESTRICTED OR STOPPED. EVAPORATOR FLOW. C LEAN COILS OR TUBES .
COILS PLUGGED, DIRTY, OR CLOGGED
WITH FROST.
DEFECTIVE LOW-PRESSURE CONTROL REPAIR OR REPLACE LOW-PRESSURE

SWITCH. CONTROL SWITCH.
COMPRESSOR RUNS CONTINUOUSLY. SHORTAGE OF REFRIGERANT. REPAIR LEAK AND RECHARGE SYSTEM.
LEAKING DISCHARGE VALVES. REPLACE DISCHARGE VALVES.
COMPRESSOR SHORT CYCLES ON HIGH- INSUFFICIENT WATER FLOWING THROUGH DETERMINE IF WATER HAS BEEN TURNED
PRESSURE CONTROL SWITCH. CONDENSER, CLOGGED CONDENSER. OFF. C HECK FOR SCALED OR FOULED
CONDENSER.
DEFECTIVE HIGH-PRESSURE CONTROL REPAIR OR REPLACE HIGH-PRESSURE

SWITCH. CONTROL SWITCH.
COMPRESSOR WILL NOT RUN. SEIZED COMPRESSOR. REPAIR OR REPLACE COMPRESSOR.
CUT-IN POINT OF LOW-PRESSURE SET L. P. CONTROL SWITCH TO CUT-IN AT

CONTROL SWITCH TOO HIGH. CORRECT PRESSURE .
HIGH-PRESSURE CONTROL SWITCH DOES CHECK DISCHARGE PRESSURE AND RESET P.

NOT CUT-IN. H. CONTROL SWITCH.
1 .DEFECTIVE SWITCH. 1. REPAIR OR REPLACE SWITCH.
2. ELECTRIC POWER CUT OFF. 2. CHECK POWER SUPPLY.
3. SERVICE OR DISCONNECT SWITCH 3.CLOSE SWITCHES.
OPEN.
4. TEST FUSES AND RENEW IF NECESSARY.
4. FUSES BLOWN. 5. RE-SET RELAYS AND FIND CAUSE OF
5. OVER-LOAD RELAYS TRIPPED. OVERLOAD.
6. CHECK VOLTAGE (SHOULD BE WITHIN 10

PERCENT OF NAMEPLATE RATING ).
6. LOW VOLTAGE.
7. REPAIR OR REPLACE MOTOR.
7. ELECTRICAL MOTOR IN TROUBLE. 8. CLOSE SWITCH MANUALLY TO TEST

POWER SUPPLY. I F OK, CHECK CONTROL
8. TROUBLE IN STARTING SWITCH OR
CONTROL CIRCUIT. CIRCUIT INCLUDING TEMPERATURE AND
PRESSURE CONTROLS.
9. CHECK OIL LEVEL IN CRANKCASE. CHECK

OIL PUMP PRESSURE .
9. COMPRESSOR MOTOR STOPPED BY OIL
PRESSURE DIFFERENTIAL SWITCH.
DECREASED CAPACITY OF THE HIGH VAPOR SUPERHEAT. ADJUST OR REPLACE EXPANSION VALVE.
COMPRESSOR.
SUDDEN LOSS OF OIL FROM CRANKCASE. LIQUID REFRIGERANT SLUGGING BACK TO ADJUST OR REPLACE EXPANSION VALVE.
COMPRESSOR CRANK CASE .
CAPACITY REDUCTION SYSTEM FALLS TO HAND OPERATING STEM OF CAPACITY SET HAND OPERATING STEM TO
UNLOAD CYLINDERS. CONTROL VALVE NOT TURNED TO AUTOMATIC POSITION.
AUTOMATIC POSITION.
COMPRESSOR CONTINUES TO OPERATE PRESSURE REGULATING VALVE NOT ADJUST OR REPAIR PRESSURE REGULATING
AT FULL OR PARTIAL LOAD. OPENING . VALVE .
CAPACITY REDUCTION SYSTEM FAILS TO BROKEN OR LEAKING OIL TUBE BETWEEN REPAIR LEAK.
LOAD CYLINDERS. PUMP AND POWER ELEMENT.
LOW DISCHARGE PRESSURE WITH HIGH DISCHARGE RELIEF VALVE LEAKING BACK REPLACE RELIEF VALVE.
SUCTION PRESSURE . TO THE SUCTION SIDE .
COMPRESSOR CONTINUES TO OPERATE PRESSURE REGULATING VALVE NOT ADJUST OR REPAIR PRESSURE REGULATING
UNLOADED. CLOSING . VALVE .
COMPRESSOR OIL BROWNISH IN COLOR COPPER PLATING CAUSED BY MOISTURE CHANGE FILTER DRIER, OR DEHYDRATOR.
IN THE SYSTEM .
COMPRESSOR OIL GRAY OR METALLIC. COMPRESSOR BEARING WEAR OR PISTON REPLACE OR OVERHAUL COMPRESSOR.
SCORING .
COMPRESSOR OIL BLACK CARBONIZATION RESULTING FROM AIR IN REMOVE AIR FROM SYSTEM.
THE SYSTEM .
REFRIGERATION SYSTEM WORKS ON FIRST LAW OF THERMODYNAMICS, REVERSE CARNOT CYCLE .
COP= Q/ W
1 TON REFRIGERATION CAPACITY= RATE OF HEAT TRANSFER IN FORMING I TON OF ICE AT 0*C FROM WATER AT 0*C.
ADVANTAGE OF UNDERCOOLING = INCREASE REFRIGERATION EFFECT BY REDUCING AMOUNT OF FLASH OFF AT EXP. V/ V.
ST
NAMING OF REFRIGERENT- 1 DIGIT FROM LEFT IS ONE LESS THEN NUMBER OF C ATOMS.
2ND IS ONE MORE THEN H ATOM
THIRD IS NUMBER OF F ATOMS.

Q.PURPOSE F BACK PRESSURE V/V IN REFER OF REFRIGRENT JUST AFTER EAVPORATER. HOW DIFFERENT ROOM TEMP R MAINTAINED
IN REFRERATION SYSTEM ?
ANS. BACK PRESSURE V/V- TO KEEP DIFFERENT TEMP OF DIFFERENT ROOMS. WE USE IT IN VEG. ROOM. WE SET BACK PRESSURE, SO
IT INCREASE THE BACK PRESSURE IN VEG ROOM LINE. AND SO THE SATURATION TEMP. INCREASE . SITUATED AT VEG ROOM DICHARGE .
back pressure valve is fitted at the outlet of veg room. the reason being that the veg room is maintained at a
temperature of +4 -5 degress while fish room is at about -12 to -15 degrees and the flow and amount of
refrigerant at fish room and meat room is greater as compared to that of veg room. hence if back pressure
valve is not fitted then when refrigerants will come at the outlet of all the three rooms then the refrigerant will
tend to flow towards veg room. hence to avoid it a back pressure valve is fitted which will allow refrigerant to
flow out only if the pressure inside the veg room outlet will be greater than the outlet from the main line.
Q: WHAT IS THE DIFFERENCE BETWEEN THE "AUTOMATIC EXPANSION VALVE" AND THE " THERMOSTATIC EXPANSION VALVE"?
THE AUTOMATIC EXPANSION VALVE WAS THE FIRST VALVE DEVELOPED TO PREVENT MANUAL ADJUSTMENT OF THE FLUID METER,
THEN USED AS EXPANSION VALVE . T HE VALVE IS DESIGNED TO KEEP CONSTANT PRESSURE IN THE EXPANSION VALVE OUTLET. ON
KEEPING CONSTANT PRESSURE , IT ALSO INDIRECTLY CONTROLS THE TEMPERATURE , HOWEVER, IT DOES NOT ASSURE OVERHEATING,
WHICH WILL PROTECT THE COMPRESSOR.A S THE EVAPORATOR CAPACITY IS REDUCED, THERE IS LESS FLUID EVAPORATION, ON THE
OTHER HAND, BECAUSE THE VALVE MAINTAINS THE PRESSURE, IT ALSO MAINTAINS THE VALUE OF THIS FLOW. ON DOING SO ,
HOWEVER, EXCESS REFRIGERANT STILL IN LIQUID STATE IS FED INTO THE EVAPORATOR, WHICH RESULTS IN ITS RETURN TO THE
COMPRESSOR, WITH HUGE MECHANICAL LOSS. A LTERNATIVELY, IF THERE IS INCREASE IN LOAD, THERE WILL BE GREATER
FLUID VAPORIZATION AND IF THE VALVE MAINTAINS THE FLOW, IT WILL INCREASE OVERHEATING OF THE GAS AND LITTLE USE OF THE
HEAT EXCHANGE SURFACE . UNFORTUNATELY, THIS RESULTS IN OPERATION OF THE EVAPORATOR CONTRARY TO THE PRODUCTION OF
COLD, WHEN ITS LOAD IS HIGHER.T HESE COUNTERPARTS RESULTED IN REPLACEMENT OF THE AUTOMATIC EXPANSION VALVE BY
THE T HERMOSTATIC EXPANSION VALVE IN MOST APPLICATIONS. T HE T HERMOSTATIC EXPANSION V ALVE CORRESPONDS TO THE
OVERHEATING AT THE EVAPORATOR OUTLET AND, AS A RESULT, THIS RESPONDS BETTER TO THE ACTUAL LOAD, RESULTING IN A MORE
EFFICIENT SYSTEM .
Q.REFER COMPRESSOR CHARGING LIQUID AND GAS ? WHERE U CONNECT THE CHARGING CONNECTION? WHY WE TAKE PURGE AIR IN
A SEALED CONTAINER? N HOW U WL COME TO KNOW DAT SYSTEM IS ENOUGH CHARGED WITHOUT WEIGHING BOTTLE ( SEE IN GAUGE
GLASS)...
ANS. LIQUID CHARGE- CONNECTION IS B/W CONDENSER AND DRIER. BEFORE DRIER BCOZ MOISTURE MAY ENTER DURING CHARGING,
SO IT WILL BE ABSORBED . AFTER CONDENSER BCOZ BEFORE CONDENSER ALL IS GAS. FOR CHARGING CONNECT CYL . T O A BOTTLE ,
PURGE , THEN CONNECT TO CHARGING POINT.
WG AS CHARGING - CONNECTION IS IN SUCTION SIDE , JUST LITTLE BEFORE SUCTION LINE .
REMEMBER, REFRIGERANT COMES TO CRANKCASE FIRST THEN IT GOES TO SUCTION SIDE OF 1ST CYL.
CHARGING CYL. HAS 2 V/V- ONE RED IS CONNECTED TO DIP TUBE AND IS FOR LIQUID CHARGING. AND A BLUE V/V IS FROM TOP AND
DON’ T HAVE DIP TUBE AND IT IS FOR GAS CHARING. IN BOTH CONDITION CYL . WE KEEP CYL. UPRIGHT.
IF ONLY ONE V/V THEN WE NORMALLY WE DON’T HAVE DIP TUBE AND IN THIS WHEN LIQUID THEN TURN DOWN BY HEAD.
GAS CHARGING OF REFRIGERATION PLANT :

FOR GAS CHARGING, A SPECIAL T PIECE VALVE BLOCK WITH MOUNTED PRESSURE GAUGE IS PROVIDED
TO COMBINE THREE CONNECTORS INTER-CONNECTING:
FOLLOWING STEPS ARE TO BE TAKEN FOR CHARGING GAS INTO THE REEFER PLANT:
1. CONNECT GAS BOTTLE OR CHARGING CYLINDER, VACUUM PUMP AND CHARGING POINT IN THE REEFER
SYSTEM TO THE VALVE BLOCK.
2. THE DISCHARGE OF THE VACUUM PUMP IS TO BE CONNECTED IN THE EMPTY RECOVERY BOTTLE
3. FIRST OPEN THE VALVE BETWEEN VACUUM PUMP AND CHARGING BOTTLE LOCATED IN THE VALVE
BLOCK WITHOUT OPENING THE MAIN VALVE OF THE CHARGING CYLINDER. T HIS WILL REMOVE ALL THE
AIR INSIDE THE PIPE . ONCE VACUUM IS REACHED, CLOSE THE VALVE OF CHARGE CYLINDER IN THE
VALVE BLOCK
4. NOW OPEN THE VALVE OF THE CHARGING POINT PIPE IN THE VALVE BLOCK AND RUN THE VACUUM
PUMP UNTIL THE VACUUM IS REACHED. T HIS WILL REMOVE THE TRAPPED AIR FROM THIS PIPE . T HEN
SHUT THE VALVE IN THE VALVE BLOCK
5. NOW KEEP THE SYSTEM IDLE FOR 5 MINUTES TO CHECK THERE IS NO PRESSURE DROP. T HIS WILL
ENSURE THERE ARE NO LEAKAGES IN THE SYSTEM
6. NOW OPEN CHARGING BOTTLE PIPE VALVE AND THE CHARGING POINT PIPE VALVE LOCATED IN THE
VALVE BLOCK. T HIS WILL SET THE LINE FOR CHARGING. E NSURE THAT THE VACUUM PUMP VALVE IS
SHUT
7. NOW OPEN THE MAIN VALVES IN THE CHARGING CYLINDER AND CHARGING POINT OF THE REEFER
SYSTEM
8. DO NOT OVERFILL THE SYSTEM. MAKE SURE THE RECEIVER HAS 5 % SPACE FOR EXPANSION
ENSURE THAT NO REFRIGERANT IS LEAKED OUT IN THE ENVIRONMENT AS THESE EFFECTS THE OZONE
LAYER IN THE ATMOSPHERE .
Q.AIR,MOISTURE,OIL,OVERCHARGING,UNDERCHARGING?INDICATION,HARMS,ACTIONS?
OIL IN THE REFRIGERATION SYSTEM

INDICATION:
• TEMPERATURE IS NOT DROPPING IN THE COLD ROOMS AS NORMAL, DUE TO FACT THAT OIL ACT AS INSULATION IN THE
EVAPORATOR.
• IT MAY CAUSE EXCESSIVE FROST ON THE SUCTION LINE.
• REFRIGERANT COMPRESSOR RUNS FOR THE EXTENDED PERIOD OF TIME.
• LUBRICATING OIL LEVEL IN THE COMPRESSOR WILL DROP.
• REFRIGERANT LEVEL WILL FALL IF OIL HAS CAUSED BLOCKAGE.
CAUSES:
• THIS MAY HAPPEN IF THE OIL SEPARATOR IS NOT WORKING PROPERLY.
• OIL MAY CARRY OVER FROM THE COMPRESSOR AND MAY NOT COME BACK TO THE COMPRESSOR DUE TO BLOCKAGE IN THE
SYSTEM .
• DEFECTIVE PISTON RINGS OR WORN OUT LINER OF THE COMPRESSOR MAY CAUSE THE OIL TO CARRY OVER ALONG WITH THE
REFRIGERANT.
• COMPRESSOR MAY TAKE HIGH CAPACITY CURRENT DURING STARTING.
ACTION :
• CHECK THE OIL SEPARATOR FOR PROPER FUNCTIONING.
• CHECK THE DRIER FOR PROPER CLEANING AND IF ITS REQUIRE CLEANING CLEAN IT
• EVAPORATOR COIL SHOULD BE DRAINED TO REMOVE ANY TRACE OF OIL.
• IF THERE IS OIL IN THE COOLING COILS, INCREASE THE CONDENSER AND EVAPORATOR TEMPERATURE DIFFERENTIALS AND REMOVE
EXCESS FROST ON THE SUCTION PIPE .
• HEAT PIPES WITH BLOW TORCH.
AIR IN THE SYSTEM
INDICATION:
• THIS MAY CAUSE THE REFRIGERATION COMPRESSOR TO OVERHEAT, WITH A HIGH DISCHARGE PRESSURE AND NORMAL
CONDENSING TEMPERATURE .
• THERE ARE POSSIBILITIES OF SMALL AIR BUBBLES IN THE LIQUID SIGHT GLASS OF THE CONDENSER.
• CONDENSING PRESSURE OF THE REFRIGERANT IN THE CONDENSER MAY BE HIGH.
• IF THERE IS EXCESSIVE AIR, IT MAY REDUCE THE COOLING CAPACITY OF THE SYSTEM, MAKING THE COMPRESSOR TO RUN FOR THE
EXTENDED PERIOD OF TIME .
• IT MAY CAUSE THE GAUGE POINTER OF THE CONDENSER TO JUMP INDEFINITELY.
CAUSES:
• DURING CHARGING, AIR MAY ENTER IN TO THE SYSTEM.
• IF FREON-12 IS USED AIR MAY LEAKS IN TO THE SUCTION LINE BECAUSE THE WORKING PRESSURE OF THE FREON-12 REFRIGERANT
IS LESS THAN THE ATMOSPHERIC PRESSURE.
ACTION :
• AIR IN THE SYSTEM CAN BE REMOVED BY COLLECTING THE SYSTEM GAS IN THE CONDENSER, LEAVING THE CONDENSER COOLING
WATER ON AND VENTING OUT THE AIR FROM THE TOP OF THE CONDENSER BECAUSE AIR WILL NOT BE CONDENSED IN THE
CONDENSER BUT REMAINS ON TOP OF THE CONDENSER ABOVE THE LIQUID REFRIGERANT.
• CONNECT THE COLLECTING CYLINDER TO THE PURGING LINE OF THE CONDENSER, OPEN THE VALVE, AND COLLECT AIR IN THE
CYLINDER.
• AFTER PURGING THE AIR FROM THE SYSTEM DON’T FORGET TO SHUT THE PURGING VALVE.
• PUMPING DOWN, CLOSE CONDENSER INLET VALVE , COOLING WATER AT FULL FLOW, WHEN CW INLET AND OUTLET TEMP BECOME
EQUAL , SEE WHAT IS THE CONDENSING PRESSURE AND FROM COMPRESSOR SUCTION GAUGE FIND OUT SATURATION TEMP AT
THAT CORRESPONDING CONDENSING PRESSURE , IF IT IS EQUAL TO CW TEMP THEN IT MEANS AIR HAS BEEN REMOVED. R ESTART
THE COMPRESSOR WITH ALL SAFETY PRECAUTIONS.
• UNDERCHARGING OF REFRIGERATION SYSTEM

INDICATION:
• COMPRESSOR IS RUNNING HOT AND PERFORMANCE OF THE COMPRESSOR FALLS OFF DUE TO HIGH SUPERHEAT TEMPERATURE AT
THE SUCTION SIDE OF COMPRESSOR.
• SUCTION AND DISCHARGE PRESSURE OF THE COMPRESSOR IS LOW.
• LARGE VAPOR BUBBLES IN THE LIQUID SIGHT GLASS.
• LOW GAUGE READINGS IN THE CONDENSER.
• AMMETER READING FOR THE COMPRESSOR MOTOR IS LOWER THAN NORMAL.
• RISE IN ROOM TEMPERATURE WHICH IS TO BE COOLED.
• COMPRESSOR IS RUNNING FOR EXTENDED PERIOD OF TIME.
CAUSES:
• LEAKAGE OF REFRIGERANT AT THE SHAFT SEAL, FLANGE COUPLINGS, VALVE GLAND ETC.
• EXPANSION VALVE MAY BE BLOCKED AT THE STRAINER.
• PARTIAL BLOCKAGE OF REFRIGERANT AT THE FILTER OR DRIER OR EVAPORATOR MAY CAUSE UNDERCHARGING.
ACTION :
• IDENTIFY AND RECTIFY THE LEAKAGE OF REFRIGERANT FROM THE SYSTEM.
• CLEAN THE FILTER AND DRIER.
• CHARGE THE SYSTEM WITH FRESH REFRIGERANT AS REQUIRED.
• OVERCHARGE OF REFRIGERATION SYSTEM
INDICATION:
• THE LIQUID LEVEL IN THE CONDENSER IS TOO HIGH (HIGH CONDENSER GAUGE READING). THIS WILL REDUCE THE AVAILABLE
CONDENSING SURFACE , WITH CORRESPONDING INCREASE IN THE SATURATION TEMPERATURE AND PRESSURE .
• HIGH PRESSURE SWITCH OF THE REFRIGERANT COMPRESSOR ACTIVATES AND STOPS THE COMPRESSOR.
• THE SUCTION AND THE DISCHARGE PRESSURES ARE HIGH.
CAUSES:
• IT MAY BE DUE TO THE REASON THAT EXCESSIVE REFRIGERANT HAS BEEN CHARGED IN THE SYSTEM.
• AIR IN THE SYSTEM MAY ALSO CAUSE OVER CHARGING INDICATION.
• IT MAY ALSO BE DUE TO THE FORMATION OFFICE ON THE REGULATOR.
ACTION :
• REMOVE THE REFRIGERANT FROM THE SYSTEM. THIS IS DONE BY CONNECTING A CYLINDER TO THE LIQUID LINE CHARGING VALVE,
STARTING THE COMPRESSOR, AND THEN OPERATING THE CHARGING VALVE .
• PURGE THE AIR FROM THE SYSTEM AND MAINTAIN EFFECTIVE COOLING.
• REMOVE ICE FROM THE REGULATOR BY USING ANY OF THE DEFROSTING METHODS.
• MOISTURE IN THE SYSTEM
THIS NORMALLY COMES WITH THE INGRESS OF AIR IN THE SYSTEM. MOISTURE MAY FREEZE AT THE
EXPANSION VALVE , GIVING SOME OF THE INDICATION OF UNDER CHARGING . IT WILL CONTRIBUTE TO
THE CORROSION IN THE SYSTEM . IT MAY CAUSE LUBRICATION PROBLEMS AND BREAKDOWN OF THE
LUBRICATING OIL IN THE REFRIGERANT COMPRESSOR.
ACTION :
• RENEW SILICA GEL IN CASE OF MINOR MOISTURE.
• COLLECT REFRIGENANT AND REMOVE ALL AIR AND MOISTURE BY VACUUM PUMP IF THE AMOUNT IS HUGE .
69. recharging LO in refrigerant compressor.

- Collect the refrigerant into the condenser by shutting off the condenser outlet valve.
- Stop the compressor and shut off the inlet and outlet valves of compressor.
- Open the oil filling plug and start filling the oil slowly.
- Start the compressor momentarily(0.5- 0.6 seconds) to facilitate speedy charging.
- After charging to the correct level, tightened up the oil plug.
- Bleed off air in the compressor casing by slightly opening the suction valve and loosening connecting caps from the high
pressure gauge (In case connection fittings for vacuum pump are provided, use the vacuum pump to extract the air from the
compressor crankcase).
Extracting Oil
- i. Pump down the refrigerant into the compressor only. Ensure that refrigerant
- pressure is higher than the atmosphere.
- ii. Loosen the oil drain plug in the compressor crankcase and extract the amount oil.
Precautions:
- 1.) Care to be taken when charging oil so that no air will be trapped in the
- compressor crankcase.
- 2.) Ensure to bleed off air every after charging and extracting refrigeration oil.
Q. bulb in thermostatic exp v/v has come off...what will be the effect??reasons 4 icing on
expansion v/v?
Q.what is short cycling OF REFRIGIRATION, reasons and what u will do? Refrigration system LO
properties. recharging LO in refrigerant compressor? 2.what is the function of condenser..what is
sub cooling..?what will u check to insure that condenser is working properly...what will happen if temp diff
between inlet and outlet of cooling sea water is increasing(cooling water flow is less or chocked) or
decreasing(scaling,) and how will u make sure that it is being restored? Changing of filter drier of ref.
comp?
ANS. For changing filter drier. We can do this when plant is running. Open bypass v/v. close
inlet outlet of drier. Change drier. open inlet outlet n close bypass.
Q. Tev equalising connection. Why?
ANS. We use where evaporator is large. So we have different pressure at inlet and outlet. Act as
second line of defense. That is if bulb comes out then.
Q. Did refrgrt’n compressor have relief door?(NO) Why not?(crankcase doesn’t have o2,so
chances of fire is very less.temp. so less bcoz of cool refrigerant .and. also vol. of crankcase is
less so no need as per regulation)
Q. refrigeration oil separator working, type complete...why required?
ANS. Impingement type- fitted in discharge line. Its a closed container fitted with a series of
baffle. As vapour enters the oil separator, there is reduction in velocity due to larger area of
separator. Since oil particles have greater momentum, they impinge on the baffles. And later
gets drained to crankcase through a float valve.
3. What is suc. Press. of refer and AC plant....is thr any diff ..if yes y?
AIR. CONDITIONING
WHAT IS SPECIFIC HUMIDITY, RELATIVE HUMIDITY, SENSIBLE HEAT, WET BULB TEMP, PSYCHOMETRIC CHART,
HOW TEMP. IS CONTROLLED IN AIR CON. SYSTEM, LIGIONILA BACTERIA,
MAIN ENGINE AND AUX. ENGINE FULL FORM
Q. Make and type of a/e and m/e with meanings. Alarms,interlocks, trips on that.
ANS. M/E-MAN B&W 6S46MC-C
MAN-MASCHINEN FABRIK AUGSBERG NURMBERG (DENMARK), BURMEISTER AND WEIN (GERMANY)
6-NO. OF CYLINDERS , S-SUPERLONG STROKE,APRROX. S/B RATIO-3.8 AND ABOVE(OTHER IS L,LONG STROKE-3.2 AND SHORT
STROKE ,K,S/B RATIO-UPTO 2.8)
46-CYLINDER BORE IN cm , M-ENGINE PROGRAMME
C-CAMSHAFT CONTROLLED(OTHER USED IS E-ELECTRONICALLY CONTROLLED)
C-COMPACT, In 1996 and onward the MC-C versions of the small and medium bore engines were added to the
programme. In this case the -C stands for "compact", as the engines were intended to be lighter, cheaper and yet more
powerful. They feature an integrated camshaft housing, simplified cross-head and a variety of other smaller changes to
facilitate the "compact" concept. In exchange the fuel injection system was simplified and the VIT system was made an
option. The small and medium bore MC-C engines are thus best suited to vessels operating for prolonged periods at the
power at which the engines are optimised.
AUXILLARY ENGINE - 5H 21/32
5-NO. OF CYLINDERS, H-HYUNDAI’s HIMSEN(HIMSEN STANDS FOR-Hitouch and Hitech Medium Speed Engine)
21-CYLINDER BORE IN cm , 32-PISTON STROKE IN cm

MAIN ENGINE AND A/E
STARTING AIR SYSTEM

How starting air system works, interlocks, function of …..air distributer(to select timing n
sequence), master starting v/v, safeties provided, why bursting disc or flame arrestor….their
working, regulation (for cyl. Bore 230 mm or more+reversing then on all cyl.)and construction,
what action if…..bursting disc bursts during maneuvering, starting air v/v gets stuck, how you
will come to know, what extra precaution if m/e running with one starting v/v isolated, why
negative cam for air distributor, crash maneuvering how, how starting and reversing takes place
in MAN B&W n sulzer, regulations regarding reversing capacity of engine, why air bottle v/v is
slow opening type, regulations regarding size of air bottle, material of….. air bottle(seamless low
carbon manganese steel), starting air line, starting air v/v(cast steel body, stainless steel v/v n
spindle), why overlap is necessary, timing dig. For uniflow, loop, and 4-st naturally n
supercharged engines, how starting air is introduced in ME type engine(starting v/v is solenoid
controlled,no air distributer), is thr a drain line in starting air line (yes, at lowest point in the
pipe), starting difficulties,what starting arrangement on A/E, why not air kick started,
ANS. In cases where the starting air supply has to be cut off to some cylinders, starting in all
crankshaft positions cannot always be expected. If the engine does not turn on starting air in a certain
crankshaft position, it must immediately be started for a short period in the opposite direction, after
which reversal is to be made to the required direction of rotation. Should this not give the desired
result, it will be necessary to turn the engine to a better starting position, by means of the turning
gear. Remember to cut off the starting air before turning, and to open the indicator cocks.
For checking- close master v/v, engage turning gear, open indicator cock, bring that piston to tdc,
open master v/v, if air coming from indicator cock that means leaking.When an engine is in operation leakage of
starting air valves is shown by overheating of the branch pipe connecting the starting air valve to the starting air rail. The heating
occurs due to the leakage of hot gases from the engine cylinder into the starting air line connected to the starting air rail. During
periods of manoeuvring the temperature of each supply pipe from the air rail to the starting air valve should be checked by feeling the
pipe as close to the valve as possible.
WHAT SHOULD I DO IF AN AIR START VALVE JAMS OPEN WHILST MANOEUVRING?
The fuel pump should be lifted (fuel rack zeroed, puncture valve operated or whatever) on the affected unit and the bridge informed.
The load should be kept at a minimum, as one unit is now out of operation. As soon as safe to do so, the engine should be stopped
and the air start valve replaced.
ANS. BODY REQUIREMENTS FOR A REVERSIBLE ENGINE

The main propulsion machinery is to be capable of maintaining in free route astern at least70% of the
ahead MCR revolutions for a period of at least 30 minutes.
The reversing characteristics of the propulsion plant are to be recorded during trails.
The power developed in astern direction should be 60 %of ahead.
SOLAS Requirements: Chapter Two (Reg. 28 & 03)
1. Sufficient power for going astern shall be provided to enable proper control of the ship in all circumstances.
2. Machinery should be able to reverse the direction of thrust of the propeller to bring the ship to rest from
maximum ahead service speed in sufficient time and reasonable distance. This shall be shown and
recorded.
11. Crash-Stop
(FPP-Plants and Reversible CPP-Plants)
The procedure is valid for:
! Control Room Control. See Items 8.2, 9.2 and 10.2.
! Control from Engine Side. See Items 8.4, 9.2 and 10.4.
Regarding crash-stop during Bridge Control,see the special instruction book for the Bridge Control System.
1. Acknowledge the telegraph.
2. Give the engine a STOP order.
The engine will continue to rotate (at slowly decreasing speed), because the velocity of the ship through the
water will drive the propeller, and thereby turn the engine.
3. Check that the limiters in the governor are not cancelled.
4. When the engine speed has fallen to the REVERSING-LEVEL (15-30% of MCR-speed, depending on engine
size and type of ship, see Plate 70305):
! Give REVERSING order.
! Give START order.
5. When the START-LEVEL is reached in the opposite direction of rotation (8-12% of MCR-speed)
! Give order to run on fuel.
CRANKCASE EXPLOSION, SCAVENGE FIRE, EGB FIRE
CRANKCASE EXPLOSION -Safeties provided in crankcase, regulations, at what
pressure crankcase door lifts, how many doors, total area of escape in relief door, how do
u test the v/v, OMD alarm , what will u do ? How to check it’s false alarm, What are
different types of oil mist detectors and where are they used and why? How oil mist
formed in crankcase and what safeties provided and maintenance on them? Do all
crankcase doors in A/E have relief v/v? What to conclude if fitted in alternative doors or
only in fwd n aft? Why no crankcase relief v/v in air compressor and reefer compressor.
SCAVENGE FIRE -reasons(give at least 6), indications, action to be taken when passage
through a narrow seaway, what if major fire takes place, what extinguishing arrangements
is there, how to use that? WHAT PRECAUTIONS WHEN ENGINE IS RUNNING on less number of
units?
ANS. MANUAL 704.
Cyl. Oil properties( oilyness is imp.)? After how many cycle alfa lubricator injects fuel?( every 4th cycle)
Why exhaust gas temp. is less at exhaust v/v(320*c) but more at entry to turbine(380*c)??pressure of exhaust gas after turbocharger(0.3 bar).
Ans. Its bcoz of intermolecular collision. Also at nozzle the pressure decreses which increases the velocity. Now PV=NRT. As p decreses, t
decreses.
Can you change the fuel injection timing or stop the fuel flow in one of the 3 injectors in a single unit in RT-flex.
Yes, we can stop the fuel through any one injectors at a time. WECS can give signal to any one of the rail valve separately and hence
the particular injection control valve will operate and the particular fuel injector will inject the fuel. This improves the injection pressure at low rpm and loads and
hence improve combustion.
Main brg, x-head brg seizure…action?
How to know that there's an instrumental error from the crankweb deflection readings or we have
not taken reading correctly?
to know dat error... We add p+s reading nd f+a reading..nd diff shuldn't vary much...if it vry much den may
be dere s problem in gauge... or we have not taken reading correctly, also the reading on both sides around
bdc shud come zero.
6. How to cut off a fuel pump? Why not cut off by closing fuel inlet valve to that
cylinder? ANS. MANUAL 704 AND VOL 2,909-16.
Q. water cooled piston vs. oil cooled piston adv & disadv. & why oil cooled piston were not used earlier if they
r have so many advantages? Bore cooling? advan.?
ANS. Water- advan- specific heat more than oil so less amount of water is needed, easily available n cheap,
we can keep water temp. as high as 90*C so temp. diff is low whereas in case of oil upper temp. Limit is 65*C
to prevent oxidation.
Disadvan- chances of mixing with crankcase oil, need separate system with p/p etc.
Bore cooling-advan- max. temp at piston surface can be reduced to 400*C from 500*C as in case of cage type
cooling, problems with castings of internal ribs r not thr.in bore system cooling takes place by jet n shaker
effect.
Q. A/E cyl. head has been removed. What all checks to be carried out? what on piston?
ANS. Cracks, distortion, corrosion, cooling water side corrosion n scale etc.
Q.after taking liner calibration f-a readings are more and p-s readings are less.... What is this
phenomenon... And y does it happen?
ANS. Trim is more, ship is moving too much in ballast condition.
Q. How to take cylinder liner calibration for M/E n A/E(both have same method)?consquences
of operating with worn liner? how to calibrate template?max. wear(0.7% of cyl.
bore).honing(gulia244)?running in(done for matching to reduce adhesive wear)(r.sen41)?liner
material(gulia p249), antipolising ring(material is steel, r.sen70)?
Q. is crankshaft able to move axially ,if it does what prevents it, how is thrust taken;full
description? What is axial and torsion vibrations how they are reduced in engine? Moment
compensator everything?
ANS. Axial Damper: The Axial damper is fitted on the crankshaft of the engine to dampen the
shaft generated axial vibration i.e. oscillation of the shaft in forward and aft directions, parallel to the
shaft horizontal line.
It consists of a damping flange integrated to the crankshaft and placed near the last main bearing
girder, inside a cylindrical casing. The casing is filled with system oil on both side of flanges supplied
via small orifice. This oil provides the damping effect.
When the crankshaft vibrates axially, the oil in the sides of damping flange circulates inside the
casing through a throttling valve provided from one side of the flange to the other, which gives a
damping effect.(see r.sen 13.10)
Q .How was your engine piston cooling …line diagram, temp. and pressure, how is the
telescopic pipe arrangement…how will make sure proper cooling .. a very important alarm
on it? Explain crosshead lubrication. What modification ..(SEE 904,708,r.sen26)Why oil is
supplied to shoes, not guide in xhead lubrication?bore relief? tangential
runout?clearance(m/b 0.4-0.6,crankpin0.2-0.4,crshd0.2-0.3? Main engine's main bearing
clearance. BOTTOM END BEARING CLEARANCE?
ANS. it will make the system complex bcoz then we will have to make quills like
arrangement at many points. Also we have to make lub. Oil enter crosshead at last so
supplying to shoes is better.
Q.excessive liner lubrication in main engine? EFFECTS? desired properties of cylinder lube
oil(oilyness,viscosity, tbn, viscosity index)? Where r quill. If at bottom what happen, why
thr(p152 r.sen)how lub oil spreads on cylinder....what is clover leafing?
3. Types of indicator cards, purpose if each, draw all diagrams on single ordinate and abscissa with
timing diagram for 2 stroke engine, which diagram suggests error in ir indicator instrument, how to
take atmospheric line, what is 90 deg in phase and 90 deg out of phase, draw power card and draw
card at a situation when you are taking card and engine tripped on some mechanical trip? what will
be the maximum pressure you vil get then..? What is mean effective pressure..how to find
out mip?why we do not use indicator instrument for A/E(see sanyal p309?
Why draw card is called 90 degree out of phase?
In books it is written that ... draw card is taken with indicator drum 90 degree out of phase
with the piston stroke, so it is called out of phase diagram..
My DOUBT...while taking draw card the indicator drum is rotated manually with the help of
string attached to it.So if the rotation of the indicator drum is controlled by us,then how come
it is said to be exactly 90 degree out of phase.
this is purely on experience...nothing else....people took draw cards on experience and after so
many trail and error practices nothing else...
Q. why tappet clearance...what u check before tappet clearance(engine cold, n piston on

firing tdc).... procedure... what is tappet clearance, what is its effect if increased or
decreased? adjustment, tappet on my generators(0.4 in inlet n 0.9 on exhaust), how will u
remove exhaust valve of generator. Tappet adjustment in engine having two inlet and
exhaust v/vs(first balance yoke then adjust tappet)? what checks you will make on inlet and
exh v/vs springs during overhaul(check length,twist). how they held in position?
Q.what is viscosity? Types? Viscosity index? SFOC and hw to calculate? cetane no,what if
less? Fire point, ignition point, flash point, pour point,oiliness? Fuel knock and how u
know it(by Fluctuation in rpm, after burn(spark from the funnel, smoke from exhaust). ignition
delay.def.wt governs it?hw it can b minimised?what property of fuel oil is responsible for it?
Q. expansion tank purpose (give six)..why we call it expansion tank? It is also called
compensation tank.
ANS.1. SINCE IT IS SITUATED AT HIGHEST POINT IT MAINTAINS CONSTANT HEAD ON THE SYSTEM AND SO
REDUCE CHANCES OF AIR INGRESS OR STEAM FORMATION. 2.ALLOW FOR EXPANSION. And place for adding
chemical for treatment. 3.PROVIDE A PLACE FOR ADDING MAKE UP FEED,BCOZ OF LEAKAGE AND
EVAPORATION.
1.T/C lubrication(manual708)?what is surging....and hw it occur? and what will u do if

continuous surging takes place? outboard bearing inboard bearing? From main lub oil
system? In case M/E z stopped ….what provision z provided for its lubrication? T/C MAKE
(met type)water n dry washing (see r.sen,tur. Side dry 24-48 hrs n wet every week) kab karte
h. running indications dat it cleaned? pressure of exhaust gas after T/C(0-350mmWC). function
of inducer(guide air smoothly to centre of impeller) and impeller(p181r.sen). P-V diagram of
impeller.,inducer, diffuser, locking of t/c, blade fixing.
Q. Butt clearance will increase or decrease after 8000 hrs? What about stuffing gland rings?
ANS. Butt clearance of piston ring (intial 0.5-1% cyl. Bore)will increase and those of stuffing
box rings( 3 and 4 mm) will decrease with time. When butt clearance of stuffing gland
becomes zero then we change the ring.
Q. Uniflow scavenging, name other 2, which 1 is better and why, which 1 has more power
stroke and why?
ANS.LOOP FLOW and cross flow. Uniflow is better because there is less intermixing of
scavenge air and exhaust gas.BecOz there is no change in the direction of scavenge air in the
cylinder.and when cyl. Length is more than loop n cross scavenging becomes difficult. Uniflow
has more power stroke bcoz of better scavange efficiency and use of super long stroke.
Q. why is a balance weight fitted ? why not in main engine?
ANS. balance weight r fitted only in a/e bcoz during exhaust stroke piston tries to fly out n also
to reduce 1st order moment. In m/e 1st order moment r compensated by providing idle gear in
chain drive arrangement.2nd order moment is also compensated by providing a smaller idle gear
which rotate at double the engine rpm and is fitted at chain drive.
Q. what is difference between valve rotocap and spinner and why rotocap on A/E and spinners on M/E, what is
the driving force in both of them..Maintenance and parts of valve rotocap..?no. of cotter and why only
those no. of pieces, purpose of cotter??
ANS.SPINNER ARE JUST VANES,NORMALLLY 6-8 IN NUMBER. M/E EXHAUST V/V IS BIG.AMOUNT OF
EXHAUST IS MUCH MORE SO IT CAN ROTATE THE V/V.BUT IN A/E AMOUNT OF EXHAUST IS LESS SO IT IS
NOT POSSIBLE TO ROTATE SPINNER BY EXHAUST IN A/E SO WE USE ROTOCAP. Cotter is In a/e, it holds
the exhaust v/v spindle, its in 2 pieces held in place by a cir-clip.
Q. why 2stroke engines for propulsion and 4stroke engines for power generation..?CAN WE PUT PROPELLER
IN FWD OF SHIP (propeller efficiency will increase but hull efficiency will decrease)?
ANS. M/E SHUD BE SLOW SPEED ENGINE FOR BETTER HULL EFFICIENCY. N 2ST engine are more efficient at
slow rpm. At high rpm scavenging becomes difficult. GIVE LONG STROKE CONCEPT, TWO ST. MORE POWER
PRODUCED.
Q.LO tests ( all five with name and how pensky martin test carried out ).
83. with respect to A/E Piston what is the name of the top most piston ring? How will one identify which piston
ring goes in which groove if the rings get intermixed????
Top most ring is known as compression ring.Every piston ring has engraved marking....that can be matched with that
given in manual. Also can be compare with the sequence in which the piston ring of other piston of the unit is arranged.
Q. piston ring calibration??
Groove clearences : Necessary because
– to ensure free in and out movement of the ring in the groove to suit the liner bore.
- to allow the gas to pass in the clearance space to press the ring against the liner.
If their is cabon deposits in the groove or the groove clearance is too low then gases may pass directly between liner and
piston ring outer surface and pushing the ring in to the groove causing Ring collapse.
If the Ring clearance is too high then hammering and reduction of piston ring landing surface area in grooves, resulting
breaking of ring and liner crack.
Vertical Groove clearance : around 0.4mm and ring should be renewed if it reaches 0.7mm
Butt clearance : Will allow thermal expansion. If too large -à blow past.
Between 0.5 – 1% of the liner bore.
MAXIMUM ALLOWABLE BUTT CLEARENCE IS NOT USUALLY SPECIFIED AS LIMIT OF 15% WEAR ON THE RADIAL
THICKNESS OF THE PISTON RING AUTOMATICALLY PUTS A LIMIT TO THE BUTT CLEARENCE
Q. why in a/e crankshaft is drilled for lubrication but not in M/E?
ANS. By drilling a hole in crankshaft, its strength is reduced and crack and failure may occur. So
we use it only in a/e and not in m/e.
Q. T/C lub oil. dis-color..reasons... labyrinth sealing..material n how many.?
ANS. Exhaust gas leaking due to leaking labyrinth seal, oxidation, lub. Oil burning due to high
temp. forming deposits, if lub. Oil cooling by water then may be due to water contamination.
Q. thrust bearing ,purpose ,is it fitted in A/E(yes),purpose there ? thrust brg .... working(last
main bearing towards alternator is thrust bearing,it is provided bcoz during power stroke
axial opening of web will occur,so thrust will be there.to absord that thrust it is provided,see
r.sen p292) . What is the role of holder bridge in a thrust block and how thrust is transferred
to the ship’s hull.(SEE R.SEN p54).
Q. overhauling of A/E fuel injector and testing, M/E fuel injector overhauling and testing? Did fuel
injectors can be separately injected in both? (YES in ME type) will it increase the combustion
pressure?
Q. stuffing box diagram with rings name,, scrapper ring ,,sealing ring clearances?
1- how quills and lubricator works with diagram,how pressure is developed in lubricator and
how pressur is maintained in quills? liner ovality? why liner wear in f-a part? in 1 unit it is
found to be more than other..y? how to rectify?safeties?tools?
ANS. It is boundry lubrication. Liner wear down is normally more in p-s direction but in tanker
during long ballast passage it is more in frwd- aft direction due to trim. Mainly in aft.
47. what s running direction interlock? hw s d arrangement? hw it s working?(refer arahna)
If the direction of rotation of the engines contrary to the command from the Telegraph, we consider it as
the'wrong' direction. In this situation, the fuel cut out servo must operate to shut-off fuel, in case the engine is already
running. In addition, the starting air is not allowed to be released, thus preventing the re-starting of theengine in the
wrong direction. The Running direction interlock in this engine is connected to the camshaft, and will be operated by the
movement of the camshaft. If the camshaft does not reverse, then oil pressure does not act on the fuel cut-off
servomotor, as can be seen in the sketch below. Thus fuel is cut-off.
Q.black smoke(excess oil,less air), white smoke(excess moisture),blue smoke(lub.oil

burning),yellow(excess sulphur).
2-what are the causes of liner wear down ? when piston rings are stuck or broken what it is
called exactly(engineering term)?
ANS.1. CORROSIVE WEAR( high n low temp. corrosion),ADHESIVE WEAR(DUE TO IMPROPER
LUBRICATION),ABRASIVE WEAR.
Q. crankcase inspection of auxilairy engine, what is pinching of connecting rod(moving

con. Rod with crowbar sideways), elongation gauge's use for measuring bottom end
bearing bolts.
2. NO. OF TIE RODS IN A 6 cyl M/E, purpose? how u will come to know that its slack, how slackness is
measured? What is pinching screw? Action if tie rod is slack (retighten)? How to remove broken tie-rod?
Can we run engine with broken tie-rod (yes, but reduce load)? Can u see any tie rod from above? Are
their tie-rods in A/E(no bcoz single casing type n have underslung crankshaft)?
ANS. (2n+2) n = no. of cylinder. SEE MANUAL VOL 2,912-3
Did your engine can be adjusted for Exhaust valve timings? Why?(YES)
ANS. NORMALLY WE DON’T CHANGE but we change if chain slack. here we also take
virtual tappet clearance. Taken in running engine at full load.
Q. resin chocks?how it better than conventional one??where fitted,hw fitted and y
fitted??(SEE ARHANA)
5. Radial T/C vs Axial T/C? Advantages? Emergency lub. Of turbocharger? Why coil spring is
being replaced by spring air in M/E? Can u see ne moving part in exhaust V/V from outside?
What it represents?
ANS. We can see rotation check rod from outside. During working it rotates showing that v/v is
working. We can also check that v/v s closed or not if needed during adjustment.
3.what is SAC vol in injectors..?

The “Sac” is a small volume within the fuel flow path of an electronic fuel injector. In this study, it is defined as the volume between the valve seat (fuel shut off
point) and the entrance to the final metering orifice of the injector. This sac causes fuel injectors to deliver uncalibrated excess fuel .
Q. What is super long stroke and its advantages. Its effects and changes that have been made in engine
design to counter its effects.
ANS. Superlong stroke= stroke/bore ratio is more then 3.8. advantages= cheaper fuel can be burnd as more
time is available for burning, hull efficiency is more when we have slow turning large dia. Propeller but we
can’t increase mean piston speed above certain limit. Now since m.p.s = 2x stroke x rps. So to reduce rpm we
increase stroke.
q. why turning moment is more while running ahead than astern?? Why torque on rudder is more
while running astern??
turning moment is more in running ahead due to neutral point which is about L/6 dist. from fwd and
when running astern it is from aft...........and running astern greater force act at rudder so higher
torque.......
Q. how to calculate SFOC, POWER? How to calculate power if indicator fucked.?( torsiometer)
Q. Difference b/w MIP n MEP?
ANS. MIP=the pressure which when acting on the piston will perform the same work as performed during the
cycle.
MEP= theoretical pressure acting on the engine during power stroke.
Q. overhaul of globe v/v &gate v/v. and inspection in spindle?

ANS. globe v/v -Remove the wheel nut and the wheel handle.Open the bonnet bolts and the top portion of the valve
along with the valve seat, stem etc will come out. The bottom portion of the valve will be separate.Hold the bonnet in a
vice and open the gland bolts. Then loosen the gland flange and the gland bush. The valve stem should then be screwed
clockwise and it would come out from below along with the valve disc.bcoz thread Is not in full portion so it will damage.
Remove the set screw that is securing the valve disc to the stem. Remove all the gland packing’s with a gland packing
extractor.
Gate v/v
Open the wheel nut and remove the hand wheel. Open the gland bolts and slacken the gland flange and the gland
bush. Open the bonnet bolts and remove the bonnet along with the bonnet and the valve wedge. Unscrew the valve
stem from beneath the bonnet.
inspection in spindle 1.Check all the threaded parts for damage and if there is any damage on the thread then the
threads must be dressed by a needle file.
2. Check the stem for straightness. The simplest method of checking is by rolling on a flat surface, but the correct
method is to put it on a lathe and center it. Thereafter with the help of a dial gauge put on a magnetic stand at a
suitable point, check the distortion.
3. Check the stem for scratches, as these can damage the gland packing. Any scratches must be removed with an
emery paper or oil stone.
4.The valve and the valve seat must be inspected and if found to be in fairly good condition, they must be ground
together by using a guide for centering and a suitable grade lapping paste. A 1200 grit lapping paste would be suitable
in most conditions (carborandum).
How we knw that lapping is done- 1. Apply Prussian blue on seat. Turn v/v by one turn. If all v/v gets colored then
ok else v/v or seat is not properly even. So more lapping.
2. Mark pencil mark at some places on seat. Put v/v n turn half round. If all mark gone then ok else do more lapping.
SAME LAPPING CHECK MEHTOD FOR EXHAUST V/V.
ELECTRIC ARC WELDING
Q. Procedure and safeties for electric arc welding. Which current source is preferred, AC or DC.(AC bcoz more compact plant, high
efficiency, less initial cost and less maintenance). Butt weld and lap weld? Name various parts where such welds are carried out?
soldering??
ANS. Procedure- in electric arc welding, electric arc is used as a source of heat to melt base metal and if filler metal is used then filler
metal also. Power source has two cables with holders. An electrode is used which has filler metal at the core and a flux coating (of
metal alloy, cellulose etc) outside to protect the molten metal from oxidation. Electrode’s bare part is clamped to electrode holder. The
other holder is connected to base metal. Electrode current= KxD. K= 40-60. D= 5mm dia. for thickness more than 5mm.
Power source- normally we use high voltage and low current system. But for welding we need high current, low voltage system. So
we use transformers for AC and welding generator n rectifier for DC. For DC open ckt voltage is 50V(so DC is more safe).For AC
system, open circuit voltage is around 80V(bcoz voltage shud b high enough to strike an arc and low enough to b safe for welder).
Safeties-worn in addition to the personal protective equipment, Welding should not be carried out in hot/humid conditions
which might cause sweat or damp clothing. Under no circumstances whatsoever should a welder work in wet conditions.
Wear welder's goggles or a face shield. Buttweld-the weld is formed by placing two pieces of metal with their edge side by side n
then welding the edges together. Lap weld-made by placing one piece of metal on the other so that they overlap .edge of upper is then
welded to the surface of lower.
Q. What are pms and cms…. What are all the system you had in your ship according to pms ..and cms?
Ans. Class societies allow special status to ships with well implemented PMS. Survey of various machinery components
is performed usually with regular Class surveyor inspection, and it is based on schedule given in Continous Machinery
Survey. Surveyor comes to ship several times per year and inspects various machinery components, determining their
condition. Inspection is scheduled every five years and the system is intended to assure good functionality of ship's
machinery and therefore safety of the ship. As PMS is increasing overall safety and reliability of the ship, Class societies
allow another form of Survey to be performed on the ships with well established PMS. Most of CSM inspections (all
except steering gear and pressure vessels) is carried out by Chief Engineer, based on regular PMS jobs, and Class
surveyor is coming on board the ship only once a year to inspect items Chief Engineer is not entitled to and to check what
items were inspected since last Class inspection.
Q. engine room overhead crane safeties n maintenance ?why lower n upper limit switch is provided? What type of brake n its
working?
Crane takes the load due to the friction b/w the rope windings and the drum. So the number of windings should never go less then
certain number. So we provide lower limit switch.
Upper limit switch is to trip the motor on reaching max. up.
1)electromagnetic brakes are used which are fitted inside the rotating drum. They keep compressing a spring by power n
when power goes, the spring applies the brake.
2) Emergency stop is provided in the remote so that the operator can stop the crane at any time.
3)motor is fitted with distance limit switch in both transverse and longitudinal direction, up and down direction so that the
travel of the trolley and hence crane should not overshoot the rack’s end. Mechanical stoppers are provided for both
directions in case the electrical distance limit trips fail.
4) motor is fitted with thermal protection trip. When the motor windings get overheated, trip will activate saving the motor
winding from burning.Load limit switch is also fitted which will trip the motor if the load to be lifted is above the crane
capacity.
5) Additional tools like i-bolts, shackle, wire sling, belts etc. used for lifting must be checked before use. No one walks or
stand below the crane when it is in the loaded condition.
ACETELENE STORAGE
Q.how acetelene(C2H2)stored in cylinder??why it is stored in form of acetone?? what is pressure and safety? Flashback
arrestor….where placed n working?
ANS. ACETYLENE When burned with oxygen, produces a hot flame, having a temperature around 3000°C. Acetylene
odor that is readily detected even when the gas is highly diluted with air. Pure acetylene is self-explosive if stored in the
free state under a pressure of 2bar.A slight shock is likely to cause it to explode. Acetylene becomes extremely dangerous
if used above 1atm(1 bar).Cylinder Design Acetylene can be safely compressed up to 18 bar when dissolved in acetone
and stored in cylinders filled with porous material, such as charcoal, portland cement or firebrick. These porous filler
materials aid in the prevention of high-pressure gas pockets forming in the cylinder. Acetone is a liquid chemical that
dissolves large portions of acetylene under pressure without changing the nature of the gas. Being a liquid, acetone can
be drawn from an acetylene cylinder when it is not upright. You should not store acetylene cylinders on their side, but if
they are, you must let the cylinder stand upright for a minimum of 2 hours before using. This allows the acetone to settle
to the bottom of the cylinder. NOTE: Acetone contaminates the hoses, regulators, torch, and disrupts the flame.
Q. Where should a Flashback Arrestor be placed? Its Working?
The flashback arrestor should be placed at the closest point to the flame, if due to un-avoidable circumstances the Arrestor cannot be
places close to the cutting nozzle or the flame then it should be placed of the main pipe line, and also on the fuel gas bank, vessel,
cylinder.
Flashback arrestor quenches the flame using the following methods
a) By reducing the velocity of the flame, reducing the flame velocity even lower than the minimum flame velocity of the fuel gas
b) Stops the flame propagation into or through a pipe. By placing a flame arrestor at the end of the flammable mixture pipe
feeding a flare or burner, flame can be prevented from moving into the pipe regardless of the mixture velocity. OR By
passing a potentially flammable mixture through a water chamber or some sort of heat sink. This dissipates the heat and
quenches the flashback. OR By blocking the fuel gas path, with a suitable thermal fuse plug, casing the flashback to die out.
OR By blocking the flow of fuel gas in the opposite direction by acting like a non return valve.
Online flame arrestors (passive) – (most commonly used)
Mechanical flame arrestors are filled with metal or ceramic, which absorbs heat from a flashback, quenching it to a temperature below
what is needed for ignition. This stops the flame. With a low enough hydrocarbon/air mixture flow rate, if a flame travels to the face
of the arrestor, it can become stable at that point. Heating of the arrestor body and internals results. Once the arrestor temperatures
increase enough, ignition temperature can be reached on the upstream side of the arrestor and the flashback can proceed. For this
reason, a temperature switch is often installed on the flame side of each arrestor (adding an "active" element).
Q. Type of pump for emergency bilge suction,M/E fuel supply p/p,M/E fuel circulating p/p. lub. oil system of m/e type of pump
.why so? why not c/f p/p? if so then y? where to be fitted? what must b the minimum capacity(MY SHIP capacity 280m3/h at 4
bar)?y that much only?
ANS. M/E LUB. OIL P/P,FUEL SUPPLY P/P,FUEL CIRCULATING P/P- ITS SCREW P/P AND E/M BILGE P/P IS CENTRIFUGAL P/P(see
p367reeds). m/e lub. Oil p/p can be centrifugal p/p but then its impeller is open type and is provided at bottom by increasing the
size of spindle so that there is no problem of priming.
Q. Bilge injection valve dia.?features?

ANS. EM/GNCY BILGE INJECTION V/V- IT’S A SDNR V/V.DIA –ATLEAST 2/3 OF DIA OF MAIN SEA WATER
INLET.VALVE HAND WHEEL OF THIS V/V AND MAIN SEA WATER INLET V/V MUST BE ATLEAST 0.46m ABOVE
FLOOR.E/M BILGE INJECTION V/V IS FIITED TO HIGHEST CAPACITY P/P(MY SHIP 310m3/h).v/v is fitted after p/p
suction v/v so that thr is no need to open suction v/v of p/p. emergency bilge suction pump has no suction filters fitted
before and after the valve. Emergency bilge suction is used only at the time of engine room flooding.
Q.what is proof stress? destructive and non destructive tests?swl?
ans. proof stress can be found by referring to the stress/strain curve at the point where strain is = 0.2%
original volume (the material has grown 0.2% in volume) proof stress will be given as a measurement of
energy (MPa,KPa etc.) as it specifically refers to the amount of energy required to stress the material to
0.2% its original volume. This value approximates to the yield stress in materials not exhibiting a definite
yield point.
SWL is determined by dividing the minimum breaking strength (MBS) of a component by a safety factor
assigned to that type and use of equipment. The safety factor generally ranges from 4 to 6 unless a failure
of the equipment could pose a risk to life; in that instance the safety factor would be a 10.
Q. which all parts to be dye tested during decarb?(crankshaft,piston top surface,piston grooves,Bearings).what is meant by
removing excess dye(dye colour is RED, developr white)?how developer draws it up from crack?
Ans. If excess penetrant is not properly removed, once the developer is applied, it may leave a background in the
developed area that can mask indications or defects. In addition, this may also produce false indications severely
hindering your ability to do a proper inspection. The developer draws penetrant from defects out onto the surface by
reducing surface tension of the dye and by capillary action to form a visible indication, commonly known as bleed-out. Any
areas that bleed-out can indicate the location, orientation and possible types of defects on the surface. [the indication size
is not the actual size of the defect]
FRESH WATER GENERATOR
Q. why is necessary to maintain temperature of shell of fwg, if temperature is increasing possible cause and solution. fresh water
gen yield z reduced, possible causes? what was d disch rate of ur ejector pump? fwg principle and wrking?Routine maintenance
on a fresh water generator?With the time the dia. of the nozzle of air ejector enlarged ,how to check (erosion)?Overhaul of fresh
water generator. fwg starting? How 2 make fwg water portable..what is dolomite filter(it increase ph n ad mineral)how it add
minerals 2 water....what r the minerals(K,Ca,Na etc)?
ANS. IF SHELL TEMP. IS LESS-FRESH WATER PRODUCTION WILL REDUCE. IF SHELL TEMP. IS HIGH- ABOVE 80C,THEN FORM HARD
SCALE DEPOSITS OF MAG.HYDROXIDE(MgOH),CALCIUM SULPHATE.AT LOWER TEMP. FORM SOFT DEPOSITS OF CALCIUM
CARBONATE.)
IF TEMP.IS INCREASING THEN CAUSES- 1.SCALE FORMATION IN SHELL ,2. IMPROPER AMOUNT OF FEED WATER SUPPLY. 3. JACKET
WATER TEMP. INCREASING.
Q. CENTRIFUGAL PUMP TROUBLESHOOTING??
TROUBLE CAUSE
Does not deliver any liquid Insufficient priming liquid

Insufficient pump speed
Excessive discharge pressure (such as a partially closed valve or some
other obstruction in the discharge line)
Excessive suction lift Clogged impeller passages
Wrong direction of rotation
Clogged suction screen (if used)
Ruptured suction line
Loss of suction pressure
Insufficient capacity Air leakage into the suction line

Crackling noise from the pump Insufficient speed of the pump
casing
Excessive suction lift
Clogged impeller passages
Excessive discharge pressure
Mechanical defects (such as worn wearing rings, impellers, stuffing
box packing,or sleeves)
Does not develop enough Insufficient speed of the pump

discharge pressure Air or gas in the liquid being pumped
Mechanical defects (such as worn wearing rings, impellers, leaking
mechanical seals, and sleeves)
Works for a while and then fails Air leakage into the suction line
to deliver liquid
Air leakage in the stuffing boxes
Clogged water seal passages
Insufficient liquid on the suction side
Excessive heat in the liquid being pumped
M/E & A/E AIR COOLER CLEANING (BOTH AIR N WATER SIDE)
Q.how M/E and A/E (see water side n air side in aux. engine folder)air cooler cleaning done.What chemical used (ACC 9,),what is
interval of cleaning, what is manometer normal pr. (160mm aq)and what pr. it should be cleaned ?How will u come 2 know air
cooler needs cleaning?
ANS. SEE VOL 2.910-1. Air cooler cleaning p/p is provided for cooling air side of m/e air cooler. p/p has two suctions.one from a
tank and other from fresh water line.first the tank is filled with fresh water and chemical acc9 is added to it. Then it is circulated from
tank to tank for proper mixing. Then it is pumped to air cooler where we have nozzles on the upper side of cooler. The drain goes to
bilges. After cleaning, fresh water is supplied to nozzles for washing.
FOR BOTH M/E AND A/E, AIR SIDE CLEANING-if pressure drop across air cooler becomes double. WATER SIDE CLEANING-if
temperature of air at cooler outlet increase considerably.
PUNCTURE V/V & VIT FUEL PUMP
Q. puncture valve(see909)? Vit? what is breakpoint? (gulia.p219)
puncture valve is fitted in the top cover of the pump. It consists of a

piston which communicates with the pneumatic/electric system of the engine. In the event of actuation of the shut-down
system, or the "Fuel Oil Leakage Alarm System",or when STOP is activated, compressed air is supplied to the top of the
piston, causing the piston with pin to be pressed downwards and `puncture' the oil flow to the fuel valve. As long as the
puncture valve is activated, the fuel oil is returned through bores
to the pump housing, and no injection takes place.
Vit- in conventional fuel p/p,start of injection is fixed and end of injection i.e the amount of fuel injected in the cyl. Is
controlled by a rack depending on engine load. In vit system two racks are there. one controls the end of injection by
rotating the plunger in the barrel as per engine load. the other one called the vit rack is connected to threaded
barrel(barrel is threaded here) by a threaded sleeve. as the sleeve cannot move axially, and the barrel is prevented from
rotating, then as the sleeve rotates, the barrel moves up and down, thus altering the position of the spill ports relative to
the plunger, and varying the start of injection.
Advantage of vit- Savings in fuel, as SFOC decreases by around 5g/bhp-hr at 90% MCR.the system is set up so that
there is no change in injection timing at low loads(40%MCR).this is to avoid frequent changes of pump lead during
manoeuvring. As the engine load increases above 40%,the start of injection advances i.e. early injection. When the
engine load reached approx.85%MCR at which engine is dsigned to have reached pmax.,retardation of injection timing
takes place so that max. combustion pressure is kept constant between 85% and 100% MCR.vit racks are operated by
pneumatic signal between 0.5bar(min. vit setting) to 5 bar(max. vit setting).vit operation is only active for engine in ahead
direction and control is fron bridge or ECR.when running astern or from local control, the maneuvering system delivers
preset pressure to vit actuators.
Breakpoint- it is the load after which the pmax is maintained constant. So it is normally 85% of MCR in normal vit. But it
can be adjusted in super vit.
Fuel pressure is kept b/w 7-8 bar. Below 7 bar cavitation may occue.above 8 bar shock absorber may not function
properly.
WEAR RING & MECHANICAL SEAL & LANTERN RING

Q.what is the function of wear ring in pumps?where fitted?parts of mechanical seal? inspection in mechanical seal during
overhauling, how you will make sure it is usable or not, Mechanical seal.. pms routine.kya dekhoge ki mech. seal change karna hai?
types of c/f p/p? lantern ring fitting??
ANS. Wear rings are typically found on pumps with closed impellers. It decrease the
amount of leakage loss around the impeller. And also as name indicates 'WEAR' which is a
ring can sacrifice its size by taking friction generated between stationary and rotating
elements. The replacement of rings is cheaper than replacing impellers/casing. Wear rings
r fitted to the impeller and/or the pump casing. Parts of Mech. Seal- Rotating and fixed face: The
rotating face is connected to the rotating shaft while the fixed face is connected to the pump housing.
Function of mech.seal- prevent liquid under pressure from leaking out of the pump, or from drawing air into
the pump when under vacuum conditions.
Damage to mech.seal can occur due to- Abrasives- abrasive particles in the liquid being pumped
infiltrates with the liquid between the seal faces and grind away the carbon primary ring. The normal shiny
face of the primary ring and mating ring. Heat Damage-Excessive heat can damage the primary ring and
the elastomer parts. The primary ring is made primarily of carbon. Should the pump be operated without
liquid - even for a very short period of time - the primary and mating ring faces are denied lubricant. This
causes the faces to become very hot. The binder mixed with the carbon breaks down and the face of the
primary ring turns to a dull black powder.
Lantern ring is provided in centrifugal p/p stuffing gland. Located at center of gland and It is a hollow ring which receives liquid from
discharge side of p/p and cool, lubricate the gland. It is provided bcoz the gland may not get proper cooling as p/p may be under
vacuum.
Q. Removal of CENTRIGUGAL Pump for Inspection?
1 Isolate pump electrical circuit breaker on main switch board and attach a warning notice. (Do Not Operate or Men at
Work).
2. Switch off and lock pump supply at its local supply panel. Attach a warning notice to pump local supply panel.
3. Close suction and discharge valves, chain and lock hand wheels.
4. Open pump suction and discharge pipe drain valves to bilge and when water ceases to flow; crack open the pipes /
pump flange joints carefully to ensure that pump has drained off and is safe for opening.
5. Fix a shackle to lifting pad eye above pump and hang chain block; ensuring SWL of block, slings and shackles are
satisfactory.
6. Use a center-punch to mark coupling and casing, then remove the coupling bolts.
7. Disconnect, fixed tag and remove motor supply cables; taping over bare ends with insulating tape.
8. Connect shackle and sling to motor eyebolt and lift motor clear of pump using overhead chain block. Lay motor on its
side out of harm’s way, protecting machined surfaces on both pump and motor coupling halves against damage.
(Cardboard and masking tape is quick and efficient method.)
9. Disconnect all external fittings from pump casing e.g. cooling pipe, pressure gauge, oil reservoirs and air cock.
10. Remove bolting from top cover and remove cover. Scrape off old gasket and check mating surfaces, and renew
gasket on assembly. (Light smear of grease on gasket / faces)
11. The pump shaft with impeller can be lifted out of casing.
12. Dismantle the impeller, and remove the wear ring.
13. Remove the gland packing and disregard; replacing it on rebuild.
Q. Inspection Procedure for CENTRIFUGAL Pump and Motor?

ANS. Pump
1. Impeller, pump shaft and internal volute/casing can now be inspected for erosion, pitting and wear.
2. Rectify pitting or erosion in the impeller and casing with brass putty.
3. Check main drive shaft bearings and thrust bearings for wear and replace if required.
4. Check wear ring clearance using feeler gauges; in my day at sea it was general practice is to replace with new rings at major
overhaul.
5. Check impeller / shaft key and keyways for damage and undue wear, Unscrew impeller shaft securing nut and check threads are in
satisfactory condition; retighten to manufacturers torque settings.
6. Give all parts a good clean removing any dirt/ medium residue
7. Enter date of overhaul and parts renewed in the pump maintenance record card.
Drive Motor
1. Grip motor drive shaft /coupling firmly and check for excess axial and longitudinal movement. Rotate shaft at speed by hand,
allowing it to run to a stop whilst listening for excess noise from bearings. Any doubt on either counts, the bearings should be
replaced.
2. Megger check motor windings to ensure no dampness is present and windings are in good condition. Any suspect readings indicate
a full motor strip to check condition of rotor and stator.
3. If these checks are satisfactory, grease bearings as required. Some bearings are now sealed for life and will not require greasing.
Q. crankcase inspection of aux. eng and m/e(see new folder)?
ANS. before opining door check for leakage, open door then check sealing rings of door, check condition of lub. Oil, tightness of
b.e.bearing bolt locking arrangement, check thr elongation, check sideways movement of piston rod with a crow bar, check b.e.
bearing clearance, check bolt tightness of main bearing bolt and take clearance, move piston to tdc n use torch and check liner for
water leakage, if water leaking from inside then liner crack n if leaking from outside then sealing o-ring leaking, then take gear
drive mechanism backlash, in the end start priming pump n check lubricating nozzles n see if lub. Oil is coming properly from all
points, if lub. Oil is coming more from a bearing then it means that bearing cl. has increased.
SAFETY V/V OF ECONOMISER
Q.why is EGB safety v/v lifting pressure is more than that of boiler safety v/v lifting pressure?
The Exhaust Gas Boiler is circulated with feed water by Boiler Water Circulating pump and the pump
takes its suction from Boiler Steam drum. Hence the pressure of feed water in the EGB, will be the
pressure of steam drum and circulating pump discharge pressure, which will be higher than boiler steam
drum pressure. Hence the Safety valve setting of EGB will be higher than that of its counterpart in
Boiler.
EGB takes suction from the boiler drum and after passing through the economiser tubes the water is fed
back into the same drum. In order to have an efficient heat transfer the economizer tubes need to be
filled with the water completely.Since heat transfer q=mct where m is the mass of the water.If the
economiser tubes are supplied with the water having same pressure then the water in the tubes will be
converted into water and steam. If steam is present in the tubes, then as per the above equation 'm'
decreases finally the amount of heat transfer 'Q' will decrease. So heat taken away from the water
decreases as a result it results in overheating of tubes. So in order to prevent steam formation the
water is supplied at higher pressure ( At higher pressure the boiling point of water will increase).For
increasing the pressure,the return line from the economiser to the boiler drum is provided with a spring
loaded valve which increases the pressure in the line. Because of this the safety valve of egb which is
kept on the return line of the boiler kept at high pressure.The water which is at high pressure when
enters into the steam drum back, its pressure reduces as a result boiling (Vapourisation) of water will
take place inside the drum producing steam.
ACTION IN CASE OF BLACKOUT

In case of Blackout following precautions and actions should be taken:-
1. Never panic in such situation, be calm and composed. Emergency generator will restore the power in no time.
2. Inform Officer on bridge briefly about the condition.
3. Call for man power and inform the chief engineer.
4. If the main propulsion plant is running, bring the fuel lever to zero position.
5. Close the feed of the running purifier to avoid overflow and wastage of fuel.
6. If auxiliary boiler was running, shut the main steam stop valve to maintain the steam pressure.
7. Find out the problem and reason for blackout and rectify the same.
8. Before starting the generator set, start the pre- lubrication priming pump if the supply for the same is given from the
emergency generator; if not, then use manual priming handle (provided in some generator).
9. Start the generator and take it on load. Then immediately start the main engine lube oil pump and main engine jacket
water pump.
10. Reset breakers and start all the other required machinery and system. Reset breakers that are included in preferential
tripping sequence. (Non-essential machinery).
Q. what will u do in case of grounding n E/R FLOODING?
Ans. GROUNDING
how we will come to know- Increased load on engine,turbocharger surging,heavy vibration,bridge will come to know from echo
sounder so call bridge.Stop m/e. Change over to high sea chest.
Call engineer’s alarm.
Start taking soundings of all e/r db tanks and bilges. Note down the time and soundings,repeat sounding after 15 min. to check change
in sounding.make sure sounding pipe caps are closed. wait for bridge instruction.they may ask for deballasting or astern kick.
E/R FLOODING
1.Bilge high level alarm will come.
2.Go to bottom platform, find out here flooding is taking place,if any lakage is seen,activate engineer alarm,inform bridge.
Start pumping out bilges using emergency bilge suction.
Lower bilge level. Find out the leakage,isolate the pipe line and rectify.
IF BULKHAED LEAKING-use collision mat, cement bags.
SHOOT BLOWING OF ECONOMISER
Q. HOW TO Shoot BLOW EGB?
ANS. Soot blowing not to be done if there is an indication of soot fire.

SOOT BLOWING IS NOT ALLOWED IN PORT OR PILOTAGE PASSAGE. FOR USA,VESSEL TO BE AT LEAST 50
NM FROM LAND.ENGINE IS TO BE RUNNING AT FULL LOAD.
HOW TO DO-
01. INFORM BRIDGE THAT YOU ARE ABOUT TO START SOOT BLOWING OF THE BOILER SO THAT
CORRECTIVE ACTION BY THE BRIDGE WATCHKEEPER CAN BE TAKEN AND ALL SOOT EXHAUST
SHOULD BE AWAY FROM THE VESSEL.
02. DRAIN THE CONDENSATE FROM THE STEAM INLET AND RETURN LINES OF THE SOOT BLOWER
STEAM PIPING.
03. OPEN STEAM INLET TO SOOT BLOWER SLOWLY AND LET ALL THE CONDENSATE PASS ON TO THE
RETURN LINE BY KEEPING THE LINES OPENED.
04. OPEN THE STEAM INLET FULL ONCE ENSURED THAT THE CONDENSATE IS COMPLETELY
DRAINED.
05. MOVE THE SOOT BLOWERS BY HAND, AND CHECK THE CONTENTS WHICH ARE COMING OUT OF
THE FUNNEL.
CLOSE ALL STEAM INLET AND EXHAUST PIPING TO THE SOOT BLOWER AND CHECK PRESSURE DROP.
WHEN TO DO- 1. IN VERY WATCH
2. WHEN PRESSURE DROP INCREASES BY 15mmWG.
3. WHEN GAS OUTLET TEMP. AFTER EGB IS 15*C HIGHER THEN CLEAN EGB GAS TEMP.
Q. retractable soot blowers working ?
The blower carriage consists of three separate components: the lance hub assembly, the gearbox and the electric motor.The lance
hub housing contains the lance hub, which is supported by two special roller bearings.
Because the lance tube is fully retracted from the furnace and cooled through the blowing medium, the long retractable soot blower
can be used in areas with higher flue gas temperature than any other soot blower type. Retractable property improves the cleaning
effect and reduce erosions due to high temperature flue gases. The blowing medium is supplied through an automated poppet
valve.
Q. Hole in a sea water line how will u repair? If hole is big? Hole is small??If line is not pressuresd
?Material of sea water line??
Ans. If hole is small-
1.use rubber piece and jubilee clip 2.rubber piece and C-clamp
3.use rubber piece and marling rope
4.use pipe repairing kit-it has fiberglass tape and epoxy.
And then weld later.
If hole is big-
1.cement boX 2.change pipe from flange to flange
3.cut that pipe and fit new pipe and weld.
4.take a pipe of little larger dia,cut it from middle and fit it and then weld.
Hole in bulkhead- use cement bags, or collision mat etc.
Material of sea water line-mild steel, galvanized from both sides and painted.
Q. Gun metal, where used, composition? Properties? Example of similar
metal?
ANS. Gun metal-10 %tin,88 % copper,2 % zinc.
Strong and corrosion resistant. Used earlier in bearings castings boiler

fittings, sea water pump casing. Originally used chiefly for making guns, gunmetal
was eventually superseded by steel. Gunmetal casts and machines well and is
resistant to corrosion from steam and sea water.
MONEL METAL- CU:NI= 2:1 IT IS RESISTENT TO SEA WATER CORROSION AND EROSION.
STAINLESS STEEL – CHROMIUM=18%, NICKEL- 8%, CARBON- 0.1% and rest iron. Stainless
steel when comes in contact with air or water forms a layer of protective chromium oxide
which prevents it from corrosion.
NIMONIC ALLOY- carbon 0.1%, chromium- 20%, iron -3%, titanium- 2.4% , aluminium- 1.4%,
nickel- 75%.
Resistant to corrosion at high temp., creep resistant, good strength n hardness at high temp.
Q.Definition of suction head and characteristics?

ANS. Npsh available- it is the head that the p/p shud provide by causing drop in preesure to raise liquid from
tank level. The head that a pump must provide by providing pressure drop on the suction side to raise the
liquid from the supply well to the level of the pump. Also known as suction lift.
Q. Safety and relief valve difference??
ANS. Safety Valve - it is characterize by rapid, full opening action.

Relief Valve - liquid applications, opens in proportion to the increase of system pressure over the
opening pressure, so it opens gradually.
Q. advantages of hydrophore system?
ANS. CAN TRANFER water to any height on ship, no need to use tank on top it will move CG
up.
Q. As a duty engg. what to do if hole in rudder(rudder breach )and how u will come to know?
how to take propeller and rudder drop?
ANS. Indications- motor ampere increases, sluggish operation, trim by aft, engine load
increases. Actions- reduce rudder movements, reduce water from aft peak tank.
Propeller drop- taken by poker gauge. First the propeller is brought at the reference point. For
some engine this reference point is marked on the propeller and for some engine we have to
bring the piston of cyl. Nearest to fltwheel at TDC. Then remove rope guard at take propeller
drop.(max.2 mm for oil type, n for water type it depends upon dia. Of shaft.for above 305mm
it is 8mm)
Rudder drop- taken by trammel gauge. This takes the form of an 'L' shape bar of suitable construction.
When the vessel is built a distinct centrepunch mark is placed onto the ruder stock and onto a suitable location
on the vessels structure, here given as a girder which is typical. The trammel is manufactured to suit these
marks As the carrier wears the upper pointer will fall below the centrepunch mark by an amount equal to the
wear down.
Marine engineering practice
1. Explain how will you o'haul a fuel injector?
A) After the fuel valve has been disassembled then the following checks have to be done:
 The needle guide should be immersed in clean diesel oil and the needle taken out and checked for
free movement. In case of any resistance which may be due to the presence of carbon or fuel sludge
the needle may be put in and pulled out in succession many times while keeping it submerged in
diesel oil. It is important to do this in a container full of clean diesel oil so the contaminants can be
flushed away.
 After the needle guide has been cleaned, the needle should be taken almost out and then let it fall
in with its own weight. A free and smooth movement with small jerks as the clearance is making
way for the oil to come out is an indication that the clearances are all right and the needle guide is in
good condition. It must be noted that the needle should fall fully into the seat.
 On the other hand if the needle falls fully in one go, then the clearances have increased and the
fuel will leak past the spindle and less fuel will go in the cylinder. The needle must be inspected for
any wear marks if this happens. The needle guide can be used but must be changed soon.
 If the needle does not go down and gets struck then it must be thoroughly cleaned again. If still
there is no improvement then the needle might have become bent. Check the needle for any signs
of overheating.
 The push rod end should be checked for any abnormal wear.
 The seating between the nozzle body and the valve body if damaged can be repaired by lapping
with fine lapping paste. It must be noted that the lapping paste should be thoroughly flushed away
with clean diesel oil and thereafter blown dry with compressed air.
 Check the nozzle spring for breakage, poor seating and other defects. Change if required.
 Check the leak off pipes, shims, packing etc for the condition. If the fuel valve is water cooled, the
cooling pockets should be cleaned with compressed air.
Tests and Adjustments
 After the parts are cleaned and inspected the fuel valve is assembled as per the manufacturer’s
instructions and thereafter tested for function and performance.
 The assembled fuel valve is installed on the test stand and after purging the pipe line the manual
handle is operated in quick succession. The nozzle should start discharging with a sharp crackling
noise at the set pressure. The pressure at which the injector is supposed to fire depends upon the
manufacturer’s engine design but normally is between 250 to 350 kg/cm2 with an allowance of
plus or minus 10 kg/cm2.
 In case the lifting pressure is not correct, it can be adjusted by the adjusting screw.
 The spray characteristics should be satisfactory and as per the manufacturers advice.
 All the holes of the injector should be firing and can be checked by a torch light or a filter paper can
be folded as a cone and then the injector tested. The holes on the filter paper will show the
number of holes firing. In this procedure you must be careful as the high pressure spray can enter
the skin and is toxic for us.
 The spray angle should be as stated by the manufacturer. The atomization of the fuel should take
place and solid spray should not come out.
 Clean diesel oil should be used for the testing purpose.
 In case the fuel valve is dripping the needle guide should be taken out and repaired.
2. Explain how you will change gland packing of a pump.
3. What is a SDNR valve?

A) Also called a stop disc non return valve or screw down stop and check valve. This type of check valve
incorporates both the lift check and globe valve design features. The stem is used to regulate the lift of the
disc when acting as a check valve, or to hold it in the closed position.
4. How do you o'haul a globe valve?
A) Overhaul of Globe valves
When a valve is suspected not to hold or it has become tight or seized, it must be dismantled for overhaul. The
overhaul procedure has been discussed below:
 Disassembly procedure:
 Remove the wheel nut and the wheel handle
 Open the bonnet bolts and the top portion of the valve along with the valve seat, stem etc will come
out. The bottom portion of the valve will be separate.
 Hold the bonnet in a vice and open the gland bolts. Then loosen the gland flange and the gland bush.
The valve stem should then be screwed clockwise and it would come out from below along with the
valve disc.
 Remove the set screw of other arrangement that is securing the valve disc to the stem.
 Remove the gland flange, gland nut, and all the gland packings with a gland packing extractor.
Globe valve overhaul:
 Clean, buff, and polish all the parts.
 Check all the threaded parts for damage and if there is any damage on the thread then the threads
must be dressed by a needle file.
 Check the stem for straightness. The simplest method of checking is by rolling on a flat surface, but the
correct method is to put it on a lathe and center it. Thereafter with the help of a dial gauge put on a
magnetic stand at a suitable point, check the distortion.
 Check the stem for scratches, as these can damage the gland packing. Any scratches must be removed
with an emery paper or oil stone.
 The valve and the valve seat must be inspected and if found to be in fairly good condition, they must
be ground together by using a guide for centering and a suitable grade lapping paste. A 1200 grit
lapping paste would be suitable in most conditions.
Correcting Globe valve seat leakage:
 In case the valve seat is extensively damaged, and cannot be repaired by lapping or will take a very
long time to lap, the same can be changed if it is replaceable. Some replaceable seats are screwed in,
while some are force or shrink fitted. In the case it is shrink filled,the old seat can be taken out by a
hammer and chisel. But when it is to be put back, the seat must be kept in the fridge room (meat room
-14 deg C approx), or can be cooled by liquid nitrogen or CO2 . After cooling the seat will go in
smoothly and after sometime expand and assume position. But if it if built-in type then it must be
machined true using a valve seat cutter.
 A valve seat cutter is a special tool to cut the seats of the errant valves. It has different sizes of cutters
to suit the different valves. It also has a centering guide to correctly align the tool.
 The seat on the valve disc can be put up on the lathe and machined true. This should be followed by
lapping the two parts together.
 This page discusses the reassembly of the globe valve as part of an overhaul. Special mention is made
of the need to correctly center the valve seat on the valve disc. In certain types of globe valves guide
vanes are not present, and they could lead to wrong assembly. An improper fitting would lead to globe
valve seat leakage or damage the globe valve.
Assembly of Globe Valve
 Clean all parts and blow dust with compressed air.Construction of Globe Valve
 Put the valve disc on the stem with the set screw or the arrangement provided.
 Put grease on the threads and screw in the stem through the yoke nut from down below. Care must be
taken to put the gland nut and gland flange in correct order in between.
 Put back the wheel handle and the wheel nut and tighten it.
 Now close the valve wheel handle fully, so that the valve stem along with the valve disc extends the
maximum down.
 Now put a correct size new gasket on the space provided on the valve body, stick it with grease or
Molyslip in case of high temperature applications.
 Now place the valve disc on the valve seat and correctly center it. This is very important in certain
valves where there is no guide.
 Now put the nuts and the bolts in place but do not tighten them. There would be some gap between
the body and the valve bonnet. From there check again that the valve is properly centered.
 Now start opening the valve. As you do so, the gap between the bonnet and the body would reduce
and they would come together.
 Now fully open the valve and tighten all the bonnet bolts in the correct sequence.
 Now put correct size, correctly cut, and well-greased gland packings in the stuffing box place. Care
should be taken that the cut parts are together with no gaps and that the packings are staggered.
 Push down the gland nut and the gland flange and put in the gland bolts. The gland bolts must be
slightly tightened and the correct tightening must be done in place of installation.
 Now close and open the valve several times and check whether it is free in movement. Check from the
opening of the flanges, whether it is sitting properly on the valve seat.
 Paint the valve with the primer and keep it for drying.
 Different methods of testing after overhaul of a globe valve are used. A simple method is to fill the
valve with water and use compressed air for bubble testing. The second method is to fill the chamber
with compressed air and wait for a pressure drop. Globe valves are used extensively on board ships
and also on offshore oil rigs and throughout other industries. It is very important for the new junior
engineers and other sea going marine engineers to understand the utility and maintenance
requirements of globe valves.
5. How does a gate valve work?

A) The gate valve, also known as a sluice valve, is a valve that opens by lifting a round or rectangular
gate/wedge out of the path of the fluid. The distinct feature of a gate valve is the sealing surfaces between
the gate and seats are planar, so gate valves are often used when a straight-line flow of fluid and minimum
restriction is desired. The gate faces can form a wedge shape or they can be parallel. Gate valves are
primarily used to permit or prevent the flow of liquids, but typical gate valves shouldn't be used for
regulating flow, unless they are specifically designed for that purpose. Because of their ability to cut
through liquids, gate valves are often used in the petroleum industry. For extremely thick fluids, a specialty
valve often known as a knife valve is used to cut through the liquid. On opening the gate valve, the flow
path is enlarged in a highly nonlinear manner with respect to percent of opening. This means that flow
rate does not change evenly with stem travel. Also, a partially open gate disk tends to vibrate from the
fluid flow. Most of the flow change occurs near shutoff with a relatively high fluid velocity causing disk and
seat wear and eventual leakage if used to regulate flow. Typical gate valves are designed to be fully
opened or closed. When fully open, the typical gate valve has no obstruction in the flow path, resulting in
very low friction loss.
6. If a gate valve is stuck, what could be the reason?
7. How is a job centered on a chuck in a lathe
A) Dial gauge
8. What safety precautions will you take if working on a lathe?
 Always wear eye protection. The lathe can throw off sharp, hot metal chips at considerable speed as
well as spin off spirals of metal that can be quite hazardous
 Wear short sleeve shirts, if possible, or shirts with snugly fitting cuffs if long sleeve. Loose sleeves can
catch on rotating work and quickly pull your hand or arm into harm's way.
 Wear safety shoes
 Remove wrist watches, necklaces, chains and other jewelry
 Tie back long hair so it can't get caught in the rotating work.
 Always double check to make sure your work is securely clamped in the chuck or between centers
before starting the lathe. Start the lathe at low speed and increase the speed gradually.
 Get in the habit of removing the chuck key immediately after use
 Keep your fingers clear of the rotating work and cutting tools
 Avoid reaching over the spinning chuck. For filing operations, hold the tang end of the file in your left
hand so that your hand and arm are not above the spinning chuck.
 Never use a file with a bare tang - the tang could be forced back into your wrist or palm
9. What is a reamer? Where is it used?
A) A reamer is a metalworking tool used to create an accurate sized hole. The process is called reaming. They
may be used as a hand tool or in a machine tool, such as a milling machine or drill press
10. How does a Quick closing valve work?
A) Quick closing valve is a kind of pressure reducing valve in which the an automatic process control valve for
fluid pressure control is used for unmanned machinery spaces. This can be done by careful selection of
valve trim, i.e. the parts of the valve that come in contact with the controlled fluid and form an actual
control portion. The difference between pressure release valve and quick closing valve is that the later
does not come in direct contact with the fluid it is controlling.
The lever is connected externally to a remote operating mechanism which might be pneumatic or hydraulic
controlled. The controlling system has a piston which moves with the pressure of air or fluid and
simultaneously moves the lever attached to it. The lever at the other end is connected externally to the
spindle which is attached internally to the valve.The valve is a spring loaded valve which means that the
spindle is placed through a spring which helps in re-positioning of the valve to the open position when the air
or fluid pressure in controlling cylinder reduces.
All the quick closing valves are generally set in the open position.When the piston of the controlling
cylinder moves up, the end of the lever which is connected to the piston moves up. As the lever is
pivoted at the center, the other end of the lever moves down and pushes the spindle downwards. This
closes the valve and shuts the flow of the fluid.
11. How do you reset a QC valve after operation?
A) After release, the valve can be reset according to the following procedure:
1. Turn the handwheel to the right (clockwise) until the tappet of the actuator is rested under the
stem nut.
A slight resistance can be noticed.
2. Turn the handwheel to the left (counter-clockwise) until a slight resistance is noticed.
12. Is there any difference between relief valve and safety valve?
A) DIFFERENCE BETWEEN RELIEF VALVE AND SAFETY VALVE:
 Releif valve is applicable in the fluid system.
safety valve is applicable in the gaseous system.
 Relief valve opening is directly proportional to the pressure rise.
Safety valve opening is will happen at after reaching the set
pressure.
 Mode of relif vlave line is again connected to the suction.

But in the safety valve is just vent-out there is no connection to
suction.
13. Explain how will you prepare for Bunkering?
 Are Valves and pipe lines marked for easy identification?
 Are valve markings correct? (Have round covers on the floor plates in the machinery space been also
confirmed?)
 Are all deck scuppers effectively plugged? (Are wooden plugs, if any then cemented up?)
 Has it been confirmed that no deficit, crack, corrosion, and the like exist on the pipe line to be used?
 Have a leak test to the pipe line by an air pressure of 5 kg/cm2 or under been carried out? (To be entered
the date of last testing in remark column )
 Have operation of remote valves and level gauges used in bunkering been confirmed? And also accuracy
of remote gauging system verified?(if fitted)
 Is bilge line valves fully closed and secured?
 Are all the pressure gauges to be used working satisfactorily?
 Are all thermometers fitted in manifold working satisfactorily?
 Alarm setting on overfill alarm accurate & operational?(if fitted)

14. How do you set tappet clearance?
Tappet clearance is taken to ensure positive closing of the valve & for thermal expansion of the valve.
Taking all safety precautions.(See Ans. 1)
Make sure the piston is on TDC.
i. From the marking on the flywheel.
ii. From the fuel cam.
iii. Push rod should be free.
Make sure the engine has cooled down.
Loosen the lock nut of the rocker arm.
Now adjust the tappet clearance between the rocker arm & valve stem by tightening or loosing the nut
below the lock nut.
If tappet clearance is less:
i. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So, less air for combustion.
iii. Power will be reduced.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure, burning of
exhaust valve, T/C fouling will increase.
If tappet clearance is more:
i. Valve will open late & close early.
ii. Lesser heat energy to T/C, so reduction in scavenge air & hence power.
iii. No proper removal of gases.
iv. Hammering of valve stem-may cause damage to valve stem.
15. What are the steps to take after a blackout at sea?
In case of Blackout following precautions and actions should be taken:
a. Never panic in such situation, be calm and composed. Emergency generator will restore the power
in no time.
b. Inform Officer on bridge briefly about the condition.
c. Call for man power and inform the chief engineer.
d. If the main propulsion plant is running, bring the fuel lever to zero position.
e. Close the feed of the running purifier to avoid overflow and wastage of fuel.
f. If auxiliary boiler was running, shut the main steam stop valve to maintain the steam pressure.
g. Find out the problem and reason for blackout and rectify the same.
h. Before starting the generator set, start the pre- lubrication priming pump if the supply for the same
is given from the emergency generator; if not, then use manual priming handle (provided in some
generator).
i. Start the generator and take it on load. Then immediately start the main engine lube oil pump and
main engine jacket water pump.
j. Reset breakers and start all the other required machinery and system. Reset breakers that are
included in preferential tripping sequence. (Non-essential machinery).
16. How do you pressure test a fuel valve?
A) For exact pressure a slow kick has to be given to avoid fluctuation in pressure gauge
17. How will you replace an exhaust valve seat?

Replacement of valve seat inserts is done by cutting out the old insert and machining an oversize insert
bore. Replacementoversize insert is usually chilled and the cylinder head is sometimeswarmed. Valve seat
is pressed into the head. This operation requiresspecialized machine shop equipment
18. How do you install a bearing on a shaft?
A) We ensure the shafts are free of debris and high spots visually, any burs are emery clothed out. The
bearings are pressed on with a hydraulic cylinder using slow but steady pressure, the shaft is dry although
the inner portion of the bearing is coated with a thin layer of grease. The hydraulic pressure is being
applied to the inner race of the bearing transferred though a properly machined sleeve.
 Heating bearing & freezing shaft
19. How do you specify pipe size?

A) The numbers and letters on a bearing are usually the manufacturers part number. This allows the maker
to quickly identify which particular bearing it is. A typical producer of bearing would make many different
kind ans sizes and from different materials
20. What is the common size between different schedules of a pipe?
21. If an A/E does not start what will be your action?
Engine not starting on Air:-
a. Low air bottle pressure or air line valve may be shut.
b. Air bottle isolating valve or automatic valve or distributor not functioning.
c. Control air valves faulty or less control air pressure.
d. Start air automatic valve jammed.
e. Turning gear engaged.
f. Reversing has not taken place completely.
g. Control valve for fuel or start is not in it’s end position.
h. Bursting diaphragm on start air line damaged.
i. Fuel lever on maneuvering stand not on remote mode.
j. Auxiliary blower not running or not on ‘auto’ mode.
k. Emergency stop has activated.
l. Interlock is operated.
m. Cylinder air start valve defective or sticky.
n. Piston not in firing mode.
Engine not starting on fuel:

a. Less fuel in service tank.
b. Fuel filter is chocked.
c. Fuel supply pumps not delivering required pressure. Or fuel pump tripped.
d. Fuel level on local maneuvering stand, is not on remote stand.
e. Fuel rack stuck.
f. Fuel pump malfunctioning, jammed plunger.
g. Injector nozzle needle sticking or holes blocked.
h. Compression pressure is too low due to broken piston ring or exhaust valve not closing properly.
i. Fuel pump relief valve leaking.
j. Start air pressure insufficient to turn the engine fast enough.
22. Your action if T/C is surging?
Turbo charger surging may be defined as a high pitch vibration of audible level coming from the blower
end or compressor end of the turbocharger. Whenever the breakdown of gas flow takes place, a reversal
of scavenge air takes place through diffuser and impeller blades into the blower side which causes
surging.Surging is to be avoided as it interferes with the combustion in the main engine and may cause
damage to the thrust bearings.
Causes of Turbocharger Surging

The following are the causes of turbocharger surging:
 Improper power distribution between the main engine cylinders may cause turbocharger surging as
one unit is producing more power and other is producing less. Due to this the air consumption required
by both the turbochargers differs, which leads to surging.
 Fouled compressor on turbine side – In this case if the inlet filters are dirty then enough air can not be
supplied for combustion, which leads to surging. Similarly if the turbine side is also dirty i. e nozzle,
blades etc enough air can not be produced for combustion.
 Highly fouled exhaust i.e. economizer, if fitted may cause back pressure in the turbocharger and thus
finally lead to surging.
 Bad weather – This is one more reason for surging. Due to bad weather the engine suddenly starts
racing and sudden load change takes place. This happens because during bad weather or pitching the
propeller moves in and out of the water, causing the change in load on the engine.
 Therefore, the turbochargers are needed to be matched properly with the engine air consumption rate
and pressure across the operating range of the engine and they should not fall in the surge limits.
Prevent Turbocharger SurgingThe following are the ways to prevent turbocharger surging. However, it is
to note that some points may vary with design and construction of the turbocharger.
 Keep the turbocharger intake filter clean.

 Water-wash the turbine and the compressor side of the turbocharger.
 Proper maintenance and checks should be done on turbocharger periodically.
 Soot blow should be done from time to time in case of economizer or exhaust boiler.
 Indicator cards to be taken to assess cylinder and power distribution of individual units.
23. Why is a Steam trap used in condensate return lines?
A steam trap is a special type of valve which prevents the passage of steam but allows condensate
through. It works automatically and is used in steam heating line to drain condensate without passing any
steam. The benefit gained with steam trap is that steam contained in the heating line until it condenses,
thus giving up all the latent heat. There three main type of seam traps
1) Mechanical traps
2) Thermostatic traps
3) Thermodynamic traps
24. How is gas cutting done?
A) In oxy-fuel welding, a welding torch is used to weld metals. Welding metal results when two pieces are
heated to a temperature that produces a shared pool of molten metal. The molten pool is generally
supplied with additional metal called filler. Filler material depends upon the metals to be welded.
In oxy-fuel cutting, a cutting torch is used to heat metal to kindling temperature. A stream of oxygen is then
trained on the metal, and metal burns in that oxygen and then flows out of the cut (kerf) as an oxide slag.
Torches that do not mix fuel with oxygen (combining, instead, atmospheric air) are not considered oxy-fuel
torches and can typically be identified by a single tank (Oxy-fuel welding/cutting requires two isolated
supplies, fuel and oxygen). Most metals cannot be melted with a single-tank torch. As such, single-tank
torches are typically used only for soldering and brazing, rather than welding.
25. How many valves are there on a gas-cutting torch?

Three
26. How do you light a gas-cutting torch and adjust the flame?
A) Crack open the gas valve light it with lighter and then open and adjust the oxygen valve
27. How do you set up a new pipe for welding?
 File the edges fo the pipe when both the piecies kept togather makeing “V”
 Maintaining minimum root gap tag the pipe at three four places
 Clean the slag
 Now star welding (welding to be done in one direction)
 Let the weld cool down remove the slag
 Check the weld of splatter blowhole and proper root penetration.
28. What is GPR/GPO/LH electrodes?

Gpr electrode:- High recovery rutile type electrodes for unalloyed steels. Easy to use in the horizontal
position with a speed of up to 50 cm/min., and a throat thickness up to 3.5 - 6 mm in one layer. Self-
releasing slag. Also suited for steels protected with zinc- or iron-oxide based primers.
Gpo electrode:-General Purpose Organic-rutile coated electrodes for unalloyd steels. Easily weldable in all
positions including vertical down. Suitable for bridging large gaps. Excellent for all-purpose repair welding
of mild steel
LH electrode:-Low hydrogen electrodeA covered electrode used in arc welding that provides an
atmosphere low in hydrogen
29. How do you select the correct current setting for welding?
 Identify the type of welding technique that requires the use of electric currents to start the arc
using a welding rod --- for example, electric arc welding.
 Determine the kind of material you will be welding in order to choose the appropriate welding rod
since they must be of the same material make.
 Choose the type of welding rod based on the material to be welded, taking into consideration the
diameter, electrical conductivity and possibly the tensile strength that is stamped on the electrode
 Observe the last two digits together "1/8 E60XX" to indicate the type of coating used on the
welding rod and the welding current that can be used with it. Use Direct Current (DC) straight, (DC -
) DC reverse (DC+) or Alternate Current (A.C) as stamped on the welding rod to choose your
amperage.
 Regulate the "Current Selector" or a comparable option to select the amp range once you've
identified all the necessary parameters for the weld
30. Crank pin brg clearance

A) Telescopic feeler gauge
In engines like MAN B&W, this is the most common method used to measure the bearing clearance of
the top shell. In this method there is no need to remove any connection or keep for measuring the
clearance.
The telescopic gauge is inserted between the gap of the crank web and the bearing keep. When the tip
reaches the shell top, the feeler is inserted between the shell and the pin to check the clearance.
31) Welding defects?
Common weld defects include:
i. Lack of fusion
ii. Lack of penetration or excess penetration
iii. Porosity
iv. Inclusions
v. Cracking
vi. Undercut
vii. Lamellar tearing
32) Bridge gauge main brg clearance
MEASURING CLEARANCES
Metal thickness measurementExtract bearing metal and measure thickness.2. Measurement by means of
lead wireExtract main bearing cap and put a soft lead wire (0.5mm) on upper part of crankshaft. Then
replace cap and tighten to prescribed torque. Remove cap andmeasure with a micrometer the thickness of
the lead wire thus pressed.3. Measurement with bridge gaugeApply bridge gauge across crank journal and
measure clearance between gauge andcircumference of journal. An optional bridge gauge is available. A
bridge gauge is alsoused to take the reading while the bottom shell is in its genuine position plus
takinganother reading after removing the shell and seeing the difference between them.
33) How does a Stud extractor work?
A) The stud extractor is a versatile tool designed for the removal or insertion of threaded studs into
blind stud holes. Clamping force on the end of the stud is generated by a closing collet designed to
grip the minor diameter of the thread without inflicting damage on the thread root.
The principal operation entails threading the collet on to the stud until it is bottomed out. A multi-jack
bolt tensioner is tightened with an allen key forcing the tapered ring down over the collet. The taper
produces an internal radial clamping force that compresses the collet onto the stud. The Stud Runner
grips so tightly that a tremendous amount of torque can be applied in either direction
34) How does a chain block work?

A) A chain hoist uses gears to multiply force.
A chain hoist is operated by hand. An operator pulls the light loop chain on the side of the chain hoist. This
turns a gear mechanism inside the chain hoist housing to turn the chain pulley. When this pulley turns, it
raises the heavy chain which usually has a hook on the end. By pulling the light chain loop, the manual
hoist is actually able to increase the force that is being applied by the heavy chain. This is caused by the
gear ratios inside the manual chain hoist. The mechanical work done by the operator is the same as the
work done by the heavy lifting chain.
35) What are the safeties on cargo cranes
36) What are the safeties on ER crane?

A) Overload trip.
B) Limit switch at fore & aft side.
C) Limit switch port & starboard movement.
D) Switch button have non-metallic body.
E) Emergency stop.
F) Spring loaded or band brake
G) Fail safe arrangement
37) How does a chain block work?
A chain hoist is operated by hand. An operator will pull down on one of the chain loops on one side of the
chain. This will turn a pulley mechanism inside the chain hoist housing. When this pulley turns, it will lift up the
end of the other chain which usually has a hook on the end. By pulling down on one chain, the manual hoist is
actually able to increase the mechanical work that is being done. This is caused by the gear ratio inside the
manual chain hoist.
38) How is the load controlled during lowering?
39) How is the E/R crane load tested
40) Fuel valve not coming out?
41) Setting exhaust valve timing
42) Pumps o'haul?
Removal of Pump for Inspection and Maintenance
1 Isolate pump electrical circuit breaker on main switch board and attach a warning notice. (Do Not Operate-
Men at Work).
2. Switch off and lock pump supply at its local supply panel. Attach a warning notice to pump local supply
panel.
3. Close suction and discharge valves, chain and lock hand wheels.
4. Open pump suction and discharge pipe drain valves to bilge and when water ceases to flow; crack open the
pipes / pump flange joints carefully to ensure that pump has drained off and is safe for opening.
5. Fix a shackle to lifting pad eye above pump and hang chain block; ensuring SWL of block, slings and shackles
are satisfactory.
6. Use a center-punch to match/mark coupling and casing, then remove the coupling bolts.
7. Disconnect, fix i/d tag and remove motor supply cables; taping over bare ends with insulating tape.
8. Connect shackle and sling to motor eyebolt and lift motor clear of pump using overhead chain block. Lay
motor on its side out of harm’s way, protecting machined surfaces on both pump and motor coupling halves
against damage. (Cardboard and masking tape is quick and efficient method.)
9. Disconnect all external fittings from pump casing e.g. cooling pipe, pressure gauge, oil reservoirs and air
cock.
10. Remove bolting from top cover and remove cover. Scrape off old gasket and check mating surfaces, and
renew gasket on assembly. (Light smear of grease on gasket / faces)
11. The pump shaft with impeller can be lifted out of casing.
12. Dismantle the impeller, and remove the wear ring.
13. Remove the gland packing and disregard; replacing it on rebuild. Remember to cut ends of packing at 45°
and stagger joints when repacking gland.
Inspection Procedure for Pump and Motor
Pump
1. Impeller, pump shaft and internal volute/casing can now be inspected for erosion, pitting and wear.
2. If required rectify pitting or erosion in the impeller and casing with two – part alloy epoxy putty. (See my
article in the Reference section)
3. Check main drive shaft bearings and thrust bearings for wear and replace if required.
4. Check wear ring clearance using feeler gauges; in my day at sea it was general practice is to replace with
new rings at major overhaul.
5. Check impeller / shaft key and keyways for damage and undue wear, Unscrew impeller shaft securing nut
and check threads are in satisfactory condition; retighten to manufacturers torque settings.
6. Give all parts a good clean removing any dirt/ medium residue before reassembly using new parts as
required.
7. Enter date of overhaul and parts renewed in the pump maintenance record card.
Drive Motor
1. Grip motor drive shaft /coupling firmly and check for excess axial and longitudinal movement. Rotate shaft
at speed by hand, allowing it to run to a stop whilst listening for excess noise from bearings. Any doubt on
either counts, the bearings should be replaced.
2. Megger check motor windings to ensure no dampness is present and windings are in good condition. Any
suspect readings indicate a full motor strip to check condition of rotor and stator.
3. If these checks are satisfactory, grease bearings as required. Some bearings are now sealed for life and will
not require greasing.
Procedure to Start the Pump
1. Unlock and remove chains from inlet/outlet valve wheels and open both valves full.
2. Open air cock and expel air from line and pump while checking for any leaks
3. Turn the shaft coupling and ensure shaft is free to rotate.
4. Reconnect motor.
5. Remove danger notices from pump power supplies and reinstate breakers.
6. Start and record current drawn by the motor under starting and running conditions. Check and record the
discharge pressure.
45) Type of drill bits?
A) Spade, lip and spur (brad point), masonry bit and twist drill bits
46) Types of threads?
i. BSW- Bristish Standard whit worth

II. BSF – Britsh standard fine
III. BA – British Assosiation
IV. BSP – British Standard Pipe
V. AS– American standard
According to shape
i. V- shape
ii. Square thread
iii. Buttress thread
iv. Acme thread
v. Knuckle thread
47)Pipe schedule?
A) Nominal Pipe Size (NPS) is a North American set of standard sizes for pipes used for high or low pressures
and temperatures. Pipe size is specified with two non-dimensional numbers: a nominal pipe size (NPS) for
diameter based on inches, and a schedule (Sched. or Sch.) for wall thickness. NPS is often incorrectly called
National Pipe Size, due to confusion with national pipe thread (NPT).
48) Important dimensions of flanges? Types of flanges?
A) OD, ID, THICKNESS, BOLT HOLE DIAMETER
Type of flanges
 Welding Neck flange

 Slip On flange
 Socket Weld flange
 Lap Joint flange
 Stub End
 Threaded flange
 Blind flange
49) Indications of scavenge fire? What action will you take?
Causes of Scavenge Fire
 Blow past of combustion products caused by leaky, sticky or broken piston rings, worn out liner,
faulty cylinder lubrication, or insufficient axial clearance of the piston rings.
 Overheated piston dissipates heat to the under piston area caused by faulty atomization and
injection pressure, faulty fuel pump timing, loss of compression, engine overload, failure of coolant
circulation or insufficient cooling due to formation of scale.
 Blow back of exhaust gases caused by exhaust back pressure or deposits on exhaust ports, fouling
of grid before turbine inlet, fouling of turbine blades, choking of EGB or economiser gas outlet.
 Presence of fuel oil in the scavenge spaces due to defective fuel injectors, incorrect pressure setting
of injectors or fuel particles landing on the cylinder liner due to excessive penetration.
 Excessive cylinder lubrication which is drained down to scavenge spaces.
 Oxygen is plenty during engine operation.
 Fouled scavenge manifold.
Indication of Scavenge Fire
 Engine revolution drops as the power generation in the affected cylinder is reduced.
 Unstable operation of Turbo charger and may cause surging.
 Exhaust temperature of the affected cylinder increases, as the cylinder is not receiving fresh air.
 Black smoke with exhaust due to incomplete combustion in that unit.
 Discharging of spark, flame or smokes through drain cocks from scavenge air boxes.
 Rise of pressure and temperature of air in the air box below the piston.
 Visible evidence of fire if a transparent window is fitted.
 Cooling water outlet temperature of the affected unit is increased.
Action to be Taken
 Inform bridge and reduce the speed.

 Cut of fuel supply to the affected unit and shut off valves.
 Cylinder lubrication is increased.
 Coolant flow through jacket and piston is maintained.
 Drains to be shut to prevent flow of spark in engine room.
 Keep clear of scavenge space relief valve to prevent human injury
Fire should be extinguished after some time. If the fire spread in the other scavenge spaces along with the
scavenge manifold, then -
 Inform bridge and stop the engine

 Stop fuel oil booster pump
 Open indicator cocks, engage turning gear and turn engine to prevent engine seizure
 Normal engine cooling and lubrication are maintained
 Scavenge air duct flap valve before engine is to be shut
 Release the smothering gases (Steam or CO2) to extinguish fire
 Before opening scavenge door ventilate the space thoroughly if CO2 is released.
Inspection after Scavenge Fire
 Intense fire can cause distortion and may upset piston alignment
 Check by turning the engine and watch movement of piston in the liner, check for any occurrence of
binding at part of stroke (Binding indicates misalignment of piston)
 Check spring on scavenge space relief device, if the device was near the set of fire
 Piston rod packing spring also should be checked, which may have become weakened by overheating
 Check piston rings and liner for any distortion or reddish burning mark
 Check diaphragm and frame near affected part
 Check guides and guide shoes
 Check tension of tie bolts
50) Where are wear rings used? What is their purpose?
Wear rings are sacrificial components installed on the casing and impeller to inhibit fluid from recirculating
back to suction from the discharge. They provide a renewable restriction between a closed impeller and
the casing. Wear rings are often installed on both the front and back of the impeller. When wear rings are
installed on the back of the impeller, another set of rings is installed in the backcover.
Wear rings act as the seal between the casing and the impeller.
51) Boiler gauge glass? Reflex type? Blow through procedure?
A) Procedure:
i. Make sure drain line is clear
ii. Close the steam outlet valve.
iii. Close the water outlet valve.
iv. Open the drain valve.
v. Open the water out valve & let water flow thru it and close the valve after blowing down with water.
vi. Open the steam out valve and blow thru with steam.
vii. Close steam valve.
viii. Close the drain valve.
ix. Now, open the water side valve.
x. Let water fill up 3/4th gauge glass.
xi. Open the steam valve slowly.
52) ISSA code book?
A) International Shipsuppliers & Services Association code book. encoding the international marine
materials
53) SG hunting gear?
54) Axe blade? How fitted?
55) SCBA pressure testing
Low Pressure (2216 psig) and High Pressure (4500 psig)
Parts to be tested
1 Test pressure gauge for cylinder pressure
2 Magnehelic gauge for low pressure testing
3 Test pressure gauge for medium pressure
4 Test hose 6 ft. (See Note)

5 Test bladder
6 Vacuum/Pressure bulb
7 Hose clamps (2)
8 Rubber stopper
9 Quick disconnect connections (2)
10 Tubing tee
11 Connecting socket
I2 Knuckle thread test assembly
I3 Test piece
14 Medium pressure line
15 Test piece
16 O-Ring
17 Flow meter
18 Flow meter adapter
56) Welding surface preparation
1) clean the metal surface with wire remove all oil rust or any other partical from the surface of the metal
2) file the surface to be welded making V-SHAPE
57) No water in gauge glass
58) Flaring tool
A) Flaring tool are adaptive mechanisms used in pipe fittings. They accept pliable metal and expand the ends
of pipes section as needed, sothe pipe can fit to the next section.
59) what is ermato joint
A) A body with conical seat, a nut and ferrule when assembled behind it, tube form ajoint on progressive
tightening the nut on the body the ferrule bites into the outer surface of the tube, thereby ensuring leak proof
joint at high operating pressure.
60) Why copper gasket is annealed?
61) how will supervise a lube oil filter cleaning
A) Bucket filter oil enter from Centre of filter and flows out
1. When pr. Diff. increases across the filter it indication filter is chocked
2. change over to standby filter
3. open top cover
4. remove bucket from the casing
5. dip/clean it with diesel or kerosene
6. clean it with cotton
7. blow air in the opposite to direction of the flow, use cotton as a screen behind it.
62)what precautions have to taken during cleaning of SW line filters?
63) what is dead man’s alarm?
A) dead man alarm system is designed to monitor e/r activity and alert the c/e and other engineers if the e/r
becomes unattended.
64) what will be action if your reliever appears drunk?
A) Refuse to change over the watch and inform person in charge.
65) Your oiler appears drunk what will be your action
66) compound gauge
A) a compound gauge is a press. Guage that displays both –ve and +ve gauge press. Measurement. Gauge
press is a measurement of press. Relative to ambient pr.
67) Pump shaft broken Suggest repair?
68) what is gear back lash?
A) back lash can be defined as a rotational arc clearance formed between a pair of mounted gears. A back lash
(clearance) to any gear set for checking damage caused by gear tooth interference. Lack of back lash causes
following problem.
 Noise
 Overloading
 Overheating of gears and bearing
 Seizing and failure
69) What are the different types of gear seen in ship?
 Spur gear
 Helical gear
 Worm and worm wheel
 Rack and pinion
 Bevel gear
70) what is hunting tooth
A) An extra odd tooth, gear wheel designed to ensure the same teeth do not mesh together, thus
reducing wear.
71) Why is gear oil different from others?
A) Because high pressure exists between the gears, which makes it difficult to substance boundary
lubrication that why high pressure lube oil is used in gear .
72) what are the different type of taps and dies?
A) Type of taps
 Tapper tap
 Plug tap
 Bottoming tap
Type of dies
 According to press opration

 Cutting dies
 Forming dies
According to opration
 Simple die
 Compound die
 Combination die
 Progressive die
 Multiple die
 Transfer die
73) why do we check ullage? How to calculate liquid quantity?
A) Because when ship rolls it becomes difficult to accurate readings
74) What are VRF
75) What do you check while opening piston
 Remove all carbon and varnish from piston.

 Using ring groove cleaner, clean all deposits from ring grooves. Ensure all deposits are cleaned
from ring grooves to prevent ring breakage or sticking. DO NOT attempt to clean pistons using
wire brush.
 Inspect pistons for nicks, scoring, cracks or damage in ring areas.
 Connecting rod should be checked for cracks using Magna flux procedure. Piston diameter must
be measured in manufacturers specified area.
 Using telescopic gauge and micrometer, measure piston pin bore of piston in 2 areas, 90 degrees
apart. This is done to check diameter and out-of-round
 Connecting rod I.D. and out-of-round must be within specification. Measure piston pin bore I.D.
and piston pin O.D. All components must be within specification.
 Connecting rod length must be measured from center of crankshaft journal inside diameter to
center of piston pin bushing using proper caliper.
 Connecting rods should be checked for bent or twisted condition.
 Piston rings must be checked for side clearance and end gap. To check end gap, install piston ring
in cylinder which it is to be installed. Using an inverted piston, push ring to bottom of cylinder in
smallest cylinder diameter.Using feeler gauge, check ring end gap
76) stating air getting hot your action?
77) Draw LS of ball bearing fitted on shaft
78) What is lip seal
A) Marine Auxiliary Machinery MCGEORGE pg no 268
79) mechanical seal
A)Marine Auxiliary Machinery MCGEORGE pg no 149
80) Exhaust below sketch
84) What is dress coupling

A dresser coupling is a device used to repair a leaking pipe.
85) what is bumping clearance? How do you measure it?
A) Clearance volume or bumping clearance is the space between the top of the piston and the cylinder
head of an air compressor. This clearance is an important aspect of the compressors and should be as less
as practically possible to improve the volumetric efficiency of the compressor. The clearance volume
should not be too less or too more. Moreover, it affects the efficiency of the machinery and thus should be
checked at regular intervals of time.
Significance and Effects of Bumping Clearance
In an air compressor, when the discharge valve closes in the end of the compression cycle, a small amount of
high pressure air is trapped in the clearance volume.
Before again taking suction, the air trapped in the clearance volume must expand below the suction pressure
i.e. below the atmospheric pressure.
The expansion of this trapped air in the clearance volume causes effective loss of stroke due to which the
volumetric efficiency of compressor drops. Therefore, the clearance volume has a significant effect on the
efficiency of the compressor.
Effects Due to Less Clearance
Small clearance volume may result in piston banging or colliding to the cylinder head.
This is dangerous when the compressor when is running in unloaded condition without any resistance to
the movement of the piston.
Effects Due to Large Clearance
Large bumping clearance retards the formation of vacuum on the suction stroke and thus less air is drawn
inside for compression and accordingly the weight of the air delivered is reduced proportional to the clearance
volume.
Compressor has to run for a longer period to provide the necessary compression pressure.
Reasons for Change in Clearance Volume
During overhauls of the air compressor, if the gasket fitted between the cylinder head joints is of the wrong
type, then the bumping clearance will increase, resulting in wear down of bottom bearings or wrong bearings
are put in place.
How Bumping Clearance is checked?
Bumping clearance is checked by putting a lead ball or plastic gauges over the piston and then turning the
compressor one revolution by hand.
By doing this the lead ball will compress and the thickness obtained is the clearance volume.
This thickness is measured with vernier caliper or micrometer and is then compared with the manufacturer’s
value. Adjustments are made in case there is an offset in the value.
Adjustment of bumping clearance
Bumping clearance can be adjusted with the help of inserting shims (thin metallic plates) in the bottom
bearings. Inserting shims will move the connecting rod and the piston which will change the clearance.
What should be the Bumping Clearance?
Generally bumping clearance depends on the manufacturer but as a thumb rule it should be between 0.5% to
1% of the bore of the cylinder.
87) Why centrifugal pump started with its discharge valve shut?
A) Pump with close discharge valve .This is because of the high column head it has to withstand .If you open
the discharge valve and start up the pump, then pump has to withstand the high torque which may damage
the pump's motor or prime mover.Be watchful and as soon as the flow is achieved and pressure is there , then
start gradually opening the discharge valve.
88) How will align a pump to it motor
89) what check you will make on bottom end bearing boolts?
 Proper Surface Finish

 Proper Tightening
 Check the bolt for cracks, damage, etc.
 Locking of the nuts should be checked thoroughly.
 Sounding testing by hammer to identify internal flaws and cracks. It should be healthy noise.
90) How will measure ovality of crank pin
A) With reference to the engine manf. tolerances and record sheet, using a calibrated micrometer.
Bottom end bearing is removed from crankpin / piston removed. Surface wiped clean. Then at the
specified points in the record sheet, measure the diameter. Normally at least 0, 45, 90, 135 deg. with ref
to TDC and 5 equal distance locations across the pin.
Normally wear would be seen at the top (highest loaded point), and may require grinding undersize to remove
ovality, followed by thorough oil flushing / locate source of contamination.
91) How hydraulic tightening works
92) Why jack turned back a little while slacking
93) What will you check in up space inspection?
94) How will do crack case inspection.
Safety
1. After stopping the engine shut off all pump

2. Post placards for men at work at starting panel
3. Isolate the engine from stand by mode
4. Shut off lube oil priming pump
5. Open indicator cock
6. Allow engine to cool down
7. Wear all protective clothing
8. Light bulbs should be covered with globe and protective caging
Timing Gear
1. Check the condition of the gear tooth for corrosion pitting broken tooth excessive back lash etc
2. Check lubricating spray nozzle for clogging or breakage
3. Check for condition of cam rollers should be free to rotate on pin surface finish of rollers ans cams
4. All the thee cams for each unit to be checked
5. Check lubrication of each cam
Running gear
1. Check tightening and locking of bottom end bearing bolt use testing hammer
2. Check axial displacement of connecting rod
3. If the crack shaft is buildup type the check the reference mark are in proper position
4. Check for any leaks of water from liner o ring
5. Lube oil pipe to started and check for uniform oil flow
Oil system and pipes
1. If the engine is of dry sump type check the condition of grid and see that if it is clear of any
obstructions
2. Check pip flanges of distribution pipe
3. Check for proper clamping
4. Distribution pipes to checked for proper tightness and not leaking
5. Check underside of each bearing for any metal particles including crankcase
6. Check condition of crankcase painting it should not peel off otherwise it indicates acidic mixture of L/o
7. Check for flow of oil from indivial bearing by starting the lube oil p/p
95) Ship side valve leaking in engine room what will you do
1. Procedure for Overhaul of A/E.
a. Check whether all tools and spares are available or not.
b. If so, then start the Stand by generator.
c. Check all parameters are normal.
d. Now share the load with the help of synchroscope.
e. Again check all the parameters are within normal range.
f. Put full load on the Stand by generator.
g. Stop the generator on which work has to be carried out.
h. Put MEN AT WORK tag.
i. Shut the air starting valve, fuel oil inlet & outlet valves and isolate the system.
j. Let lube oil priming pump run for half hour after then stop it.
k. Drain the jacket water.
l. Remove the cylinder head cover.
m. Remove high pressure pipe.
n. Take out the injector using its tool.
o. Open the rocker arm bolts & remove it from its place.
p. Remove the Jacket water outlet pipe.
q. Disconnect the scavenge & exhaust manifold from the cylinder head.
r. Open the cylinder head bolts using the Torque spanner or hydraulic jack(As provided on your
vessel).
s. Check the lifting gear (Crane & chain block, Eye bolt, etc.)
t. Lift the cylinder head & put it at a suitable place. mount cylinder liner retaining tool consisting
of two tubes on two studs at
cylinder head before piston removal.screw on the nuts and tighten them slightly.
u. Open the crankcase door.
v. Bring the piston to TDC position & attach eye-bolt on it and Attach hook of chain block to
it.(Before bringing Piston to TDC, the top part of liner needs to be cleaned)
w. Bring the piston to BDC and open the bottom-end bolts & remove bottom end bearing.
x. As load of piston is now on Lifting gear, so take it out & put it on the piston stand.
y. Remove the piston rings using ring extractor.
z. Remove the circlip from the gudgeon pin & take out the gudgeon pin, so connecting rod can
be taken out.
1. How do you decide if piston rings should be changed or not?
a. Butt clearance increased then its normal range.
b. Axial clearance increased.
c. Visual condition of piston ring.
1. How you check lifting gear.
a. Check the condition of wire rope & grease it.
b. Check the visual condition of chain.
c. Check the limit switches in the forward, aft, Port & starboard direction are working.
d. Check that emergency button is working.
e. Check the visual condition of the insulated cover is satisfactory.
f. Check overload trip is working satisfactorily.
g. Check the visual condition of chain block, no cracks should be there.
h. Check that safety latch is there on chain block.

1. What checks on piston and liner.
a. Piston:-
i. Check the piston for any cracks.
ii. Check the piston top profile.
iii. Check for any carbon deposits.
iv. Check the butt clearance, axial & radial clearance.
1. What to do if valve seat damaged?
1. Checks on crankcase inspection in Main Engine?
Safety Precautions:
1. Inform bridge and Chief Engineer.

2. If in port, take Immobilization certificate.
3. Get propeller clearance from the duty officer.
4. Shut off starting air valve.
5. Put “Men at Work” tag.
6. Stop lube oil pump.
7. Indicator cocks to open.
8. Turning gear should be engaged
9. Wear proper PPE, Shoes & helmet.
10. No naked lamp to be taken inside.
11. Open the crankcase door taking it as a shield.
12. Ventilate the crankcase door properly.
13. No items should be inside the pockets of boiler suit.
Inspection:
a. Check the condition of lube oil, for any smell, discoloration, degradation.
b. No paint parts to be there in the sump.
c. Turn the engine to BDC and under stuffing box area for any black oil.
d. Check piston rod for any scoring & roughness.

e. Check piston palm bolts & locking.
f. Check the guide shoes and the area around it.
g. Check guide shoe end cover bolts.
h. Check X-head bearing general condition.
i. Check all bearing for white metal.
j. Check oil pan area of every unit for any sludge formations, bearing metals & foreign particles.
k. Check top & bottom of connecting rod bolts, nuts & locking device.
l. Check the axial movement of bottom end bearing.
m. Check slippage of web & journal by reference marks.
n. Check the teeth of transmission gear.
o. Check the tightness of chain drive.
p. Check c/case relief door spring tension, wire mesh & sealing ring.
q. Check & clear the O.M.D sampling pipes.
r. Start the lube oil pump & check flow .
s. Check c/case door sealing condition & close it c/case door.
t. Make sure no foreign matter or tools should be left inside the c/case.
1. Tappet clearances why plus how to check.
Tappet clearance is taken to ensure positive closing of the valve & for thermal expansion of the
valve.
Taking all safety precautions.(See Ans. 1)
Make sure the piston is on TDC.
i. From the marking on the flywheel.
ii. From the fuel cam.

iii. Push rod should be free.
Make sure the engine has cooled down.
Loosen the lock nut of the rocker arm.
Now adjust the tappet clearance between the rocker arm & valve stem by tightening or loosing
the nut below the lock nut.
i. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So, less air for combustion.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will be very
high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure, burning
of exhaust valve, T/C fouling will increase.
i. Valve will open late & close early.
1. What to check if Engine is not starting on air and fuel
Engine not starting on Air:-
a. Low air bottle pressure or air line valve may be shut.
b. Air bottle isolating valve or automatic valve or distributor not functioning.
c. Control air valves faulty or less control air pressure.
d. Start air automatic valve jammed.

e. Turning gear engaged.
f. Reversing has not taken place completely.
g. Control valve for fuel or start is not in it’s end position.
h. Bursting diaphragm on start air line damaged.
i. Fuel lever on maneuvering stand not on remote mode.
j. Auxiliary blower not running or not on ‘auto’ mode.
k. Emergency stop has activated.
l. Interlock is operated.
m. Cylinder air start valve defective or sticky.
n. Piston not in firing mode.
Engine not starting on fuel:
a. Less fuel in service tank.
b. Fuel filter is chocked.
c. Fuel supply pumps not delivering required pressure. Or fuel pump tripped.
d. Fuel level on local maneuvering stand, is not on remote stand.
e. Fuel rack stuck.
f. Fuel pump malfunctioning, jammed plunger.
g. Injector nozzle needle sticking or holes blocked.
h. Compression pressure is too low due to broken piston ring or exhaust valve not closing
properly.
i. Fuel pump relief valve leaking.
j. Start air pressure insufficient to turn the engine fast enough.

1. What to check if Engine is not taking load.
1. What precautions to take to start A/E After overhaul.
a. Water tightness to be checked.
b. Air to be removed from jacket water outlet line.
c. Priming lube oil pump to run before starting the engine.
d. Check the lube oil level.
e. Check the flow of lube oil.
f. Blow through the engine before starting.
1. How to change purifier to clarifier.
Remove the gravity disc.
1. How to select damn ring for purifier.
From the monogram provided with manual, which is drawn with respect to viscosity of oil &
which size damn ring to be used.
If monogram not there, then
a. Chief Engineers experience will come into use.
b. Hit & trial method to be used.
i. First use the largest gravity disc and whether oil is overflowing, if so, then use small size
gravity disc and follow this process until oil stops overflowing.
1. What to check if purifier over flowing.
a. Size of gravity disc.
b. High throughput.
c. Temperature of the oil.
1. How to stop Aux Engine if not stopping by stop handle.
a. Pull the fuel rack to zero position.
b. Operate any trip.
1. Charging gas in Dom Fridge?
1. Close the receiver outlet valve and collect the gas in the receiver.
2. Check the liquid level, if it is below L/3, Charging is reqd.
3. Check the weight of the refrigerant bottle & keep it upright.
4. Connect the charging line to the connecting point and keep it loose.
5. Open the bottle valve slightly and purge the line into the collecting cylinder and then
tighten the connection.
6. Open the charging valve and fully open the bottle valve.
7. Check the liquid level in the sight glass and make sure no air bubble present in the
system.
8. Close the charging valve and the bottle valve.
9. Open the receiver outlet valve & start the compressor.
10. Carry out let detector test.
1. Charging oil in Domestic fridge.
Method 1.
1. Mostly ships have hand p/p provided which develop more pressure than the inside
pressure.
Method 2.
1. Reduce the L.P Cut out setting.

2. Dip the pipe inside the c/case of compressor.
3. Run compressor, vaccum will develop.
4. So, compressor will start sucking the oil.
5. Make sure the pipe is diped fully, because it has got chances of sucking air.
6. If air gets in, then purge it in a separate bottle after charging of oil gets completed.
1. What to check if Room temp (one room) not coming down?
1. What to check if all room temp not coming down?
- Room doors not shut properly.
- Room insulation is bad.
- Air in system.
- Room fans not running.
- Evaporators frosted.
- Compressor not working satisfactorily, unloader defective, valve leaky, rings damagd.
- Expansion valves choked/ malfunctioning.
- Evaporator blocked.
1. What to do if dom. fridge is short cycling/
- L.P Cut out is defective.
- L.P Cut out setting not correct, too low difficult for Cut In.
- Lesser gas flow
1. Less gas in system.

2. Drier Choked.
3. Expansion valve filter choked or Expansion valve Malfunction.
4. Evaporator Choked.
5. Compressor valves leaking.
Actions:-
a. Check L.P. Cut out setting, Cut out pressure OK.
b. Check flow of gas by seeing sight glass which should show full flow of refrigerant.
c. If no full flow- Either less gas or drier chocked, Clean the drier.
d. Check level in receiver, if low, then charge gas.
e. Expansion valve filter choked, then clean it.
f. Expansion valve malfunctioning- Change it.
g. Evaporator choked- Blow-thru evaporator with nitrogen.
1. Overhaul of centrifugal pump.
1. Changing pipe join below floor plate without removing pipe.
1. Can not pump out bilges. What checks? What to do if pipe holed?
1. Check Sounding of bilge tank.

2. Check Bilge tank outlet v/v open or not.
3. Check P/p inlet v/v open or not.
4. Check p/p working properly.
5. If vaccum developing that means hole in pipeline.
If pipe is holed:-
1. Carry out Vaccum test by closing inlet valve & opening outlet /v.
2. If hole is between the inlet v/v and p/p, vaccum will develop, now remove top of v/v and
put water.
3. If hole is in between Inlet v/v and bilge tank outlet v/v, then again put S.W
1. Boiler press coming up and gone above the safety valve lifting pressure. What to do?
Use the easing gear to release the excess pressure.

1. Bridge informs steering not responding. What to do?
1. Air comp bumping clearance how to check and adjust.
1. Start the Stand by compressor.

2. Stop the compressor whose bumping clearance has to be taken.
3. Isolate the system.
4. Put “Men at Work” tag.
5. Loosen the cylinder head bolts and lift it.
6. Measure the diameter /size of the lead ball.
7. Bring piston to TDC and put lead ball on centre of it.
8. Now, put the cylinder head and tighten it to required torque.
9. Now, again loosen the cylinder head bolt and remove the ball.
10. Measure the size of the ball.
11. The difference between the initial size and final size is the bumping clearance.
It can be adjusted by either putting a thinner gasket or putting shim on top half of the bottom end
bearing.
1. Removal of broken stud.
First drill the stud little bit & then use Thread extractor which has left hand thread.
1. Bridge informs lot of smoke from funnel what to do?
1. Reduce load on engine.

2. Check purifier operating alright/ reduce throughput to have better purification.
3. Drain water from settling & service tank.
4. Check scavenge air temperature & adjust if reqd. .
5. Soot blow the economizer.
6. Ensure, fuel oil end heater outlet temperature proper corresponding to attain viscosity at
the point of injection.
7. Check, if any particular Exhaust temperature is higher than others, if so, then stop the
engine, Change the injector with a spare overhauled injector.
8. Check all fuel pump timings are correct or not.
9. Dismantle and carry out overhaul of T/C.
10. Send fuel oil for Laboratory analysis.
Reasons:
1. Improper combustion.
2. Burning of carbon particles collected at EGE.
3. Overloading of engine.
4. Inform bridge & Chief engineer.
5. Raise engineers’ call/emergency alarm.
6. Before starting bilge pump note down the position of vessel & time of starting.
7. Other engineers will in between try to locate the hole or burst of pipe and repair.
8. If ingress of water very high, start another pump.
9. Reduce the engine r.p.m.
10. Change over main s.w suction to emergency bilge suction.
11. If level is still coming up try to protect the motor from short-circuiting , if required start
emergency bilge suction valve.
12. If situation is not coming in control, prepare lifeboat for lowering.
1. Flooding in Engine Room what to do?
1. What checks to be made on Aux Engine when running?
Checks:
1. Check scavenge air temperature.

2. Check Exhaust gas temperature.
3. Check r.p.m
4. Check load on A/E.
5. Carry out peak pressure.
6. Check for any abnormal noise or vibration.
7. Check jacket water inlet & outlet temperature.
8. Check Lube oil temperature & pressure.
1. During running Main Engine stops. What checks?
1. Check whether Emergency stop operated by any personnel.

2. Check level of fuel oil in Service Tank.
3. Check whether purifier working properly.
4. Check whether water is there in Service tank due to improper purification.
5. Low lube oil pressure trip operated, Check L.O P/p developing correct pressure.
6. Control air trip operated, Check control air pressure.
1. Boiler blow back what to do and reasons?
Reasons:-
1. Insufficient pre-purging.
2. Blower not working.
3. Accumulation of oil.
4. Leaky solenoid valve.
5. Dripping of burner.
Action:-
1. Stop the firing.

2. Check the condition of burner, if it is dripping, then overhaul is required.
3. Do the inspection of the furnace.
4. Carry out sufficient pre-purging.
5. Start the boiler on “Auto” mode.
1. Boiler extinguishes what to do?
1. Accept the alarm.

2. Find out the reason for extinguishing:-
3. if too low water level alarm came, then check pump is developing correct pressure or not
, its is working properly.
4. If Tripped on high pressure, let the steam pressure come down.
5. Fuel oil low pressure alarm , then check functioning of fuel pump, oil in service tank.
6. Fuel oil low temp. alarm, then use the heater.
7. Flame failure trip, then clean flame eye, check the furnace & overhaul the burner.
1. Overhaul of fuel valve?
Safety Precautions:-
a. Check whether all tools and spares are available or not.

b. If so, then start the Stand by generator.
c. Check all parameters are normal.
d. Now share the load with the help of synchroscope.
e. Again check all the parameters are within normal range.
f. Put full load on the Stand by generator.
g. Stop the generator on which work has to be carried out.
h. Put MEN AT WORK tag.
i. Shut the air starting valve, fuel oil inlet & outlet valves and isolate the system.
j. Let lube oil priming pump run for half hour after then stop it.
k. Remove the lock nut of the high pressure pipe.
l. Now, remove the high pressure pipe.
m. Take out the fuel injector using it tool.
n. Put it on the testing kit.
o. Check the lifting pressure, atomization, pressure falling steadily, dripping of oil.
p. Now, take out the injector from the testing kit, put in a diesel oil & clean it.
q. Make sure the workshop table should be clean, no rags or jute to be there.
r. Put the injector on the vice and tighten it.
s. Loosen the lock nut of the injector.
t. Now loosen the compression nut to release the spring pressure, then take out the spring.
u. Open the cap nut and take out the needle and guide.
v. Put the parts on the cleaned table.
w. Check the condition of spring by dropping on the floor plate, it should jump and also check it
by tightening in the vice and then releasing. The difference in the length,no cracks to be there.
x. Check visually needle, there shouldn’t be any scoring marks because it is made of Nitrite
material.
y. Try to insert the needle inside the guide at angle of 45degree, the needle should on its own
weight.
z. Check the size of injecting holes by using Go or No go gauge.
i. If go gauge is going then hole size is OK.
ii. If no go gauge going, then it means the size has increased, then nozzle needs to be changed.
iii. Now assemble the injector and do the lifting pressure setting on test kit by adjusting the
compression nut.
iv. After this check the injector again for its lifting pressure, atomization, steady fall of pressure
and dripping.
1. How pressure testing of Globe Valve is done?
a. Blank one side of valve and put water from the other side, check for any leakage.
1. Overhaul of a cylinder head & what all to check?
1. Overhaul of Inlet & exhaust valve of aux.enine?
1. Function of Roto-Cap in valves & how it is overhauled?
a. It helps to rotate the valve during operation with the help of the exhaust gas, so as less wear
occurs and stress doesn’t comes only at one point.
1. What is dye-pentration test, why is it done & how is it done?
Dye-Penetration test is a leak test carried out to know about the leakage/ crack in any part.
In it, first the part or unit is cleaned, paint is removed where the crack is suspected, then it
marked on the unit. If water is coming, then colour will change, which shows the crack.
1. How alkalinity test is carried out?
1. Take 200 ml water sample in the stoppered bottle.

2. Add one P.Alkalinity tablet & shake or crush to disintegrate.
3. If P.Alkalinity is present the sample will turn blue.
4. Repeat the tablet addition, one at a time, until the blue colour turns to permanent yellow.
5. Count the number of tablets used and carry out the calculation:
P.Alkalinity, ppm CaCO3 = (Number of tablet x 20) -10
f. Record the result obtainied on the log sheet provided, against the date on which result was
obtained.
1. Why water is kept heated in hot-well?
1. To prevent oxidation
2. To avoid thermal stress on boiler.
1. Position of Unloader in AC & Ref. compressor ?
Unloader in AC & Ref. compressor is located near the suction valve of the compressor.
1. What all clearances taken in centrifugal pump?
1. The wear ring & impeller.

2. The wear ring & the casing.
3. Shaft and the bush.
1. Why centrifugal pump is not self –priming?

Because of the churning effect it is not be able to remove air positively as mass of air is
relatively zero.
1. What is the position of bearing in centrifugal pump?
Near the impeller.
1. What is the position of piston when taking bearing clearances
- Main Bearing Clearance --B.D.C
- Bottom End bearing clearance—B.D.C
- Cross-head bearing clearance.—B.D.C
1. How to overhaul gear pump and centrifugal pump? And clearance to take.
1. How to take out connecting road?
1. How to test cylinder head relief valve onboard?
1. During maneuvering Bursting disc of air compressor get damaged, what action to take?
1. Inform the bridge about the problem and to give lesser kicks.
2. Start the stand by compressor.
3. Isolate the compressor whose bursting disc is damaged.
4. Change the bursting disc, if available onboard.
5. If Not available, then let the S.W go into the E/room bilges, otherwise Fresh water cooled
, then join a flexible hose and put into the expansion tank.
1. How will you test the crankcase relief door?
The testing of the C/case relief door is done at shore.
1. Reasons of Purifier overflow?

2. Procedure for doing boiler blow down?
Precautions
1. Ensure nobody is near the ship side blow down valve.

2. Not to be carried out in drydock or alongside.
3. Valve sequence to be followed.
4. Boiler shouldn’t be left unattended during blow down.
5. Monitor the end of blow down. Long blow down to be avoided.
6. Don’t blow down to the E/room bilges.
Procedure
1. Ship side valve 1 is opened followed by valve 2.

2. Valve 2 is NR which is fully opened to avoid cutting off seat.
3. Rate of blow down controlled by Valve 3.
4. For scum blow down valve 4 & 5 are used.
1. Action to be taken, if chloride content is excess?
Blow down of boiler to be carried out.
1. How to blow through boiler Gauge Glass?
Procedure:
1. Make sure drain line is clear

2. Close the steam outlet valve.
3. Close the water outlet valve.
4. Open the drain valve.
5. Open the water out valve & let water flow thru it and close the valve after blowing down
with water.
6. Open the steam out valve and blow thru with steam.
7. Close steam valve.
8. Close the drain valve.
9. Now, open the water side valve.
10. Let water fill up 3/4th gauge glass.
11. Open the steam valve slowly.
1. How to tighten boiler gauge glass after overhauling?
Procedure of tightening:
1. First tighten all the bolts by hand slightly without putting any pressure.
2. Now, tighten bolt 1 & 2 equally. Then 3 & 4.
3. Tighten bolt 5 & 6. then 7 & 8 equally.
4. Tighten bolt 9 & 10.
5. Now again tighten 7 & 8. Then 5 & 6.
6. Tighten bolt 3 & 4. then 1 & 2.
Or you can say we first tighten outward bolts of both side & then inward side.
Then we move in opposite steps. i.e. tight inward bolts & then outward bolts.
Differences betwn Watercooled and Oilcooled piston
W - High specific heat capacity therefore removes more heat per unit volume
O - Low specific heat capacity
W - Requires chemical conditioning treatment to prevent scaling

O - Does not require chemical treatment but requires increased separate and purification plant
W - Larger capacity cooling water pump or separate piston cooling pump and coolers although
less so than with oil
O - Larger capacity Lube oil pump, sump quantity and coolers
W - Special piping required to get coolant to and from piston without leak
O - No special means required and leakage not a problem with less risk of hammering and
bubble impingement.
W - Coolant drains tank required to collect water if engine has to be drained.
O - Increased capacity sump tank required
W - Pistons often of more complicated design
O - Thermal stresses in piston generally less in oil cooled pistons
W - Cooling pumps may be stopped more quickly after engine stopped
O - Large volumes of oil required to keep oxidation down and extended cooling period required
after engine stopped to prevent coking of oil
What is Rudder wear Down, Rudder Drop, Jumping Clearence. What is its
purpose and how it is measured?
Rudder wear down refers to the measurements taken generally during a docking
period to indicate excessive wear in the steering gear system particularly the rudder
carrier. This wear down or rudder drop is measured using a special L shaped instrument
called Tramel. When the vessel is built a distinct centrepunch mark is placed onto the
ruder stock and onto a suitable location on the vessels structure, here given as a girder
which is typical. The trammel is manufactured to suit these marks As the carrier wears
the upper pointer will fall below the centrepunch mark by an amount equal to the wear
down.
Rudder Clearance
Pads are welded to the hull and rudder. A clearance is given ( sometimes refered to as
the jumping clearance). As the carrier wears this clearance will increase
What all entries are entered in BDN (Bunker Delivery Note) ?
. Name of Barge/Port
b. Position of vessel.
c. Delivery date
d. IMO number
e. Gross tonnage of Vessel
f. Vessel name
g. Time of starting
h. Time of stopping
i. Product name & code
j. Viscosity at 50 Degree C
k. Density @ 15°C
l. Water Content % V/V
m. Flash Point ° C
n. Sulphur Content % m/m
o. Pour Point °C
p. Quantity taken @ 35°C
What all equipments are carried in a Life boat of a ship?
1. Sufficient buoyant oars

2. 2 boat hook.
3. 2 Buckets
4. 6 Hand Flares
5. 2 Rocket parachutes
6. 2 smoke signals.
7. EPIRB
8. SART
9. Food Ration.
10. 1 knife and 3 tin opener.
11. Hand Pump
12. Tow line
13. Anti-sea sickness tablets
14. 1 set of fishing tackles.
15. Waterproof torch
16. Day light signalling lamp.
17. Radar reflector
18. First Aid Kit
19. Tools
20. Compass
21. Sea Anchor
22. 1 Whistle
23. Portable fire extinguisher
24. Thermal Protective aid
Procedure for lowering of a Life boat ?
1.
1. Minimum of 5 persons are required to lower the L/B.
2. One person goes inside the L/B and passes the end of toggle painter and plugs the
drain.
3. Check all lifeline and falls are clear of L/B.
4. Make fast the other end of toggle painter on a strong point forward of the ship.
5. Remove forward and aft gripes and both person stand by for passing bowing tackle
and tricing pendant.
6. Remove harbour safety pin.
7. Make sure the ship’s side is free of everything, no water or garbage is there.
8. Now, one person lift’s the dead mans handle slowly which releases the brake.
9. The boat along with cradle sides downward till it comes to the embarkation deck.
10. By pulling tricing pendant , bring it alongside the embarkation deck.
11. Persons embark inside the boat.
12. Now, tricing pendant is removed and the whole load comes on falls.
13. Now, boat is further lowered with deadman’s handle.
14. As soon as the boat comes around 1meter above the sea-water, it can be released.
Explain Emergency fire Pump on board ship Location, Capacity and How to check
its performance
Location of Emergency Fire pump :- The space containing the pump

should not be contiguous to the boundaries of machinery space or those spaces
containing main fire pumps.
Normally located at : Steering Gear Compartment, Aft of Collision Bulkhead, Shaft
Tunnel, Forward part of ship.
Capacity:- Shall have capacity not less than 25 m3/hr & pump should be
able to deliver water at following pressure with two hydrants opens:
Passenger Ship above 4000 GRT :- 4 bar
Passenger ship below 4000 GRT :- 3 Bar
Cargo ship above 6000 GRT :- 2.7 Bar
Cargo ship below 6000 GRT :- 2.5 bar
The throw at the top most deck should not be less 12 meter.
Emergency Generator- Location & services or power supplied.

Location:- Should be on the uppermost continuous deck outside from the engine room
but not located at the forward collision bulkhead.
Services Supplied:-
(a) For a period of 3 Hrs at Emergency lighting at every muster & embarkation station.
(b) For a period of 18 hrs at:-
(i) In all service & accommodation alleyways, stairways & exits, personal lift cars
& personnel lift trunks.
(ii) In the machinery spaces & main generating stations including their control
positions.
(iii) In all control stations, machinery control rooms, and at each main &
emergency switchboard.
(iv) At all stowage positions.
(v) At the steering gear.
(vi) At the fire pump & in all cargo pump rooms.
(vii) The navigational lights.
(viii) VHF & MF Radio installation.
(ix) The ship earth radio station.
(x) At all internal communication equipment
(xi) The fire detection & fire alarm system.
(xii) Intermittent operation of the daylight signalling lamp & all integral signals that
are required in an emergency.
Explain Regulations of Air pollution - NOx, SOx, ODS and Volatile substance
MARPOL Annex VI:- Regulation for the prevention of pollution by air from
ships.
Regulation 12:- Ozone depleting Substance

Any deliberate emissions of Ozone depleting substance shall be prohibited. Deliberate
emissions include emissions occurring in the course of maintaining, servicing, repairing
or disposing of systems or equipments.
New installations which contain ozone depleting substance shall be prohibited on all
ships, except that new installations containing HCFCs are permitted until January 2020.
The substances & equipment containing such substances, shall be delivered to
appropriate reception facilities when removed from ships.
Regulation 13:- Nitrogen Oxide(NOx)

This regulation applies to the diesel engine with a power output of more than 130 KW
which is installed on a ship constructed on or after 1st January’2000. & to diesel
engines with a power output of more than 130 KW which has undergone major
conversion on or after 1st January’2000.
This regulation does not applies to emergency diesel engine, engines installed in
lifeboats & any device intended to be used solely in case of emergency.
Limits of NOx:-
a. 17.0 g/Kw-h when n less than 130 rpm.
b. 45.0 x n -0.2 g/Kw-h when is 130 or more but less than 2000 rpm
c. 9.8 g/Kw-h when n is 2000 rpm or more.
Regulation 14:- Sulphur Oxide (Sox)

The sulphur content of any fuel used on board ships shall not exceed 4.5% m/m.
In SECA Area the sulphur content should not exceed 1.5% m/m.
If in SECA area fuel used is having sulphur content more than 1.5% m/m , then exhaust
gas cleaning system to be provided to limit emission of Sox to 6.0g Sox /Kw-h or less.
Regulation 15:- Volatile Organic Compound
Regulation 16:- Shipboard Incineration
Alarms and trips of boiler and IG system
Alarms in IG System
a. Scrubber High Level
b. Scrubber low level
c. Deck seal High level
d. Deck seal low level
e. High O2 Content
f. High blower casing temp.
g. Low lube oil pressure alarm.
Trips in IG System
a. High Casing Temp. trip
b. Low lube oil pressure trip.
c. Low/ no flow scrubber water
d. Low / no flow deck seal water.
e. High boiler pressure trip.
f. Low boiler pressure trip.
Alarms in Boiler
a. Low water level Alarm
b. Too low water level alarm.
c. High water level alarm
d. High fuel oil temp. alarm.
e. Low fuel oil temp. alarm
f. Low boiler pressure alarm.
Trips in Boiler
a. Low Low level water trip
b. High boiler pressure trip.
c. Flame failure
d. Low fuel oil pressure trip.
What are the entries in a Oil record Book? (MARPOL Annex 1. Regulation 17)
As per MARPOL Annex 1. Regulation 17. Regulation for the prevention of pollution by
oil. Enteries done in Oil Record book are:-
a. Ballasting or cleaning of fuel oil tanks.
b. Discharge of dirty ballast or cleaning water from fuel oil tanks.
c. Collection & disposal of oil residues, sludge & bilge oil.
d. Bunkering of fuel or bulk lubricating oil.
e. Any failure of the Oil Filtering Equipment.
f. Date & time of the operation.
What is Rudder wear Down, Rudder Drop, Jumping Clearence. What is its
purpose and how it is measured?
Rudder wear down refers to the measurements taken generally during a docking
period to indicate excessive wear in the steering gear system particularly the rudder
carrier. This wear down or rudder drop is measured using a special L shaped instrument
called Tramel. When the vessel is built a distinct centrepunch mark is placed onto the
ruder stock and onto a suitable location on the vessels structure, here given as a girder
which is typical. The trammel is manufactured to suit these marks As the carrier wears
the upper pointer will fall below the centrepunch mark by an amount equal to the wear
down.
Rudder Clearance
Pads are welded to the hull and rudder. A clearance is given ( sometimes refered to as
the jumping clearance). As the carrier wears this clearance will increase
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What is CAS (Condition Assessment Scheme)?
CAS- Condition Assessment Scheme

Tanker type 1:- Oil Tankers above 20000 DWT, not having segregated ballast
tank(SBT)
Tanker Type 2:- Oil tankers above 20000 DWT having SBT.
Type 1 tankers have already been phased out by 2005.
CAS Applies to only Type 2 tankers. Which are to be phased out in segregated manner
by April 2015.
CAS is a method of checking structural integrity of ship, & its certification by regular
inspection by authority. The said inspections are carried on annually by authorities.
ISM Code, It's Purpose and certificates issued for ISM code
ISM Code:- As per SOLAS Chapter IX. Management for the Safe Operation of Ship.
ISM is International Safety Management Code for safe operation of ships & for pollution
prevention as adopted.
Purpose of this code is to provide an international standard for safe management and
operation of ships and for pollution prevention.
The objective is to ensure safety at sea, prevention of human injury or loss of life &
avoidance of damage to the environment , in particular to marine environment and to
property.
certificate issued for ISM code.

DOC- Document of Compliance . Valid for 5 years
SMC- Safety Management Certificate. Valid for 5 Years
Interim DOC- Valid for 12 months.
Interim SMC- Valid for 6 months
Safety system in a fire line or Why fire line fitted with relief valve and drain valve
Relief valve:- Relief valve is provided if pumps are capable of developing the pressure
exceeding the design pressure of water service pipes, hydrants & hoses. It assists to
avoid any overpressure to develop in any part of the fire main.
The fire line is fitted with relief valve to prevent the damage to pipe in case , the V/L is
fighting fire with the help of shore while in dry-dock.
Drain Valve :- Drain valve is fitted to drain the fire line when not in use & also prevent
the damage to pipe due to icing, while V/L is operating in Sub-zero temperature area.
Maintenance on a CO2 fire fighting system onboard a ship
1. Check the hinges of the CO2 Room door & grease it.
2. Check the pressure gauge.
3. Check the condition of the blower.
4. Check all lightings are properly working.
5. If Manual pull cables operate the remote release controls, they should be checked to
verify the cables & corner pulleys are in good condition and freely move and do not
require an excessive amount of travel to activate the system.
6. Check the weight of the CO2 Bottles.
7. The discharge piping & nozzles should be tested to verify that they are not blocked.
The test should be performed by isolating the discharge piping from the system &
flowing dry air or nitrogen from test cylinder or through any other suitable means.
8. The hydrostatic test of all the cylinders should be done once in 10 years atleast.
9. The alarm to be tested.
10. The CO2 Lines should be blown through with service air.
Testing procedure
a. Close the section isolating valve, this will raise an alarm indicating zone isolation.
b. Now, open the test valve, if no water comes out, then it means the NR valve placed
after the section isolating valve is not leaking.
c. Since, the section after the NR valve remains pressurized, opening of the drain valve
will cause the water pressure in the section line to decrease. A pressure switch sensor
senses the decreased pressure & raises an alarm.
d. Now, close the drain valve, open the section isolating stop valve. To check the flow
switch, open the flow test switch to activate an alarm.
e. All the above alarms will be indicated on the navigation bridge, E/room as well as in
the Fire Control Room. The alarm will also indicate the particular zone from where it has
risen.
f. If all the alarm conditions are satisfied, close all the testing valves, open the section
isolating valve, purge the sprinkler line by air and again keep the line pressurized.
Check from the pressure gauge, that proper pressure has been maintained or not.
Markings on Life boat and life raft of a ship as per LSA Code book chapter 4
As per LSA Code book Chapter 4.
Marking on Lifeboat.
a. Name of Ship
b. Port of Registry
c. IMO Number
d. Lifeboat dimension
e. Carrying Capacity
f. Maker Name
g. Serial number
Marking on Liferaft:
a. Name of Ship.
b. Port of Registry
c. IMO Number
d. Carrying Capacity
e. Maker Name
f. Serial Number
g. Date of last servicing.
Garbage Disposal regulation as per MARPOL Annex V from ship
As per MARPOL Annex V, Regulation for the prevention of pollution by Garbage

from ship.
1. The disposal into the sea of all plastics, plastic garbage bags and incinerator ashes
from plastic products which may contain toxic or heavy metal residues is prohibited.
2. The disposal of garbage i.e., dunnage, lining & packing materials to be made 25
Nautical miles away from the nearest land.
3. Disposal of food wastes and all other garbage including paper products, rags, glass,
metal to be made 12 Nautical miles away from the nearest land.
4. Disposal of food wastes can be permitted if it has passed through a comminuter or
grinder , distance is more than 3 Nautical miles from the nearest land. Such
comminuted or ground garbage shall be capable of passing through a screen with
openings no greater than 25mm.
What is SOPEP and its purpose - Shipboard Oil Pollution Emergency Plan (As per
MARPOL Annex 1, Regulation 37)
SOPEP :- Shipboard Oil Pollution Emergency Plan

As per MARPOL Annex 1, Regulation 37.
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT
& above shall carry onboard a SOPEP approved by the administration.
The SOPEP consists of:-
1. The procedure to be followed by Master & other person having charge of the ship to
report an Oil Pollution incident.
2. The list of authorities or persons to be contacted in event of Oil Pollution incident.
3. A detailed description of the action to be taken immediately by persons onboard to
reduce or control the discharge of oil.
4. The procedures & point of contact on the ship for co-ordinating ship board action with
national & local authorities.
Explain the procedure to pump out Engine Room Bilge step by step.
a. Inform Chief Engineer.

b. Note down the V/L Position from the bridge.
c. Take the sounding of the bilge tank.
d. Check the 15ppm alarm for its proper working.
e. Open the overboard valve , open sea water valve & bilge pump inlet and outlet valve.
f. Note down the time of starting.
g. Start the bilge pump & fill the OWS with sea water. Let the OWS run on sea water for
10-15 mins.
h. Slowly close the sea water inlet valve & start opening the outlet valve of the bilge
tank.
Regulations for pumping out ER bilges in Special areas and outside special areas
Pumping out ER Bilges outside special area:

As per Marpol Annex I, Regulation 15.
Any discharge into the sea of oily or oily mixtures from ships of 400 GRT & above shall
be prohibited except when all the following conditions are satisfied:-
1. The ship should be proceeding enroute from Point A to point B.
2. The oily mixture is processed through an oil filtering equipment.
3. The oily content of the effluent without dilution does not exceeds more than 15ppm.
4. The oily mixture does not originate from cargo pump room bilges on oil tankers.
5. The oily mixture, in case of oil tankers, is not mixed with oil cargo residues.
Pumping out ER Bilges inside special area.

1. The ship should be proceeding enroute from Point A to Point B.
2. The oily mixture is processed through an Oil filtering Equipment approved by the
Administration.
3. The oil content of the effluent without dilution does not exceeds more than 15ppm.
4. The oily mixture does not originate from Cargo pump room bilges on oil tankers.
5. The oily mixture in case of oil tankers, is not mixed with oil cargo residues.
Collision Bulkhead in a ship - Purpose, location and Regulations
Purpose:-
§ Avoids flooding of ship in case of damage to bows.
Location
§ Location is such that it is not so much forward as to get damaged on impact , Neither
it should be too far aft so that compartment flooded forward causes extensive trim by
head. As a rule located at minimum distance to get maximum space for cargo.
§ Minimum at 1/20 of ships length from forward perpendicular
§ The collision bulkhead is continuous to upper most continuous deck
§ The collision bulkhead is 20% stronger than other bulkheads
§ Collision bulkhead is 5 to 8 percent of ships length from forward.
what is tender and stiff ship
Tender Ship:- The ship with a small Metacentric height has a small righting lever at
any angle & will roll easily is said to be tender ship. In tender ship, In it the centre of
gravity lies below the transverse metacentre. The GM is more than GZ. & these kind of
ship are more stable.
Stiff Ship:- The ship with a large Metacentric height has a large righting lever at any
angle & has considerable resistance to rolling. A stiff ship is very uncomfortable. In it
the Centre of Gravity lies above the transverse metacentre.
what is tender and stiff ship.
Tender Ship:- The ship with a small Metacentric height has a small righting lever at
any angle & will roll easily is said to be tender ship. In tender ship, In it the centre of
gravity lies below the transverse metacentre. The GM is more than GZ. & these kind of
ship are more stable.
Stiff Ship:- The ship with a large Metacentric height has a large righting lever at any
angle & has considerable resistance to rolling. A stiff ship is very uncomfortable. In it
the Centre of Gravity lies above the transverse metacentre.
TUESDAY, APRIL 3, 2012
Boiler Gauge Glass Drill or Daily Maintenece
Procedure:
1. Make sure drain line is clear
2. Close the steam outlet valve.
3. Close the water outlet valve.
4. Open the drain valve.
5. Open the water out valve & let water flow thru it and close the valve after blowing
down with water.
6. Open the steam out valve and blow thru with steam.
7. Close steam valve.
8. Close the drain valve.
9. Now, open the water side valve.
10. Let water fill up 3/4th gauge glass.
11. Open the steam valve slowly.
SATURDAY, MAY 5, 2012
What is SOPEP and its purpose onboard a ship?
SOPEP: - Shipboard Oil Pollution Emergency Plan
As per MARPOL Annex 1, Regulation 37:
Every oil tanker of 150GRT and above and every ship other than oil tanker of 400GRT &
above shall carry onboard a SOPEP approved by the administration.
The SOPEP consists of: -
1. The procedure to be followed by Master & other person having charge of the ship to
report an Oil Pollution incident.
2. The list of authorities or persons to be contacted in event of Oil Pollution incident.
3. A detailed description of the action to be taken immediately by persons onboard to
reduce or control the discharge of oil.
4. The procedures & point of contact on the ship for coordinating ship board action with
national & local authorities.
Checks to be done for Purifier over flowing
* Size of gravity disc.
* High throughput.
* Temperature of the oil.
* Operating water level in tank.
* Sealing water is not present in purifier.
* Bowl is not closed properly.
* Seal ring is damaged.
* By mistake if bowl opening water is feeded.
* Increasing the specific gravity of the oil will tend to push the interface outlet and
cause overflow from the heavy phase outlet until the equilibrium is restored.
Methods for measuring tappet clearance in an engine
Dial Gauge Method: -
In this method the fuel injector is taken out and from the opening a dial gauge is put
inside. Then the turning gear is engaged and the engine turned over. The pointer of the
dial gauge will move in one direction and then stop and start in opposite direction. The
moment the pointer of the dial gauge stops and changes its direction of movement is
the TDC of the unit. This method is not normally used in day-to-day practice, but may
be used in the calibration of the flywheel if it is not calibrated, or after some repairs
Camshaft Method: -
The camshaft window of the engine can be opened up and the camshaft inspected. The
cam of the engine has a base circle, and acceleration and dwell periods. If the roller of
the follower is at the base circle, then the particular valve is closed by spring action.
When both the exhaust valve and the inlet valve follower are on the base circle, then
the unit is also at TDC. It must be remembered that as a four-stroke engine has two
rotations of the crankshaft there is one injection TDC where the injection and the
combustion take place. The second time the piston is at TDC is when the exhausting of
the flue gases takes place. It is very important to identify the combustion TDC, as
tappets have to be adjusted at that point.
Cam Profile
Crankcase Method: -
In this method the crankcase doors are opened up and the piston is visually checked
whether is going up or down. This is the surest method, but a bit cumbersome. It
should be used when you have a strong doubt about the other methods.
Valve Spring Method: -

This is not an independent method but is used in conjunction with the flywheel method.
In this method if the flywheel is indicating two units, you can check the springs of both
the units. The unit in which the springs are loose is the one at TDC. The caution is that
this method is useful for an engine in use. If you have removed the rocker arms during
the overhaul and thereafter you want to use this method then it can cause errors.
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What is the effect of less and more tappet clearances in an engine
I. Valve will open early & close late
ii. Air induced through inlet valve may leak out. So less air for combustion.
iv. Fuel consumption will increase, engine may become unbalanced, exhaust temp. will
be very high.
v. In worst condition, valve may remain open, resulting in loss of compression pressure,
burning of exhaust valve, T/C fouling will increase.

I. Valve will open late & close early.
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How aft peak tank is sealed from stern tube?
The propeller enters the shaft outside from the ship, acting as its barrier. In case of
water-cooled Stern Tube, Gland packing is used to prevent water ingress inside. But
incase of Lignum vitae bearing, some water is allowed to go.
In case of Oil cooled Stern tube, the rubber seals fitted with springs are used.
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Importance and precautions during fuel oil bunkering ?
1) Sawdust is a great absorbent and hence ample amount of sawdust should be kept in
sacks on deck so that if any leakage takes place during the bunkering procedure, it can
be easily controlled by putting sawdust on it.
2) Proper means of communication with the use of hand held radio sets or other means
should be established between the ships crew and the staff at the bunkering installation
to avoid misunderstandings.
3) The scuppers should be closed to make sure that no oil goes overboard.
4) Drips trays should be closed off.
5) The bunkering lines should be properly checked and fuel tank valves should be
carefully checked before commencing bunkering.
6) Valves not in operation should be effectively sealed off.
7) A sounding of all the ship tanks should be done before starting the bunkering
operation.
8) Sounding equipment should be checked properly before the bunkering starts.
9) A marker to indicate the filling up of a particular tank should be used.
10) Port authorities should be immediately contacted in case of a major oil spill.
11) There should be no damage to the hose and it should be of a sufficient length. The
couplings should also be checked for any damage.
12) High level alarms of bunker tanks should be properly checked for their functioning.
13) The SOPEP lockers should be checked whether they have sufficient supplies.
14) Oil absorbing apparatus like oil absorbing pads should be kept at important areas to
reduce any oil leaks.
15) Make sure the bunkering plans are agreed upon by all officers onboard the ship.
16) Discuss the procedures to be undertaken in case of an emergency with the supplier.
17) A proper system of signals for communication should be established between the
shipboard crew and suppliers.
18) Fire extinguishers and other fire fighting apparatus should be readily available.
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Action in case of Purifier room fire
A purifier room is one of the most probable places in the engine room to catch fire.
Purifier room fire has been the reason for several major accidents on various ships in
the past. In this article we will learn about everything related to purifier room fires.
As we all know, for a fire to happen, three things are needed and in the purifier room
all these things are present. These three things are – fuel oil which is present in
abundant (lubricating oil in lube oil separator and fuel oil or diesel oil in fuel oil
separator), air for combustion, and a heat source such as extremely hot oil, electrical
short circuit etc.
When all these things are present together and lie within the flammable limit, a fire can
take place.Therefore, if a spray of oil takes place through a leaking pipe over a hot
surface or over an electrical point, a fire can immediately take place.
Prevention of Purifier Fire

The following points are to be followed in order to prevent purifier room fire:
1) All the pipes leading to the separator are to be double sheathed; the reason for this
is that if inner pipe leaks, then it will not spray all over the place but instead it will leak
into outer pipe.
2) Drip trays should be provided below the purifier or separator, so that in case of oil
spill the oil will not flow and spread in the purifier room and contact with any hot
material and catch fire.
3) All the pipes with flanges or connections are to be covered with anti spill tapes which
can prevent spill from the flanges in case of a leakage.
4) Fire fighting system such as water mist and CO2 system should be installed.
5) Quick closing valves and remote stopping of pumps and purifier should be provided.
6) Fire detection and alarm system are to be provided so that quick action can be
taken.
How to fight purifier room fire
A small purifier fire can be easily stopped with the help of small fire extinguisher. In
case of a bigger fire, the following steps should be taken:
1) As soon as fire alarm is sounded, call the chief engineer and locate the fire.
2) Close the quick closing valves from which the oil is leaking.
3) Stop the transfer pump.
4) Both transfer and quick closing valves can be closed from remote location like ship
control center or from the engine control room.
5) Stop all the motors and electrical equipments, which can be stopped from emergency
stop button outside the purifier room.
6) The fire can be stopped with the help of fire extinguisher.
7) In case of a big fire, close the air supply pump and exhaust from the purifier room.
8 )The fire can be stopped by releasing water mist system if present on the ship.
9) Entry in the purifier room is made putting on the fire fighter suit, along with self
contained breathing apparatus (SCBA) and fire hose.
10) The fire can be extinguished with the help of spraying water.
11) In case the fire is still not extinguished then the chief engineer will decide about
using the carbon dioxide bottles for fighting fire.
12) When these bottles are to be used, there should not be any person present inside
the Purifier space as Co2 can cause suffocation due to displacement of air and the
person involved may die.
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Safety features in marine air compressor
Every Air compressor on a ship is fitted with several safety features to avoid abnormal
and dangerous operational errors of the equipment. If safety, alarms and trips are not
present on the air compressor, abnormal operation may lead to breakdown of the
compressor and may also injure a person working on or around it.
Relief valve: Fitted after every stage to release excess pressure developed inside it. The
setting of the lifting pressure increases after every ascending stage.
Bursting disc: A bursting disc is a copper disc provided at the airside of the compressor.
It is a safety disc, which bursts when the pressure exceeds over the pre-determined
value.
Fusible plug: Generally located on the discharge side of the compressor, it fuses if the
air temperature is higher than the operational temperature. The fusible plug is made up
of material, which melts at high temperature.
Lube Oil low-pressure alarm and trip: If the lube oil pressure goes lower than the
normal, the alarm is sounded followed by a cut out trip signal to avoid damage to
bearings and crank shaft.
Water high temperature trip: If the intercoolers are choked or the flow of water is less,
then the air compressor will get over heated. To avoid this situation high water
temperature trip is activated which cut offs the compressor.
Water no-flow trip: If the attached pump is not working or the flow of water inside the
intercooler is not enough to cool the compressor then moving part inside the
compressor will get seized due to overheating. A no flow trip is provided which
continuously monitor the flow of water and trips the compressor when there is none.
Motor Overload trip: If the current taken by motor during running or starting is very
high then there is a possibility of damage to the motor. An overload trip is thus fitted to
avoid such situation.
High Air Temperature Trip
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How mud and water removed from ship chain locker ?
The chain moves through the chain pipe and the hawse pipe as the anchor is raised or
lowered. The chain pipe connects the chain locker to the deck and the hawse pipe runs
from the deck through the hull of the ship. When recovering the anchor, the anchor and
chain are washed off with a fire hose to remove mud, marine organisms, and other
debris picked up during anchoring. Seawater from the fire hose is directed either
through the hawse pipe or directly over the side onto the chain while recovering the
anchor.
The top of the chain pipe has a canvas sleeve to keep water from entering the chain
locker through the chain pipe. Under rare circumstances, like heavy weather, rain or
green water (seawater that comes over the bow during heavy weather) gets under the
chain pipe canvas cover and into the chain locker. A diagram of a typical chain locker is
provided in Figure 2.
Any fluid that accumulates in the chain locker sump is removed by either drainage
eductor for discharge directly overboard or by draining the chain locker effluent into the
bilge.
As the fluid in the chain locker sump is being drained for overboard discharge, the
locker is sprayed with firemain water to flush out sediment, mud, or silt. An eductor is a
pumping device that uses a high velocity jet of seawater from the firemain system to
create a suction to remove the accumulated liquids and solids.
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Maintenance carried out on a portable fire fighting extinguishers
* Portable fire extinguishers are to be examined by a competent person annually.
* Each portable fire extinguisher is to be provided with a label indicating that it has
been examined and the date of the examination, or the date of next examination.
* Containers of permanently pressurized portable fire extinguishers and propellant

bottles / containers of non-pressurized portable fire extinguishers shall be hydraulically
pressure tested as follows:
a. Powder extinguishers every 10 years
b. CO2 extinguishers every 10 years
c. Other extinguishers every 10 years
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What all maintenance are carried out on CO2 fixed fire fighting installations
* CO2 bottles of fixed CO2 fire extinguishing installation shall be hydraulically tested 20
years after the date on which the bottles were put into use, and every 5 years
thereafter.
* The quantity of the medium in the CO2 bottles should be checked once every 4 years.
This may be carried out in batches of 25% of the CO2 bottles annually, or 50% of the
CO2 bottles biennially or in accordance with the ship’s maintenance so long as every
CO2 bottle is checked once every 4 years.
* All stop valves should be checked monthly to ensure that they are in their proper
open or closed position.
* The installation should be checked monthly for leakage.

* All CO2 bottle connections for cable operating clips should be checked for tightness
every 3 months.
* All control valves should be inspected annually, and internally inspected every
5 years.
• Air should be blown through the piping of the installation annually.

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Requirements for the storage of CO2 storage room?
Carbon dioxide storage rooms
The following requirements are applicable only for the storage rooms for fire-
extinguishing media of fixed gas fire-extinguishing systems:
1) The storage room should be used for no other purposes;
2) If the storage space is located below deck, it should be located no more than one
deck below the open deck and should be directly accessible by a stairway or ladder
from the open deck;
3) Spaces which are located below deck or spaces where access from the open deck is
not provided, should be fitted with a mechanical ventilation system designed to take
exhaust air from the bottom of the space and should be sized to provide at least 6 air
changes per hour; and
4) Access doors should open outwards, and bulkheads and decks including doors and
other means of closing any opening therein, which form the boundaries between such
rooms and adjacent enclosed spaces, should be gas tight.
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What are the main components of a Ship's hull?
The main components are the framing or skeleton to which the platting or skin is
attached. The backbone of the skeleton is the keel to which the frames or ribs are
connected. Deck beams are fitted between the side frames across or athwart the hull
and are fastened to it by brackets. The frames are shaped to the hull lines and the deck
beams are given a slight curve or beam round.
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Checks during a Marine Main Engine crankcase inspection
The crankcase inspection is done every month whenever the ship is in port and there is
sufficient time for inspection. Thorough inspection is required during this to analyze the
condition inside and damage to the bearings.
Before inspection following procedures has to be followed: -
Permission has to be taken before reaching port to make sure that the authority is not
having any problem with this. This is called Immobilization permission of the main
engine.
After the permission is received the checklist has to be filled.
Safety issues have to be discussed with the people taking part in the inspection.
When the engine is in “stopped” condition, the lubricating oil pump and cross-head oil
pump have to be stopped and the breaker taken out so that it doesn’t start on its own
or by any other person by mistake.
Proper sign and placards to be displayed regarding men at work.
Since engine crankcase is an enclosed space, an enclosed space checklist is also to be
filled.
After stopping the engine and the pumps the crankcase doors have to be opened and
sufficient time is to be given to cool and ventilate the space as the temperature inside is
very hot and deprived of air.
After the cooling and ventilating the space, the person entering the space should be
with proper personnel protective equipments like boiler suit, safety harness, and anti
slipping pads for shoes.
Make sure there are no tools, pen etc in your pockets which might drop inside and
cause damage to bearing and machinery parts
Before entering, the person has to be detailed as what needs be checked inside. Special
attention is also given if technical department specifies any other issue or any major
problem found on other ships.
Inside Crankcase Following Checks are to be made: -

1. Check the overall quality of oil whether it is clean or dirty with carbon particles.
2. Check for any distinguished smell, if found, this could be because of bacterial
contamination of oil. The smell is generally of rotten eggs.
3. Check for any metal particles near the grating in the crankcase.
4. Check the condition and damage to the gratings.
5. Check the slip marks on the web; they should be in the same line. If slip is found
then report is to be made to the company and classification society regarding this.
6. Check for any bluish dark patches, this indicates that hot spots are caused by friction
of insufficient lubrication.
7. Check crosshead for any damages.
8. Check crosshead guides for damages and marks.
9. Check the bedplate for any welding cracks etc.
10. Check any metal seen near the bearings coming out due to wiping.
11. Check for piping and any loose connections between them.
12. Check the locking wires and locking washers on bolts of stuffing box.
13. Make any other checks specified by technical department.
14. Before coming out make sure there is nothing left inside.
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Difference between a Clarifier and a Purifier and how to change a purifier to
clarifier?
The main difference between a clarifier and a purifier is the presence of a dam ring in
the latter. In a purifier, the interface or the line of separation between the oil and water
is created using a dam ring. The position of the dam ring plays an important role in the
generation of interface and thus in the clarifying process. For example, if the diameter
of dam ring is large, the interface moves out towards the periphery and as a result
some oil is discharged with water from the water outlet. Also, if the diameter is small,
the interface formed will be more inwards and water will be discharged with the oil
from the oil outlet.
The diameter of holes in the dam rings also plays an important role in the creation of
interface and purification process. If the diameter of the holes is more, the interface is
formed towards the periphery and oil globules are found with water and sludge. If the
diameter is less the oil-water interface moves inwards and water is released with the
clean oil discharged.
However, clarifiers do not have a dam ring but have a sealing ring which seals the
water outlet. This prevents the impurities and water to remain inside the bowl unless
opening the cleansing bowl discharges them automatically or manually. Also, the conical
discs in a clarifier usually don’t have feed holes in them but if they do, then a disc
without any holes is fitted at the bottom of the stack.
Another difference between a clarifier and purifier is that a purifier needs to be filled
completely with water for the generation of a seal that prevents the oil to leave from
the water outlet. Whereas a clarifier doesn’t needs to be filled up with water. Purifiers
are used for filtering lubricating oil whereas clarifiers are not used for the same unless
the oil is completely devoid of water.
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Precautions before starting Auxiliary engine after overhaul
* Turn engine through flywheel for checking any restrictions.
*Water tightness to be checked.
* Air to be removed from jacket water outlet line.
* Priming lube oil pump to run before starting the engine.
* Check the lube oil level.
* Check the flow of lube oil.
* Blow through the engine before starting.
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What all safety trips are present in Marine Auxiliary Engine ?
The various trips and alarms are mentioned as follows
Alternator bearing low oil level alarm & trip
Alternator bearing high temperature lube oil alarm &trip
Low sump oil level alarm and trip
Lube low oil pressure alarm and trip
Reverse current trip
Over speed trip
Over load trip
High and low frequency trip
Jacket cooling water low-pressure alarm
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1) BILGE PUMP TAKING SUCTION FROM BILGE TANK BUT NOT TAKING FROM BILGE WELL TELL THE
REASON
2) CARGO OIL PUMP RPM REDUCES WHILE STRIPPING WHY..???
3) WEAR RING LOCATED IN CENTRIFUGAL PUMP___________
4) WHAT IS PROVIDED TO AVOID LEAKAGE BETWEEN BEARING AND GLAND PACKING OF
CENTRIFUGAL PUMP…???
5) FUEL OIL HEATER REPAIRING PROCEDURE
6) MAIN ENGINE BEARING BOTTOM HALF REMOVAL PROCEDURE
7) VESSEL IS AT DRYDOCK , WHO ISSUE HOT WORK PERMIT…??? Options were CE, 2E, shipyard
engineer, or ship superitendendent..
8) WHICH PROCESS IS NOT DONE ON MILD STEEL ..???? options were hot plating, electrolysis,
explosion bonding, metal spraying
9) AIR COMPRESSOR AIR COOLER TYPE…???options were spring type, floating type, fixed tube , u
tube..
10) Some questions were on corrosion and from galvanic series material
Guys these are the questions were asked in e pariksha….let us disscuss whatever u knows…
And if u have any more questions which were asked in online exam before post it here
because nothing is available uptill now to prepare online MEP paper..

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Class IV oral question in MMD Kolkata for function-3,4b &6

1. Moulded Depth (refer H J Pursey):

5. Flush deck ship :

8. What is flare? What is advantage? (refer H J Pursey)

13. Maintenance of fire hydrants, hoses and nozzles?

14. Single Screw pump?Overhauling? Material of the stator(non ferrous)?RUBBER

Praveen Gaur Page 1

15. What are the requirements of EEBD as stated in SOLAS ?

Praveen Gaur Page 2

16. Lowering of the life boat?(step by step procedure)

19. How the vessel is built? (refer H J Persy)

21. Stealer strakes:

25. What is web-frame? Where it is used?

29. Emergency towing arrangement and specification of the rope?

Praveen Gaur Page 3

Action taken in case of leakage from the discharge connection :

33. what is bar keel? draw it.

34. what is buoyancy tank?

35. What is prismatic coefficient? Block coefficient?

36. how s statical stability curve drawn?p-90 reeds

37. what r d clearances u ll take in drydock?

Praveen Gaur Page 4

38. hw 4s diesel eng works?

39. what s blowpast? causes? whre d blowpast goes

44. Purifier motor n vertical shaft r connected. explain complete arrangement?

Praveen Gaur Page 5

45. hw ll u plug smoke tube boiler leaky tube?

47. what s running direction interlock? hw s d arrangement? hw it s working?(refer arahna)

Ship identification number

Praveen Gaur Page 6

49. what is howse pipe ,spurling pipe, camber.

Engine room : ( Unmanned Machinery Spaces) :

51. j.c.w test, flywheel & governer function.

52. propeller type, crack detection, fractional distillation of crude oil.

Crude oil left from above:

Praveen Gaur Page 7

53. how d.c.p. work on fire.

54. diference b/w bulk and tanker...

56. lifeboat safety.....

Praveen Gaur Page 8

63. tappet clearence and purpose

66. refrigeration cycle , purpose of solenoid v/v

67. exhaust valve operation

69. recharging LO in refrigerant compressor.

70. botom end bolts slackening procedure , step by step .

72. boiler burner maintenance.

73. OMD alarm , what will u do ?

Praveen Gaur Page 9

74. what is bore cooling?

75. what is priming of boiler?

76. what is lost motion in sulzer?

77. What are the safeties in windlass?

78. how to ensure hatch covers are watertight?

81. how pipes r supported to reduce vibration?

82. what is striker plate

88. Tumble home

89. why ballast tanks r provided?

90. garbage nd annex 5

91. centrifugal p/p o'haul