MAIN ENGINE

1. What is eco speed? Eco speed or slow steaming is a practice to reduce sailing speed to reduce
fuel oil consumption. And the speed where the engine runs without using the blowers.
2. What is your understanding of max speed? Is it maximum rpm or maximum load? Maximum
Continuous Rating or MCR: It is the maximum power output engine can produce while running
continuously at safe limits and conditions
3. Precaution to take for ME running at full speed during rough weather: either reduce speed or
put control in rough weather mode to control the fluctuation of engine load due to propeller
rising, also check sump tank level of oil due to high ship movement
4. What is specific cylinder oil consumption? How much you maintain? Cylinder oil consumption is
oil used to lubricate the cylinder liner. It depends on the state of the cylinder liners normally
from previous vessels around .95 g/kw/hr and it changes if we overhaul the piston and change it
with new rings. As much as possible we maintain a storage for about 2 voyage
5. How do you record M/E performance? I take p-max and other datas required by filling and
following the e-gics form and the company form.
6. How do you calculate ME fuel consumption? By subtracting the M/E fuel oil flowmeter present
reading to the flowmeter past reading for 1 hour then times 24 hours.
7. Plan for M/E unit overhaul: check the spare parts needed, request if missing or lacking , for big
overhauls like pistons seek with SI for approval and other advise. Check the manual for proper
overhauling and for specific loosening and tightening torques.
8. Various sources of water ingress in M/E system lube oil: Lube oil cooler, condensation, worn out
o-rings, M/E jacket cooling system leaks
9. Reasons for M/E jacket water pressure fluctuation? Air unreleased after performing overhauling
due to not properly vented, expansion tank level insufficient, valves states partially closed or
open, crack in the head or the liner, overheating of jacket water
10. Precaution while overhauling M/E stuffing box: check the spring tension, the measurement of
the rings, their positions and clearances.
11. Slide type fuel valve? New type of valve that reduces the amount of waste products and give
better combustion due to the removal of sac volume which contains oiland drips to the piton
top
12. M/E unit cut off procedure: fuel pump: close inlet valve, remove high pressure pipes, plug air
supply to puncture valve, remove puncture valve, remove suction valve, turn over flywheel until
circular part of the cam of the unit, put the lifting tool then turn the nut to pull the roller guide
upward as far as possible then lock the tool in position. Rotate the flywheel one full turn to
check if it is clear.
If water leak, Put the exhaust valve out of action in an open valve position, then remove supply
air, stop L.O. pump then dismantle and block L.O. actuator pipe and start L.O. pump.
Close jacket water inlet and outlet valves and drain if possible.
Dismantle starting air pipe and blank off the main and control air pipe for the unit.
If no water leak exhaust valve is at clos position.
 13. Max deviation allowed in p-max of m/e: standard value of dev is 3, I think +5 or -5 of average
value
14. M/e cylinder oil feed rate vs Sulphur% criteria: .6g/kwh for Sulphur content 3% below and
.20g/kwh x sulphur percent for Sulphur content above 3%,, low Sulphur oil calls for less alkaline
lube oil
15. To check when M/E cyl oil consumption is high: Check for leak in the line, check feed rate, check
flowmeter if working properly, check ship’s speed
16. Significance of tell-tale hole: to know if the o-ring is leaking
17. M/E exhaust valve closing to slow: air leak / low air pressure, no lubrication, wrong o-ring size,
worn-out o-ring and seal rings
18. Bad combustion of M/E: bad, contaminated fuel oil, wrong fuel temperature, wrong scavenging
air temperature, fuel injector valves, piston rings
19. If M/E air cooler tube is leaking what to do: plug the tubes with the supplied plugs
20. M/E scavenging inspection: Check piston rings, check liner, check flapper valves, check drain
lines, check accumulation of deposits

During scavenge space inspection, following items especially related to piston rings must be inspected:

 Check condition of sludge for any metal particle

 Check whether flap valves through which air enters scavenge space is free or not
 Check Piston Rings ( for good piston ring Condition)

When good and steady service conditions have been achieved, the running surfaces of the piston rings and cylinder liner will be
worn bright (this also applying to the ring undersides and the “floor” of the ring grooves, which, however, cannot be seen). In
addition, the rings will move freely in the grooves and also be well oiled, intact, and not unduly worn.

The ring edges will be sharp when the original roundings have been worn away, but should be without burrs.

 Check Piston Rings for Micro-Seizure

Causes and symptoms of piston ring seizure

lf, over a period of time, the oil film partially disappears, SO that dry areas are formed on the cylinder wall, these areas and the
piston ring surfaces will, by frictional interaction, become finely scuffed and hardened, i.e. the good “mirror surface” will have
deteriorated.

In case of extensive seizures, sharp burrs may form on the edges of the piston rings.

Effect of piston ring seizure

A seized surface, which has a characteristic vertically-striped appearance, will be relatively hard, and may cause excessive
cylinder wear.

Due to this hardness, the damaged areas will only slowly disappear (run-in again) if and when the oil film is restored. As long as
the seizure is allowed to Continue, the local wear will tend to be excessive.

Seizure may initially be limited to part of the ring circumference, but, since the rings are free to “turn’ in their grooves, it may
eventually spread over the entire running face of the ring.

The fact that the rings move in their grooves will also tend to transmit the local Seizure all the Way around the liner surface.
What to do in case of piston ring seizure?

lf seizures have been observed, then it is recommended that the cyl. oil dosage is temporarily increased.

 Check Piston Rings for Scratching

Causes or reasons of piston ring scratching:

Scratching is caused by hard abrasive particles originating from the ring itself, or, usually, from the fuel oil. As regards liner and
ring wear, the scratching is not always serious, but the particles can have serious consequences elsewhere.

 Check Piston Rings for sticking

lf, due to thick and hard deposits of carbon, the piston rings cannot move freely in their grooves, dark areas will often appear on
the upper part of the cylinder wall (may not be visible at port inspection). This indicates lack of sealing, i.e. combustion gas
blow-by between piston rings and cylinder liner.

The blow-by will promote oil film breakdown, which in turn will increase cylinder Wear. Sticking piston rings will often lead to
broken piston rings.

The free movement of the rings in the grooves is essential, and can be checked either by pressing them with a wooden stick
(through the scavenge ports) or by turning the engine alternately ahead and astern, to check the free vertical movement.

 Check Piston Rings for Breakage/Collapse

Broken piston rings manifest themselves during the scavenge port inspection by:

– Lack of “elastic tension’, When

the rings are pressed into the groove by means of a stick – Blackish appearance – Fractured rings – Missing rings.

Piston ring breakage is mostly caused by a phenomenon known as “collapse”. However, breakage may also occur due to
Continual striking against wear ridges, or other irregularities in the cylinder wall.

Collapse occurs if the gas pressure behind the ring is built up too slowly, and thereby exerts an inadequate outward pressure. In
Such a case, the Combustion gas can penetrate between the liner and ring, and violently force the ring inwards, in the groove.
This type of sudden “shock” loading will eventually lead to fracture — particularly if the ring ends “slam” against each other.

 Piston Rings: Blow-by.

Leakage of Combustion gas past the piston rings (blow-by) is a natural Consequence of sticking, collapse or breakage in the later
stages, when blow-by becomes persistent, it is usually due to advanced ring breakage, caused by Collapse.

Blow-by is indicated by black, dry areas on the rings and also by larger black dry zones on the upper part of the liner wall which,
however, can only be seen when overhauling the piston (or when exchanging the exhaust valve.

 Deposits on Pistons

Usually some deposits will have accumulated on the side of the piston Crown (top land). Carbon deposits on the ring lands
indicate lack of gas sealing at the respective rings.

If the deposits are abnormally thick, their Surfaces may be Smooth and shiny from rubbing against the cylinder wall. Such
Contact may locally wipe away the oil film, resulting in micro-seizure and increased wear of liner and rings.
  Lubricating Condition

Note whether the “oil film” on the cylinder wall and piston rings appears to be adequate. All piston rings should show oil at the
edges.

White or brownish coloured areas may sometimes be seen on the liner surface. This indicates corrosive wear, usually from
Sulphuric acid and should not be confused with grey-black areas, which indicates blow-by.

In such cases it should be decided whether, in order to stop such corrosive attack, a higher oil dosage should be introduced

21. M/E critical spares ROB: Fuel injector, exhaust valves, piton complete, liner, cylinder head, F.O.
pump, connecting rod bearings, stuffing box complete, stud and nuts, crank pin bearing,
crosshead bearing,
22. M/E shut down alarms:

 Lube oil inlet pressure to engine is very low <1 bar

 Cam shaft Lube oil pressure is very low < 1.5 bar
 Very high Jacket cooling water temperature >95 deg C
 Low Jacket cooling water pressure < 0.1 bar
 No flow of Cylinder lube oil
 Thrust block temperature very high > 90 deg C
 Lube oil inlet pressure for turbocharger is low < 0.8 bar
 Over speed of the engine which activates shut down at 107 % of Max. continuous rating MCR

23. M/E slow down alarms:

 M/E slow down alarms: Lube oil pressure falls to 1.5 bar
 Cam shaft pressure falls below 2 bar
 There is no flow of piston cooling media (water or oil)
 Oil mist detector or Main bearing sensors has been activated
 Lube oil temperature at the inlet of engine is high > 60 deg C
 Piston Cooling temperature is high > 75 deg C
 Jacket water Temperature is high > 88 deg c
 Engine cylinder exhaust temperature is high > 450 deg C
 Scavenge air temperature is high > 65 deg C
 Thrust block temperature is high > 75 deg C
 Low flow of Cylinder lube oil
 Control air pressure is low < 5.5 bar

24. Slow down due to oil mist detector alarm: check if it is true or not, reset if it returns maybe true
or faulty sensor, if it is true tell c/e and master the ship needs to stop. After stop open indicator
cocks, then continues turn of M/E flywheel, then check crankcase door temperature if hot,
prepare fire extinguisher just in case, when the alarm is off and the M/E has cool down, open
crankcase and inspect also bring gas detector
25. M/E main bearing overhaul: check for spare, inform S/I, Read manual, check the specified
torques, prepare all tools needed, clearance values before and after overhaul, tool box meeting,
risk assessment, entry permits, ventilation of crankcase, bearing metal condition,
 Prior to Opening Bearing for Repair/ Survey:

– Ensure to check the previous bearing opening/ survey report

– Check details of the records and clearances
– Check all bearing related service letters from the manufacturer
– Check shore lube oil analysis record
– Perform onboard lube oil test and note down the results
– Check work done report or log book for any important points on the bearings (grinding
or pin/ under or oversize bearing etc.)
– Check all the photographs of the last opened bearing
– Perform tool box and risk assessment of the job
– Take immobilization permission from port authority

During Bearing Repair/ Survey

– Ensure crankcase is properly ventilated and proper personal protective equipment
(PPE’s) like helmet and safety harness are worn by those working
– Check and record clearance of the bearing
– Check the condition of bearing metal
– Check for signs of squeezing, scoring, cracking, pitting etc.
– Check the surface shine of the pin – it should be shiny in appearance
– If scoring, pitting, cracks etc. exist in the pin, same to be polished, grinded, or
reconditioned
– Replacement of bearings to be be done as per maker’s instruction. For e.g. if overlay
alloy is wiped out or oil wedge in the bearing is reduced in dimension etc.
– The pin and the bearing to be thoroughly cleaned and lube oil to be put before fitting
– Take enough photographs while doing the maintenance or survey

After Repair/Survey:
– Ensure the bearing and other parts are secured as per manual instructions
– The tightening value of the hydraulic bolts to be crosschecked and it is to be done in the
presence of senior engineer officer
– Engine to be turned by turning gear for at least 10 minutes with lube oil pump on and
oil pressure recorded
– The turning gear current to be observed during this process
– Once the engine is closed and ready, running-in to be performed as per makers
instructions
– Record all the parameters
– Prepare the maintenance/ survey report
– File the report in ship’s record and send the complete work with photo proof to the
office. This can be used as a reference during continuous machinery survey and the
concerned bearing need not to be opened.

26. ME LO FIVA: Fuel injection valve actuator, I think we need to check the filters of L.O. and the
pressure of oil
 27. Alpha lub alarm in restricted waters: it will automatically go to bcu if not manually switch to bcu,
inform c/e and master of the problem, if can be stopped, stop if not slow down if posible until
we reach a place where we can stop and inspect.
28. ECR from bridge control while running: inform bridge for change over, match the engine lever
with the bridge lever then switch to engine control
29. high tbn oil with low sulphur fuel oil: liner lacquering, liner wear

GEN ENGINE

1. Maximum load g/e running on fuel: 70to 80% of full load 290 to 310 kw
2. Procedure for starting and stopping of G/E: local starting and stopping of G/E in normal times
turn the flywheel before starting, then air blow before and after,
3. Max deviation allowed in p-max of g/e: same as me around 3+ or –
4. Significance of crankweb deflection? To check the alignment of the shaft, to prevent damage to
the shaft, and a way to check if there is a problem with the main bearings
5. Decarb, flywheel not running: closed air valve, problem in the air system maybe starting motor
or regulating valve, test cock is closed, safety interlocks, connecting rod problem
6. Checks before decarb: spare parts and tools and stores needed, other generators are on stand
by and in proper working condition, previous records and measurements, manual, new oil
stored,
7. Bad color of exhaust gas black - white? White excessive water in the air, lack of fuel, injector
pump timing,
Black – turbocharger, injection timing , injector, fuel quality,
8. How do you plan for g/e overhaul?
9. g/e overhaul assemble? Torques,
10. connecting rod: exceeded the measurement limit, cracks, exceeded running hours,
11. ge tc ohaul: axial and radial clearance, damaged parts, special clearance, shaft limit,
12. L.O. shore analysis: water content, viscosity, tbn
13. Corrosion in cylinder heads: check for leaking jacket water, check service tank oil, check lube oil
priming pump running

AUXILLIARY MACHINERY:

1. Purifier: parallel at lower feed

2. Choose the right gravity disc
3. Use the monogram
4. Dirty filter, oil in tank, high oil level in compressor
5. Open purifier set the blind disc at the bottom of the disc stack, water outlet is blocked by seal on
the gravity disc, blank off the sealing water inlet line.
6. Mark 4 sides, rotate the crane then measure using calipher
7. Purifier in parallel at 98celcius, minimum flow, regular cleaning of strainers, use the high suction
line of service tank
8. Space between the piston head and cylinder head, use lead ball
9. tracing line, steam line, temperature change, viscosity meter motor, strainers, leaks, gradual
changing of valves, closed valves and open valves, heaters
10. temperature where gas is formed and ignited by external forces like spark, or hot surface
11. bursting disc is a plate which will burst in case an excessive pressure will enter the starting air
line
12. close root valves top and bottom. Then open drain valve slowly, open water valve for a few
seconds around 5 seconds, closewater valve, open steam valve, close steam valve, close drain
valve, open water valve, open steam valve.
13. Gate is for on and off, globe is regulating,
14. Air in the system, continuous usage o water, leak in the water system, malfunctioning pressure
sensor, pressure switch
15. Check where the leak is coming from and isolate the line. Remove the oil in the tank, check the
foam filter and changed with new one, blowdown the boiler water, test water, treat witjh
chemicals,
16. Check the sensor, clean the smoke duct, reduce waste amount