1245Image Credit: www.libramar.

net
Stern Tube:
The stern tube is a hollow tube-like structure at the stern or rear part of the
ship. A ship needs the propeller to drive it forward in water. The propeller, lo
cated outside the ship, needs to be connected to the engine inside the ship s engi
ne room. The propeller shaft is used for connecting the ship s engine and the prop
eller. The stern tube is a narrow hole in the hull structure at the rear end (af
t peak) of the ship, through which the propeller shaft passes and connects the e
ngine and propeller.
Stern tube bearings serve two main functions:
1. To properly connect the propeller to the ship
2. To keep water from leaking into the stern tube (and lubricant from leaking ou
t)
FUEL INJECTION TIMING
Checking of fuel injection pump timing:
Turn 1 piston to TDC at the beginning of firing stroke.
Turn backward to a point, a little earlier than fuel injection point.
Shut fuel supply to engine, remove No. 1 fuel pump delivery valve assembly and p
ut a bent pipe.
Open fuel supply and when fuel lever is put to running position, oil will flow o
ut at bent pipe.
Turn engine towards TDC in its running direction slowly until fuel cease to flow
.
Check the marks on flywheel whether timing position is correct or not.
Slight difference can be adjusted by:
For large engine:
Timing can be altered by shifting the camshaft to the position relative to cran
kshaft, after removing the idler gear between crankshaft and camshaft.
Timing can be altered by individual fuel pump cam for adjustable cam type engine
.
For small engine:
Adding or reducing shims on pump base.
Turning the plunger up & down adjustment screw on pump roller guide.
Shifting the coupling flanges between pump and drive side of the engine.
Crankshaft:
Device for converting reciprocating motion of piston, driven by expansion of gas
es, to rotating motion.
Power produced by engine is taken off the crankshaft by transmission.
Definitions and Ship s Dimensions
Hull:
The structural body of a ship including shell plating, framing, decks and bulkhe
ads.
Afterbody :
That portion of a ship s hull abaft midships.
Forebody:
That portion of a ship s hull forward midships.
Bow :
The forward of the ship
Stern :
The after end of the ship
Port :
The left side of the ship when looking forward
Starboard :
The right side of the ship when looking forward
Amidships:
point midway between the after and forward perpendiculars
OIL RECORD BOOK: Entries to be made in Oil Record Book as per MARPOL Annex I Req
uirements: Oil Record Book: PART 1 (MARPOL Annex I Regulation 17): Entries: Bal
lasting or Cleaning of fuel oil tanks Discharge of dirty ballast
Lubricating Oil
Viscosity:
1. A measure of internal resistance to flow.
2. Viscosity of an oil changes with temperature, falling when temperature rises
and vice versa.
3. For crankcase oil, viscosity is between 130 240 Sec. Redwood No. 1 at 60C.
4. For cylinder oil, viscosity is 12.5 22 Cst.
Viscosity Index, VI:
1. The rate of change of viscosity of an oil, in relation to change of temperatu
re.
2. Oil of low VI has greater change of viscosity with change in temperature,
than the oil of high VI.
3. For crankcase oil, VI is between 75 85; For cylinder oil, VI is 85.
4. Highest VI of mineral oils is about 115 and with special additives, this may
be raised to about 160.
5. Hydraulic oils, used in remote control hydraulic circuits must have very high
VI; otherwise erratic response to the controls can be troublesome. (Telemotor h
ydraulic system oil has VI of 110.)
Tag Archives: Bunkering
CoC Oral Exam Preparation (Part- 4) Lub Oil & Fuel Oil
Posted on November 2, 2015 by Marine Study
Image Credit: lube-oil.in Lubricating Oil Viscosity: 1. A measure of internal re
sistance to flow. 2. Viscosity of an oil changes with temperature, falling when
temperature rises and vice versa. 3. For crankcase oil, viscosity is between 130
240 Sec.
Cylinder liner wears:
1) Normal frictional wear: Due to metal to metal contact with high surface asper
ities under
marginal lubrication condition.
2) Abrasive wear: Due to presence of hard foreign particles from fuel, LO, and a
ir.
3) Corrosive wear:Due to H2SO4 acid attack owing to sulphur within fuel. Only 0.
1% of sulphur content causes corrosive wear, like hot and cold corrosion, and th
e rest carried away by exhaust gas. Sulphuric acid dew point = 120?C to 160?C.
Hot corrosion occurs at 460 570?C.
Due to HCl acid attack, because of salts in air, charge air cooler leakage,
sea water in fuel and LO.