SET A

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QUESTION 1 (A)

EXPLAIN YOUR ACTION on discovering a leaking air start valve during manoeuvring

The bridge is to be noticed of the situation and

permision to reduce speed or stop the main engine is
requested

The fuel pump on the affected cylinder should be

lifted to cut out combustion because can could
initiate an explosion in the air start manifold

The branch pipe is to be cooled

The detective valve to be replaced when the

engine is safe to stop

The engine should not be restared while the air start

branch pipe is still hot

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Q 1 (B) Describe how problem with air start system may be avoided or quikly resolved ?

correct
maintanance of
compressors and
air start system
All engineer Draining of
should be receiver and
conversant with maintenance of
how the starting moisture
air system works separators

how to avoid
and resolve
air start
system The air start
The engine problem ..?? valve should be
should be tested stripped and
for ahead and overhauled,
astem ensuring that they
move freely

ensuring the
The pilot valve
interlock system
should be
vents when the
regularly
turning gear is
overhauled
removed

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 QUESTION 2 (A)

EXPLAIN how an explosion may accour exhaust manifold of a large speed main engine
stating how this may cause failure of the turbocharger

unburnt fuel or cylinder

lubricating oil passes into
the manifold during running
at low load conditions

poor injection equipment and

The shockwave of the explosion worn fuel pump will cause un-
can damage the turbine rotor automised fuel to enter cylinder.
and gas casing causing fracture AT low speed, with worn rings
of the casing. Violent over and liner, combusustion
speed of the rotor can lead to temperature may not be
serious damage to the bearings reached
Exhaust
manifold
explosion

when the load on the engine is increased

back to MCR (maximum continous rating),
the increased heat in the exhaust manifold,
with the oxygen in the scavenging air can
cause the unburt fuel or cylinder oil to
vaporise and burn.
If the cyliner lubricator requires manual
adjustment to alter quantity injected, and this
not reduced when the engine load is reduced
below 75%, a lot excessive cylinder oil will end
up in the exhaust manifold.

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 Q2 (B) SKETCH how a turbocharger may be disabled to allow for operation of the main
engine in the event of failure of one turbocharger unit in 2 stroke main engine with multiple
turbocharger.

Exhaust outlet Air inlet

From main engine

Expansion bellows
removed & blanked for
emergency ruuning
turbo comp

Expansion bellows
removed & blanked for
emergency ruuning

To main engine

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 QUESTION 3 (A)

The scavenge fire alarm was active and indications of scavenge fire were
noticed. As the chief engineer how to handle the situation.

 Call other engine personnel for assistance.

 Although scavenge fire is contained within the scavenge space, there is possible of
causing an external fire.
 Boundary cooling may be required

 Auxiliary engines to be started up

 Load transfer if the engine is fitted with a shaft alternator

 Take control of engine in ECR and reduced load to DS Ahead

 Although the automation should reduce the load in case of a high temperature in the
scavenge space.
 It is essential to reduce the load to prevent feeding the fire, unbalanced load on
crankshaft
 Possibility of fire in exhaust trunking leading to over speed and failure of
turbocharger

 Ensure that the scavenge drains are closed.

 To prevent chance of fire spreading

 Stop the engine if it is safe to do

 If not , lift fuel pump and increase cylinder lubrication to help cool

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 Engage turning gear and turn engine continuously
 Prevent localized overheating and possible distortion of running gear

 Boundary cool external parts of the engine

 To prevent the chance of the fire burning within the scavenge space

 Injected fixed firefighting medium to extinguish the fire

 Ensure the engine personnel keep clear of scavenge space relief valve

 Do not open scavenge inspection doors at least 20 minutes

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 Q3 (B) DESCRIBE your action as chief engineer to safe guard against the risk
of crankcase explosion in case the oil mist detector become inoperative

*if the engine is not equipped with

bearing temperature monitor
*then the oil mist detector
becoming inoperative
*society rule --> cannot operate
under UMS conditions & will have
to be manned on a 24 hours watch
keeping basis

*extra vigilance will be required by

The oil mist detector the engineer
must investigated to
establish the cause of *watch keeping engineer must use
failure his sense of smell, hearing,sight and
touch to check
*the engine must be stopped for
investigation

ensure that the

crankcase pressure
engine is not
should be monitored
overloaded

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 QUESTION 4 (A)

EXPLAIN the working of a steam jet type of burner with a neat sketch

Y jet burners use Oil coming in the The pressure energy is

steam for path of the high converted to kinetic
atomising the fuel velocity steam jet energy resulting in
high velocity

The exit port are arranged  Large TDRs are

The fuel oil coming is
tangentially giving a swirl for possible up to 20:1
shredded and torn
the fuel forming a rotating  Dry steam must be
into pieces
cone of fine particles provided

ADVANGTAGE: Higher TDR; less carburisation. No lapping section/only gaskets

DISADVANGTAGES: Loss of water about 1-5%; Minimum pressure for steam required (about 4 bar)

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 Q4 (B) DEFINE THE TERM TURN DOWN RATIO

TDR or turn down ratio is the ratio of the maximum to the maximum to minimum
throughput of fuel.

For burners working on pressure principle, it is the square

root of maximum pressure to
minimum pressure

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 QUESTION 5 (A) EXPLAIN the reason for a drop in chlorides and the
alkalinity values not increasing in spite of dosing.

It is recommended that testing

chemicals are not overstocked as this
would cause their potencies to fall  The fall in alkanity will be
accompanied by and increase
in chloride
 If the chloride are also falling
then it indicate a heavy loss of
water (big leak)

 Over strength reagent used

to measure the alkalinity
level.
 Must be verified by changing
the reagent stock

a drop in chlorides
and the alkalinity
values

(not increase in
spite of dosing)

Direct leakage from the

 The blow don valve leak can be boiler – main blown-down
confirmed by feeling the boiler leaking or internal de-
overboard. superheater joints leaking.
 Advise to keep the overboard
valve close when not in use

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Q5 (B) SUMMARIE in a tabular form, the reactions of sodium hydrocide and
sodium phosphates when used in boiler water for treatmen.

ere

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QUESTION 6 (A)

SKETCH and describe a vertical water tube boiler

 The furnace is formed by membrance water walls reducing the

requirement for refractory.
 Positive circulation is ensured by externernal down –comers conneted to
the circular header at the bottom
 The header distributes the water to the water wall tubes which rise into
large annular water space.
 Refractory is provided only on the floor and on the header to protect from
radiant heat.
 Fully welded contrusction, but many flat surface.
 Anti rolling lugs are provided on top

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 QUESTION 7 (A)

Explain with the aid Of simple sketches, the term ‘fatigue cracking’ that may
accour while in service.

 Fatigue cracks also propagate from a sharp  When as section of a

change in section from one to another or a crankshaft is subjected to a
flaw in the material during production stress reversal.
 Or a badly finished oil holes  It is going from tension to a
compression state.

The crack will continue to grow with

continued operation and stress reversal
until a complete failure occour FATIGUE CRACKING
This know as ‘cycling stressing’
THAT MAY ACCOUR
Its called ‘FATIGUE FAILURE’ WHILE IN SERVICE

 The properties of the material will eventually deteriorate in service until the material no longer strong
enough to accommodate the tensile stress and compressive stress and a crack start

 This process known as ‘FATIGUE CRACKING’

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Q7(B)

DESCRIBE 2 factor of crankshaft operations which may have greatest

influence on likelihood of fatigue cracking

FACTOR OF CRANKSHAFT OPERATION WHICH MAY

HAVE GREATEST INFLUECE OF FATIGUE CRACKING

Operating the engine

Overloading
with a crankshaft out
of the engine
of alignment

This will cause increased ;

 Excessive deflection due to
 bending, uneven bearing height
 torsional  This will cause excessive bending
 axial stresses of the shaft

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QUESTION8 (A)

DESCRIBE with an aid simple sketch a camshaft ‘gear wheel drive’

incorporating idler wheel gears

ENTABLATURE

IDLER WHEEL

A-FRAME

BEDPLATE

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  CAMSHAFT is used to 
o actuate exhaust calves ,
o fuel pumps,
o cylinder lubricator
o starting air distributor

Is very important that the rotation of the camshaft matches that of the engine crankshaft

MAJOR COMPONENT OF A CAMSHAFT GEAR WHEEL

THE DRIVE THE IDLER THE CAMSHAFT

WHEEL WHEELS DRIVE WHEEL

1. The rotation must

1. Attached directly to the correctly timed
1. Can be a single or multiple
crankshaft.
units depending on the size of
2. The gear teeth which are 2. to ensure efficient
the engine.
precision machine on the operation of;
2. The size of the teeth will differ
outskirt.  exhaust valve ,
depending on the timing
3. Wheel must match with  high pressure
arrangement to match to
the next set of fuel pump
match the rpm of the camshaft
wheel/wheels.  cylinder
lubricator
 starting air
distributors

3. on comman rail engine,

the wheel also drive the
servo oil pump.

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 Q8(B)

EXPLAIN the advantages and disadvanges of a gear wheel drive over the
chain drive

Poor lubrication problem Gear wheel do not suffer from

‘stretching problem

The cost is slightly higher

than chain drive No need for re-calibration and
adjustment

GEAR WHEEL
DRIVE OVER
DISADVANTAGES ADVANTAGES
THE CHAIN
DRIVE

The teeth are susceptible to

Slight wear and tear of the
damage from foreign hard
teeth does not affect the
particle
timing of the camshaft Gear wheel are
manufactured thinner
than an equivalent power
chain drive system
Engine length can be
slightly reduce

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 QUESTION 9 (A)

EXPLAIN

i) isochronous or droop-less speed governors

ii) droop type speed governor

ISOCHRONOUS GOVERNORS

MAINTAIN PRIME MOVER SPEED CONSTANT AT ALL LOADS FROM ZERO TO MAXIMUM

DROOP TYPE GOVERNOR

 SLIGHT SPEED DROP WHEN LOAD VARIES FROM ZERO TO MAXIMUM
 MAY VERY FROM 3-4% OF NO LOAD

Q9(B)

IDENTIFY the type of governors used in marine application and justify why
such a type is preferred.

DROOP TYPE GOVERNER is used in marine application because

the droop characteristic is helpful in load sharing when two or more
generators operate in pareallel

*(isochronous governors are not convenient to operate in parallel)

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Q9(C)

EXPLAIN the different between constant speed governor and variable speed
governor.

CONSTANT SPEED VARIABLE SPEED

GOVERNOR GOVERNOR.
Maintains prime mover speed Can regulate the prime mover speed
almost constant except for small drop at any rpm with in its operating range
of few rpm due to droop characteristic

Q9 (D)

STATE which type is used on main engine and diesel generators respectively

Constant speed governors (with droop) are

fitted on diesel engines driving electrical alternators.

A few of the stand-alone machine will employ

isochronous governors. Main diesel for propulsion

employ variable speed governors

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QUESTION 10 (A)

EXPLAIN with reason how VIT (Variable Injection Timing) reduces fuel
consumption how its maintains constant peak pressure during load variation
from 85-100%

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 To achieve greater fuel economy

(achieved by advancing the

injection timing so that
VIT also allows for
maximum combustion pressure
small adjustment
is achieved about 85% MCR
to the fuel pump
{maximum continuous rating}
timing to be made
to allow for fuels of
varying ignition
qualities

The system is set up so

THE REASON there is no change in
FOR USING VIT injection timing at low load
At 90% MCR a
(40%MCR)
fuel saving of
4-5g/bhp hour (this avoid frequent
changes of pump lead
during manoeuvring)

When the engine reached 85% As the engine load is

MCR at which the engine increased above 40%,
designed to have reached Pmax the start of injection
, the servos retard the advances
injection timing so that the
maximum combustion
pressure is kept constat
between 85% and 100% MCR

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Q10 (B)

EXPLAIN what are harmonic signals and they help in identifying and rectifying
faults

Harmonic signals
 vibration signature of a machine is the sum resultant effect of vibration
create by every rotating component of the engine.
 each component of the engine runs at a specific speed and produce
corresponding sinusoidal signals.
 produce the main vibration signal from the engine.

KNOWLEDGE OF HARMONICS (help in identifying and rectifying

faults)

 Provide information on which component of the engine is contributing

to high vibration.
 Help identify a fault part in the engine which can be repair.

THE END

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