W.RT.

reciprocating air compressor explain the cause of the following

faults

Collapase of discharge valve spring

Breakage of plate valve

Overheating of the discharge air with unrestricted air intake

Inoperative piston ring

Answer
[Air inlet and discharge valves are vital parts of a compressor and should receive
careful attention.  When  these  valves  leak,  the  compressor capacity  is  reduced
and  results  in  an  unbalanced stage  pressure. There are several symptoms which
signify that an air valve is not functioning properly. A deviation  from  normal
intercooler  pressure  may indicate a leaking or broken valve. A defective inlet
valve above the intercooler will cause a rise in pressure in the intercooler, while a
defective discharge  valve  below  the  intercooler  will  cause a decrease in the
intercooler pressure. An unusually hot valve cover is a sign of valve trouble.]
Collapase of discharge valve spring
Air temperature 140 – 150 deg C
It opens and closes 1800-2000 times per minute
Also subjected to deposition of carbon due to burning of lube oil
Oxidation due to high temperature of oil
Failure
Fatigue – continuous compression and tension due to changing action of valve
spring and valve plate
Overheating
Corrosion
Natural wear down of spring

Breakage of plate valve

Fatigue due to continuously opening and closing
Heat
Corrosion stress and fatigue corrosion
Formation of carbon deposits on valve and valve plate and due to improper seating
valve will break
Natural wear down
If air contains abrasive particles these causes damage to valve plate – erosion –
scratches on valve plate
Valve not overhauled for long time

Overheating of the discharge air with unrestricted air intake

Cooling of compressor inefficient hence scale formation
Intercooler may be choked, carbon deposit inside tubes hence heat transfer
efficiency is reduced
If compressor is cooled by S.W. then scale formation on outside of tube
If compressor cooling water pump bolts lose then pump speed is affected
If C.W. pump impeller damaged then less amount of water delicvered
If discharge valve is leaking of the compressor short cycling of the air will take
place and overheating due to leaky valve

Inoperative piston ring

For correct piston ring operation, proper clearance must be maintained between the
ring and the land, and also between the ends of the ring. This is necessary in order
that the ring may be free to flex at all temperatures of operation. The clearance
depends upon the ring and the materials involved. After installing a ring, check the
clearance between the ring and the land.
Inadequate lubrication,
Rings   stuck   in   grooves excessive lubrication causes carbon deposits and rings
are sized in grooves
Excessive piston heat
Rings damaged during installation
 Ring- to-land clearance insufficient
Dust  or  dirt  in  intake  air
Dirt   in   lube   oil
Worn  cylinder  liners
Insufficient   ring pressure
Excessive   operating  temperature
Improper   oil
Improper   installation
Overheating of compressor due to lack of cooling and piston rings will fail

Describe a suitable means of withdrawal procedure for the removal of

keyless propellers.
Answer
To remove propeller
The following instruction must be displaced on the aft peak bulkhead adjacent to
the propeller shaft
Warning
The vessel is fitted with a pilgrim keyless propeller and must be removed refitted
according to instruction
Boss heating must never be used

Remove intermediate shaft if required

Uncouple after shaft seal bearing sleeve from propeller and prepare seal assembly
in accordance with manufactures instruction
Remove propeller cone and nut locking plate and screw back pilgrim nut 10cm to
enable jacking off pipe to be secured into jacking off connection at face off
propeller
Place 100mm X 300mm long wooden block between boss and nut
Remove sealing plug
Take the weight of the propeller by means of block and arrange chain block to
exert a force tending to pull off propeller
This can be done either by two sets of chain block, one tending to pull propeller off
and the other tending to pull tail shaft inboard or restrain shaft and exert a pull on
propeller or vise versa, which is the most conventional
At the same time making these preparation ensure that the pr pump is operating
satisfactorily the delivery pipe and adaptor from the pilgrim nut are available and
the tank of the pack is filled with hydraulic oil
Fit adaptor with sealing washers into supply hole in boss and connect pump
delivery pipe to this
Operate the pump by screwing in the pressure control valve until the pump is
maintaining a pressure of 400 to 450Kg\cm2
Within 5min the propeller will jack off onto the wooden block
Unscrew pilgrim nut and remove propeller in the normal manner
The propeller must be slipped off onto the wooden cushioning block under no
circumstance should the nut load ring be extended to ease the propeller off the
shaft cone.

[One arrangement for withdrawal of propeller shaft while the ship is afloat is
known as the 'Glacier - Herbart System'.
With this design, it is necessary to support the tailshaft by having a permanent
fixture at the forward end of the propeller boss which rests on the stem frame
during withdrawal. Associated with this support are inflatable seals that are used to
prevent the ingress of sea water during the operation.

When the seals are inflated, their tightness should be checked so that there is no
leakage of sea water into the machinery space from outside. Both seals must be
proved to be effective before withdrawal can commence.

If these seals are found to be leaking, a diver must be employed to fit an external
neoprene bandage to stop leakage.

The stern bearing can then be with drawn with the help of horizontally mounted
hydraulic jacks that are coupled together and pressure applied between the
diaphragm and the two half flanges located behind the diaphragm housing. A
supporting jack is also placed under the shaft inboard near the assembly. The
hydraulic nuts are then removed and load is applied to the shaft jack, lifting the
shaft clear of the bearing. Load is then applied to the horizontal jacks, disengaging
the spherical seat and moving the assembly forward.
At this stage, the bearing is left hanging on the shaft, bearing chocks having been
removed. The vertical jack is then lowered, allowing the shaft to settle, supported
fully on the external carrier. The stern bearing can then be drawn into the vessel
ready for dismantling.

The tailshaft can then be inspected in the way of stern bush for possible defects.]

Explain in detail how you would isolate one of the section of a sprinkler
system for routine maintenance. Describe all tests and inspections you
would make and how you would return the system to service.
Answer
When any occurrence has been dealt with the stop valve, which is usually locked
open, may be closed to replace the sprinkler head which has operated and to enable
the section to be drained of salt water before being filled with fresh from the
system. Any maintenance on a section is carried out with the stop valve closed.

Maintenance and testing:-

There should be no leakage from bulb

Check Quartzoid bulb and appropriate bulb is fitted as per zone

They are properly colour coated

There is no water leakages around the bulb

It should be clean and not painted

Check alarm for individual section. Indication should be checked i.e. which section
has operated

Check isolating valve for each section for operation and indication

Compressor to maintain air pressure and to be checked for efficient working

Greasing the various valves and checking their freedom of movement, logging the
pressure gauge reading before and after each alarm valve, thus checking the
tightness of the non-return valve and checking the alarm system.

Stop valves, A and B, are locked open and it either of these valves are
inadvertently shut, a switch will be operated that brings alarm into operation.

The alarm system can be tested by opening drain valve C, which reduces the
system pressure, the pressure switch operated and gives alarm.

The pressure tank level is checked and recharged, if necessary, with fresh water
and air.
The centrifugal salt water pump (electrically operated having connection from
emergency switchboard) should also be tested by closing the isolating v/v and
draining the pressure switch circuit, when the pump should start automatically.
Delivery pressure should be logged.

[In the event of a fire, when the normal situation is recovered the section and
system are drained and flushed out, then recharged with fresh water and air.
The hose connection line which is provided so that water can be supplied to the
system from shore when the vessel is in dry dock is also to be checked for
operation.]

a) Explain how and when fire pump should be tested what are the
requirement as per SOLAS 74 as amended

b) Describe routine maintenance to be carried out on the various fitting

on a fire line giving testing pressure where appropriate

c) Describe briefly how you will dismantle a fire pump for survey give
details of factors which will decide on replacing the parts
Answer
c) Make sure other fire pump and emergency fire pump are working satisfactorily
by keeping it running for some time
Check for availability of spare
Isolate the motor take out fuse
Read the fire pump manual for procedure for dismantling
Shut suction discharge valve open open vent to make sure valves are holding
Make mark on coupling and take out coupling bolts
Vertical split casing open cover nuts and jack
Dismantle gland packing on seal
Take out casing and line bearing at bottom
Hold motor shaft with chain block and dismantle top bearing cover and take out
the motor
Take it to work shop
Checks
Remove impeller from shaft and shaft sleeve
Check wear down of impeller
Erosion, corrosion, cracking of impeller vanes, casing
Check wear ring clearance
Check shaft trueness
Check shaft sleeve for grooving if badly grooved to be replaced.
Check keyways of shaft
Fit impeller back into postion
Put back sleeve after replacing casing inside the sleeve

If impeller is worn out highly eroded corroded or impeller blades, vanes broken or
pitted then replace the impeller
Replace line bearing
If shaft is not true then replace the shaft
Wear ring clearance exceeding limit then replace the wear ring clearance more
than 0.5% of impeller dia then replace
Check coupling bolts if worn out then renew the same
Check coupling bushes

[The rotor and rotor shaft are first examined, paying particular attention to the rotor
sealing surfaces, gland packing locations, the rotor blades, and the journal surfaces
of the bearings.
The internal sealing surfaces on this type of pump are at the sides of the rotor and
have a small radial clearance. The surface should be examined for contact marks
and wear. Contact marks and wear are indicative of slack bearings, particularly in
the bottom bearing if it is fitted internally in the lower part of the pump casing. If
the clearance is greater than that recommended by the pump maker, new sealing
rings must be fitted.
The gland packing locations must also be examined and if there is considerable
wear new packing sleeves must be fitted on the rotor shaft. If the wear has come
about over a short period it may indicate that incorrect packings have been used, or
if it is a water-sealed and lubricated gland it may indicate incorrect location of the
lantern ring, or choked or damaged water pipes.

The blades of the rotor should be examined for erosion and cavitation. A general
thinning of the blade extremities indicates erosion while a pitted appearance on the
back tip area of the blade indicates cavitation. Cavitation damage usually indicates
a restriction of inflow into the pump which may come about from improperly
opened valves (not fully open), dirty strainers, or shipside grids choked with weed
or shell.
The journal surfaces of the bearings (if not of the ball or roller type) must also be
examined for condition and clearance. Particular attention must be paid to the
bearing clearances if wear and contact marks are present on the sealing rings.
Slack bearings (if not from normal wear and tear over a lengthy period) indicate
deficiencies in lubrication to the bearings. In vertical pumps it is fairly common
practice to locate the bottom bearing within the pump casing. This bearing is then
either water lubricated, by a small flow of water through the bearing, or grease
lubricated. If faults are found in this bearing they are often associated with blocked
or damaged water supply pipes or lack of attention to regular greasing of the
bearing. Excessive wear on bearings may also be associated with misalignment
between the electric motor and the rotor shaft: misalignment will be indicated at
the couplings.
The pump casing must also be examined for general deterioration, particularly if it
is made of cast-iron. The spaces in which the rotor sealing rings are located must
also have attention. If any deterioration has occurred remedial work is often
difficult. Temporary, and even permanent, repair work may sometimes be possible
with epoxy fillers and similar materials. Glass fibres can be used as a reinforcing
material to strengthen the filler.]

What are the effects on following on the sluggishness of steering gear

operation?

Air entrapped in hydraulic oil

Worn pins and weak spring in hunting gear

Shock valves leaking

Answer
Air in system: - Indicated by excessive movement of steering wheels before
steering gear moves, noise and vibration from pump.
Remedy: - To vent the system of air. To check level in replenishment tank and
system for pressure tightness.
b)      Relief valves leaking: - Is indicated by the rudder movement too slow
Rudder and gear hunts when helm is stationery.
Remedy: - To check for relief valve spring damage, valve lid o seat damage. To
repair or renew as necessary.
c)       Worn pins and/or weak spring in hunting gear: - It will cause rudder and
gear to
hunt when helm is stationery. Mainly occurs when helm is amidships.
Remedy: - To repair or replace defective parts.
d)  Slack pump pistons: - It will cause oil-leakage when pumping, delivering low
pressure, resulting in sluggish operation.
e)  Overheating of pump: - If system is idle for extended period, i.e. no output and
leaky non-return valve recirculating back to the tank.
When checking action of steering gear in still water, rudder locking valves can be
used to simulate a load on the system.
TELEMOTOR SYSTEM FAULT:
a)           Air in system: - Indicated by excessive movement of wheel before
receiver moves.
Remedy: - To purge system of air and to check that tank level is correct or not, to
top up if necessary. If level found low, to check for leakage.
Leak test:- To turn wheel to hand-over port or starboard and lash in this position.
Pressure gauge will need 28/41 bar depending on the system. The pressure may
drop slightly in the first few minutes, but should stabilise if the particular side of
the system is pressure tight. To repeat the test for the other side of the system.
b)           Broken Receiver Spring: Indication is transmitter does not automatically
return to amidships. There is possibility of transmitter and receiver being out of
step in the amidship position, as if the bypass is open. To replace spring and testing
to be done.
Question Aug Sr 6 2006

Briefly Describe Your action plan on the following

Leaky economiser tube while at sea

Leaky intercooler of main air compressor while maneuvering

Answer
Heavy loss in feed water therefore under pressure water will leak out in
high volume
Water level in auxiliary boiler will drop down very fast
White smoke from funnel steam will come out along with exhaust
Boiler pressure will drop very fast
EGE after temperature of exhaust will drop drastically

Action
Stop engine, circulate water and check for leaky tube and do repair
Blank the tubes with plugs provided
If it cannot be stopped immediately reduce steam consumption
Make up water lost in hot well

Leaky intercooler of main air compressor while maneuvering

Air passes through tubes and water over tubes air will enter the jacket
Intercooler will have water
Any one Relief valve or busting disc will operate

Action
Inform bridge so that they can restrict movement
Unwanted air consumption to be stopped
If cannot stop this compressor run the compressor by adding the lost water
as till the time you don’t stop
Some air will be lost but on stopping water will enter the tubes [air pressure
is more than water]
Thus water will enter 2nd stage and compressor will get damaged
Describe the procedure to be under taken when upon a routing schedule
for changing fuel injector on a main engine it is found that the injector
body is seized and cannot be removed using conventional means
Answer
Fuel injector seized is due to leaky seat and carbon deposits between wall and
pocket

Jack out with normal jack tool

Use crow bar and jack from both side
Slack fuel valve holding bolts by 1mm and give air fuel kick
Put wedge on both sides and hammer
Open cylinder head and put in hot water for 1 day
All carbon will be removed automatically
10Question Sept 2006
If you have opened up a main sea-water circulating pump (centrifugal type) for
survey or examination, describe the checks you would make, and state your
conclusion regarding any faults found.
Answer.
The rotor and rotor shaft are first examined, paying particular attention to the rotor
sealing surfaces, gland packing locations, the rotor blades, and the journal surfaces
of the bearings.
The internal sealing surfaces on this type of pump are at the sides of the rotor and
have a small radial clearance. The surface should be examined for contact marks
and wear. Contact marks and wear are indicative of slack bearings, particularly in
the bottom bearing if it is fitted internally in the lower part of the pump casing. If
the clearance is greater than that recommended by the pump maker, new sealing
rings must be fitted.

The gland packing locations must also be examined and if there is considerable
wear new packing sleeves must be fitted on the rotor shaft. If the wear has come
about over a short period it may indicate that incorrect packings have been used, or
if it is a water-sealed and lubricated gland it may indicate incorrect location of the
lantern ring, or choked or damaged water pipes.

The blades of the rotor should be examined for erosion and cavitation. A general
thinning of the blade extremities indicates erosion while a pitted appearance on the
back tip area of the blade indicates cavitation. Cavitation damage usually indicates
a restriction of inflow into the pump which may come about from improperly
opened valves (not fully open), dirty strainers, or shipside grids choked with weed
or shell.
The journal surfaces of the bearings (if not of the ball or roller type) must also be
examined for condition and clearance. Particular attention must be paid to the
bearing clearances if wear and contact marks are present on the sealing rings.
Slack bearings (if not from normal wear and tear over a lengthy period) indicate
deficiencies in lubrication to the bearings. In vertical pumps it is fairly common
practice to locate the bottom bearing within the pump casing. This bearing is then
either water lubricated, by a small flow of water through the bearing, or grease
lubricated. If faults are found in this bearing they are often associated with blocked
or damaged water supply pipes or lack of attention to regular greasing of the
bearing. Excessive wear on bearings may also be associated with misalignment
between the electric motor and the rotor shaft: misalignment will be indicated at
the couplings.
The pump casing must also be examined for general deterioration, particularly if it
is made of cast-iron. The spaces in which the rotor sealing rings are located must
also have attention. If any deterioration has occurred remedial work is often
difficult. Temporary, and even permanent, repair work may sometimes be possible
with epoxy fillers and similar materials. Glass fibres can be used as a reinforcing
material to strengthen the filler.
state the circumstances owing to which it may be necessary to renew a
cylinder liner

Explain how the liner is removed

Explain how a new liner is fitted

State the important checks to be made after fitting

Answer
Cylinder liners may crack because of poor cooling, improper fit of piston or
pistons, incorrect installation, foreign bodies in the combustion space, or erosion
and corrosion.  
Improper  cooling,  which  generally  results from restricted cooling passages, may
cause hot spots in the liners, resulting in liner failure due to thermal stress.
Scale formation on the cooling passage surfaces of liners may also cause hot spots;
wet liners are subject to scale formation.
Proper cooling of dry liners requires clean contact surfaces between the liners and
the cylinder block.
Particles of dirt between these surfaces cause air spaces, which are poor conductors
of heat. Films of oil or grease on these mating surfaces also resist the flow of heat.
Distortion, wear, or breakage may result if a liner is not properly seated.  Causes of
improper liner seating may be metal chips, nicks, or burrs, or improper fillets,

An oversized sealing ring may cause improper positioning of the liner.  As  the
sealing  ring  is over compressed, the rubber loses its  elasticity and becomes  hard,
which  may  cause  the  liner  to  become distorted.
If the manufacturer’s technical manual specifies the distance from the cylinder
deck to the upper surface of the liner flange, use this dimension to check on the
seating of the liner.
Obstructions in the combustion chamber may be destructive not only to the liner
but also to the cylinder head and other parts. Erosion and corrosion may take place
in a few isolated spots and weaken a liner sufficiently to cause cracks.

Replacing a crosshead engine cylinder liner.

Before commencing work, for which permission will have been granted, a risk
assessment will be carried out. All personnel involved in the overhaul, will have
familiarized themselves with the job, and will know the specific tasks that they are
expected to carry out.
 
A permit to work, in the crankcase will have been obtained, and all .the necessary
tools assembled and checked. Lifting tools and equipment will be checked for
condition and Certification. Jacks will be checked for leaks.
 
Sufficient spares must be on board to carry out the overhaul. Not just the
rep1acement liner, but new piston rings; joints and seals. Because the piston, rod
and stuffing box are to be removed it may be advantageous to carry out a stuffing
box and piston overhaul at the same time.
 
Preparations for the removal of a cylinder: liner:
Drain cylinder-cooling water from the respective cylinder, and remove cylinder
cover.
Remove, piston together with piston rod gland.
Remove the screws, which locate cylinder liner on support ring.
Separate all cylinder lubricating oil connections from the lubricating quills.
Remove all passages for lubricating quills as well as their protecting bushes before
pulling out any cylinder liner.
 
Usually the liner is jacked from its seating before attempting to lift it from the
engine. On some engines the engine is turned to TDC and a jack mounted on the
crosshead pin, which then locates across a support beam bolted across the bottom
of the cylinder liner.
In the case illustrated, an I section support beam is lowered down through the liner
and placed on the piston rod gland seating of the cylinder jacket in longitudinal
direction of the engine.
 
Hydraulic jacks are placed, on the beam as shown and the cylinder liner jacked off
its seating.

 
The lifting beam is bolted onto the top of the cylinder liner as shown.
Using the engine room crane the liner is pulled fully out of the engine and landed
at a safe location and secured.
Remove hydro jacks and supporting beam from engine.
Clean and inspect all guide areas and sealing and seating surfaces on cylinder liner,
cylinder jacket and supporting ring, checking for erosion and corrosion.
It may be advantageous to try the liner in position without 0 rings to ensure that it
locates correctly.
Fit 0 rings and smear with lubricating oil.
Fit lifting beam, lift liner and suspend over engine in position.
 
Apply silicone-sealing compound to seating surface of guide ring and collar of
liner
 
Lower liner ensuring that the locating pin, which ensures correct positioning of the
liner, is lined up with the hole on the supporting ring. Fit cylinder head and tighten
down using four nuts. Remove cylinder head and fit the screws, which locate
cylinder liner on support ring.
 
Gauge liner, and record readings. Fit and test cylinder lubricators.
Replacing a cylinder liner for a medium speed engine
All lifting equipment is examined to ensure it is in certification and free from
defects.
The cooling water will have been drained from the jacket prior to removal of the
cylinder head and piston.
Assuming the piston and con rod withdrawn, protect the crankpin with suitable
material.
Cylinder lubricators are disconnected, and quills, if used withdrawn.
The liner must be initially moved by jacking it from its seating.
This is because if it is stuck on its seating faces it is possible to exceed the S.W.L.
of the lifting equipment; a simple method is using a strong back.
Once the liner is moving freely the engine room crane be attached to the strong
back and the liner lifted clear of the engine frame and landed safely and secured.
Before fitting a new liner.
Check the landing faces in the entablature where the O ring seals for corrosion.
Check the cooling water space for scale.
Try the liner in the entablature without the O-rings; it should slide easily into place.
Any resistance must be investigated before final fitting with O-rings.

After the new liner has been fitted.

Gauge the cylinder liner bore and record the readings.
Connect lubricators and check for operation.
Fill the cooling space upto the top of the liner and check for leaks. (Once the
cylinder head has been fitted and the system filled and pressurized, this check is
repeated.)

Question MARCH 2007,

With the aid of a simple sketch explain the operation of a basic air
conditioning unit

W.R.T your sketch explain the following

How the problem of increase in humidity of cooled air is overcome

How discomfort caused by the excessive drying effect of heated air is

over come

Explain how a psychometric chart is used to check condition

Air-conditioning. The process by which the heat and humidity of the air in an
enclosed space are maintained within certain limits, the air may also be filtered and
purified in the process.
Apart from this merely mechanical reaction, considerations of health, efficiency,
and morale require that the air should be fit to breathe. This necessitates, among
other things, the removal of fumes from a ship's galley, engine room; Stale air must
then be replaced by fresh air. More over, the body gives off excess heat and
moisture by means of the air that is breathed and the air in contact with the surface
of the body. It becomes obvious, therefore, that proper air-conditioning within the
enclosed quarters of a ship is important, Air-conditioning is also needed for the
protection of equipment, especially electrical apparatus. This moisture, is extracted
from the air by the air conditioning equipment, and is run into a tank. It is not
suitable for drinking, cooking, or bathing, but is suitable for the washing of clothes.

For human body relative humidity in conjunction with temperature truly

determines environment for the human comfort [comfort zone] the most commonly
utilized single duct air conditioning system on cargo ship is shown in fig
Comfort zone

It consists of blower driven by motor

These blowers take suction of air either from atmosphere or from recirculation or
from combination
This air is passed over felt filters to remove impurities like dust dirt carbon
particles
If air condition system is used under cooling mode then air asses over evaporator
coil through which liquid ref is circulated by refrigeration system
It consist of
Compressor
Condenser
Receiver
Evaporator
Solenoid valve
Expansion valve etc
If the air conditioning system is used on heating mode then ref system is put off
and air is heated by passing over steam coils
This air is distributed via distribution channels to different deck
With air cooling vol efficiency of air reduces but water does not change and dew is
formed
Air enters cabin from top and cold air being heavier comes down and after cooling
room is removed from the cabin door into alley ways
From the alley ways it is sucked back to recirculation system

Increase in humidity
Thermostat is provided on heating circuit and cooling circuit to maintain
temperature of air
Humidifier control is provided to maintain humidity
When air is cooled its humidity increases and it may become saturated [100%]
with this the condensation of moisture will start and such air is uncomfortable
All electronic equipment will be coated with water
Cool air to temperature much lower than desired at that temperature most of the
moisture will come out
I.e. 100% saturated air
Moisture is removed in the form of condensation
100% saturated air is further heated up to desired temperature thus desired
temperature is obtained and humidity is reduced
When air is heated humidity of air drops and air becomes dry which causes lot of
discomfort e.g. dry skin scratching of skin bleedy nose dry eyes
To avoid this discomfort
Use of humidifier –
Live steam is injected to air to increase humidity[direct injection] and this will
increase relative humidity steam control for quality is controlled by humidifier and
humidity control fitted in accommodation
Its control is set in chief engineer’s room

[If air is too dry, the mucous membranes of the mouth, nose, and lungs are
adversely affected, and not only feel parched and uncomfortable, but are also more
susceptible to germs.
If air is too moist, the body is constantly in a state of perspiration, cannot maintain
a proper rate of evaporation, and clothing stays damp.
It has been found that for best health conditions, a relative humidity of from 40 to
60 percent is desirable.
Even within this range, a distinction can be made between winter and summer
conditions, for the best possible results.
In cold weather a range of 40 to 50 percent of relative humidity, and in hot weather
a range of 50 to 60 percent is best.
However, these optimum ranges cannot always be maintained in practical working,
so that an overall range of 30 to 70 percent relative humidity is acceptable, if not
the best.]
Figure Psychrometric chart.
In this chart, note that the wet-bulb temperature scale and dew point temperature
scale lie along the same line; which is, of course, the 100 percent relative humidity
line. But note that the dewpoint temperature lines run horizontally. The wet bulb
temperature lines run obliquely down to the right.
To use the chart, take the point of intersection of the lines of the two known
factors, interpolating if necessary. From this intersection point, follow the lines of
the unknown factors to their numbered scales and read the measurement.
Sketch and describe an auxiliary boiler safety valve;

Explain which areas of the valve described above, require particularly

close attention during overhaul;

Describe how the valves are set after overhaul

Sketch

The sketch shows an improved high lift safety valve, safety valves are fitted in
pairs, usually on a single valve chest.
Each valve must be able to release all the steam the boiler can produce without the
pressure rising more than 10% of the rated boiler pressure; this is known as the
accumulation test.
This test is carried out in presence of a surveyor and the lifting pressure of the
valve is also set in presence of a surveyor and once the compression nut for doing
this is set, the nut is covered by a cap, cotter pin placed through it and locked in
place.
The valve sketched operates, assisted by an arrangement around the lower spring
carrier. The lower spring carrier is arranged to act as a piston for the steam to act
on its underside.
As the valve opens due to over pressure, released steam acts on the underside of
the ring carrier to give increased force against the spring, causing the valve to lift
further. The specially shaped seat which is shaped to deflect steam also assists in
lift.
Once over pressure has been released, the force of the spring will quickly close the
valve. The design of the seat also helps cushion the closing of the valve by
trapping some steam.
 
b) Close attention must be paid to valve seats and valve lids for signs of scoring or
damage which could lead to steam leakage.
All seats and valves must be calibrated and must be within tolerances.
Valve spring must be checked and measured.
Generally all working parts must be in alignment and able to function correctly.
All parts must also be checked for signs of corrosion.
Check that drains are clear.
Check blow off pipe is secure and clear.

The following procedure should be followed for exhaust gas boiler safety valves.
A. Ensure that when the valve was overhauled that it could lift by d/4 when the
spring tension was removed
B. Ensure the drain lines are clear
C. Ensure recently calibrated gauge connected to boiler shell. More usual to use
two gauges to ensure accurate settings.
D. The set pressure of the safety valve would be given to the Chief Engineer by
Class.
This set pressure should be similar to the previous set pressure of the valve.
E Ensure the main engine is operated above 50% power to ensure that the exhaust
gas fired boiler is generating steam to allow the test to continue.
F Gag one of the two safety valves so that only one valve is able to lift
G Close in the exhaust gas boiler steam outlet valve to raise the pressure in the
boiler up to the set pressure
H If the valve does not lift at the correct pressure, reduce the pressure and adjust
the spring tension. ...
I. Carry out points G-H until the valve lifts at the correct pressure. Open steam
valve fully when the safety valve lifts.
J. Measure the distance between compression ring and valve body.
K. Change gag over, to set the "other" safety valve using the procedure G-J.
L. After both valves are set, release pressure, and fit spacer rings beneath
compression ring, as per the measurement in point J.
M. Replace easing gear, and lock top cover to prevent spring adjustment
N. Check all gag’s are removed. Some surveyors may require both valves to be re-
lifted here to check that valves are left in operational condition.
O. Record the values of the safety valve in the Engine Log Book, and prepare
statement for the Classification Surveyor.
Once the safety valve has been set, then the Chief Engineer must forward a
statement to the office of the Classification Society where the survey was carried
out (with copies to Owners, and vessel file) of the following details:
• Identification number of the vessel
• Identification number of the valve adjusted
• Date of adjustment
• Opening pressure of the valve
• Closing pressure of the valve
• Chief Engineer's name and signature

With reference to safety valves fitted to waste heat boiler

(a) State with reasons the areas which should receive particularly close
examination during a survey inspection;

(b) Describe the procedure you, as Second Engineer would adopt when
setting such valves at sea

(c) State the procedure to be adopted when reporting the setting of a

waste heat boiler safety valve, to a classification society.
All working parts of safety valve must be sound, in alignment and able to function
correctly. Lip clearance, seating width, wing clearance etc must be as per boiler
makers specification.
Check valve seat faces free from defects, and that face width not excessive.
If the width clearance is not proper it will to feathering of valve accumulation of
pressure will increase which is dangerous for the boiler
Check for corrosion. All parts should be made from non-corrodible material.
Check spring length, and carry out NDT inspection
When dismantled, all metal parts are hung by cords and sounded by gently tapping
with a hammer and parts sound heard for abnormality like hair cracks. Check free
from cracks by NDT inspection
Check valve spindle straight
Check valve body drain clear
If the drain hole became blocked, then the accumulation of water could restrict
steam escaping, and increase the set pressure of the SV by the head formed in the
waste pipe.
7. Check easing gear operation and condition, it can get jammed due to heat and
moisture
8. Check blow off pipe is secure and clear.

The following procedure should be followed for exhaust gas boiler safety valves.
A. Ensure that when the valve was overhauled that it could lift by d/4 when the
spring tension was removed
B. Ensure the drain lines are clear
C. Ensure recently calibrated gauge connected to boiler shell. More usual to use
two gauges to ensure accurate settings.
D. The set pressure of the safety valve would be given to the Chief Engineer by
Class.
This set pressure should be similar to the previous set pressure of the valve.
E Ensure the main engine is operated above 50% power to ensure that the exhaust
gas fired boiler is generating steam to allow the test to continue.
F Gag one of the two safety valves so that only one valve is able to lift
G Close in the exhaust gas boiler steam outlet valve to raise the pressure in the
boiler up to the set pressure
H If the valve does not lift at the correct pressure, reduce the pressure and adjust
the spring tension.
I. Carry out points G-H until the valve lifts at the correct pressure. Open steam
valve fully when the safety valve lifts.
J. Measure the distance between compression ring and valve body.
K. Change gag over, to set the "other" safety valve using the procedure G-J.
L. After both valves are set, release pressure, and fit spacer rings beneath
compression ring, as per the measurement in point J.
M. Replace easing gear, and lock top cover to prevent spring adjustment
N. Check all gag’s are removed. Some surveyors may require both valves to be re-
lifted here to check that valves are left in operational condition.
O. Record the values of the safety valve in the Engine Log Book, and prepare
statement for the Classification Surveyor.

Once the safety valve has been set, then the Chief Engineer must forward a
statement to the office of the Classification Society where the survey was carried
out (with copies to Owners, and vessel file) of the following details:
• Identification number of the vessel
• Identification number of the valve adjusted
• Date of adjustment
• Opening pressure of the valve
• Closing pressure of the valve
• Chief Engineer's name and signature
A heavy Oil purifier vibrates badly when just shutting down and coming
to a stop. Suggest some reasons for this vibration problem, when you
have already made an inspection of its drive mechanism and casing and
found nothing unusual.
Answer
Abnormal vibration or abnormal sound happens
Failure in bowl
Clean up bowl
Be sure to discharge sludge at the time of stopping the operation, then perform
water washing of bowl.
Add one or more discs.
Assemble correctly tally marks, key groove or knock pin
Inspect the height of bowl.
Remove contact with non-rotating parts.

Defects in vertical shaft parts

Replace ball bearings with new ones.
Inspect the amount of lubricating oil and degree of deterioration
Tighten spring retainers properly
Check spring itself for fatigue.

Defects in horizontal shaft parts

Replace ball bearings with new ones
Inspect the amount of lubricating oil and degree of deterioration.
Retighten spiral gear fixing bolts.
Replace horizontal shaft key with -• new one.
Rubber plate has hardened
Replace with new o
With regards to keeping the gas side of a boiler in good condition discuss
each of the following

The mechanism of combustion stating the factors which are important

for good combustion

Fuel oil treatment

Soot removal equipment

Answer.
Answer.
To a degree necessary for good combustion. Time is required for combustion air
and fuel to mix and to burn completely within the confines of the combustion
chamber. Modern marine boiler plant provides for this with larger furnaces than
were previously found.
High temperature is needed to vaporise the fuel and to ensure rapid ignition.
Turbulence is necessary to aid mixing of fuel and air so that complete combustion
can be achieved without the need for more air than that required to consume the
combustibles carbon, hydrogen and sulphur. The arrangement of the air admission
apparatus is important.
Of further importance for efficient, complete combustion of heavy fuel oil is the
design and performance of the fuel atomiser.
[Combustion of Fuel in Boilers.
The combustion of a residual fuel oil in a boiler furnace takes in a number of
stages, which are described as follows.
The oil is first heated in steam or electric fuel oil heaters. This reduces its viscosity
and makes it easier to pump, filter, and finally to atomize. However it must not be
overheated at this stage, otherwise a process known as cracking' occurs,-leading to
carbon deposits, and the formation of gas in the fuel oil lines, etc. The gas, due to
its large volume, reduces the mass of oil passing through the burners, which in turn
leads to a possible reduction in the steaming rate of the boiler owing to the reduced
amount of fuel actually burnt. This gasification can also cause instability in the
combustion process itself, resulting in a fluctuating flame formation.
The heated oil is now passed through the burners where it is atomized; this process
breaks it up into a fine spray of droplets, so presenting a very large surface area of
oil to the combustion processes. The droplets formed are .of two main types, i.e.
very fine particles consisting of the lighter fractions of the fuel, which form a fine
mist, and slightly larger droplets formed by the heavier fractions of the residual
fuel.

Heated combustion

Another important factor for the formation of the primary flame is that it must be
supplied with primary air in the correct proportion and at the right velocity. In the
case of air registers using high velocity air streams this is done by fitting a tip plate
which spills the primary air over into a series of vorticesrasindicated . This ensures
good mixing of the air and fuel and, by reducing the forward speeds involved,
helps to maintain the primary flame within the refractory q'uarl.
SECONDARY FLAME
The larger oil droplets, heated in then passage through the primary flame zone,
then vaporize and begin to burn. This, although a rapid process, is not
instantaneous, and so it is essential that oxygen is supplied steadily and arranged to
mix thoroughly with the burning particles of oil. An essential feature for the
stability of this suspended secondary flame is that the forward velocity of the air
and oil particles must not exceed the speed of flame propagation. If it does the
flame front moves further out into the furnace and the primary flame will now bum
outside the quad with resulting instability due to overcooling.
As indicated careful design of the swirl vanes in the air register can be used to
create the required flow patterns in the secondary air stream. The secondary flame
gives heat to the surrounding furnace for the generation of steam.]

Fuel oil treatment

The fuel which is used in boiler i.e. HFO contains many impurities such as water,
asphaltin, sludge, sodium and vanadium and metal particles such as alumina silica
and catalytic fins
If these impurities are not removed combustion process gets disturbed and efficient
combustion does not take place and soot formation takes place
Presence of water in oil causes fluctuation in flame or flame failure
Asphaltin will cause the deposition of hard carbon in form of honey comb on
heating surface as well as on burner and swirler plate
Sodium and vanadium will cause high temperature corrosion of heat transfer
surface of gas side
If it has metal particle leads to damage of burner with damaged burner injection
pattern will change – improper combustion
These metal particle form ash and get deposited over heating surface

Treatment settling and service tank to be drained for efficient removal os sludge
Better to purify oil, removal of water and asphaltin in form of sludge and catalytic
fins

Soot removal equipment

Soot blower where steam is blown out by use of steam or air pressure
Soot sticks which are thrown in furnace and burnt in furnace these form chemical
gas which release the soot
Infrafone in which high frequency sound waves are admitted into combustion
gases this causes fine vibration of tube and it releases the soot
Water washing in port
Manual cleaning by brushing
During the past 4 months since you joined the ship as 2nd engineer a
number of main engine exhaust valves have suffered from cracking and
corrosion at the seating faces.

Write a report to the superintendent engineer covering the following

points.

An explanation detailing how the problem become evident.

Your action upon recognizing the extent and seriousness of the problem

Your reasoned view regarding the possible cause of the problem.

Your recommendation to avoid future incidents.

Answer.
Answer
m.v. rover Voyage 34L Yokohama — Pusan31st September 1999
Main engine exhaust valve failures
Over the past four months, there have been 5 main engine exhaust valve failures
that have twice resulted in an un-scheduled stop at sea. All valves have failed, even
though the running hours on each valve are well below the normal overhaul period.
The actual and imminent failure of the valves was identified by a sudden rise in
cylinder exhaust gas temperature, accompanied by a fall in cylinder compression
temperature.

Following the third valve failure, two other exhaust valves were removed and
examined, and small cracks were noted from corrosion sites close to the machined
sealing face. The size of these cracks did not appear to weaken the material.
However since this inspection, two further exhaust valves have failed.
Hence it appears that after only 2400 hours in service that all exhaust valves must
be removed from service for overhaul. This temporary change in the overhaul
schedule for the engine has been implemented until further notice.

Operational factors of the engine such as speed and load have not changed over
recent months, nor has other operational parameters such as turbocharger speeds,
boost air pressure, or cylinder exhaust gas temperatures.

I have included a summary of the engine room log readings as appendix 1 of this
report. The small corrosive areas noted in the recent inspections of the valves could
indicate a possible cause.

To investigate this corrosion further, fuel samples have been taken and forwarded
to the Fuel Testing Lab. asking for a full analysis, especially the fuel vanadium and
sodium levels.
Others possible factors such as incorrect valve clearances and valve carbon build
up have been dismissed following detailed investigations on-board.

Until the fuel lab can confirm or otherwise the level of contaminants in the fuel,
then the overhaul period of the valves will be maintained at the low level
previously specified. The UMS operations of the engine room has been halted, to
enable a closer watch on possible cylinder exhaust gas temperature rises, that could
indicate premature valve failures.
Should the vanadium and sodium contamination level be high, then I propose that
all fuel ordered for the vessels should specify a lower limit to avoid further
problems of this nature.
Please note that present spares levels for these valves are presently acceptable.

Question Sr 4, 1 2009

Your ship after having been accidentally grounded was taken to dry dock
for inspection and necessary repairs

What defects would you look for in the following parts that may have
sustained damage due to grounding and suggest method of repair that
may be required to be carried out to the defects noticed

Propeller shaft and tail end shaft

Main engine crankshaft

Answer
They may bend break twist or crack
Pitch of propeller may change

Tail end shaft

Can bend. Seal can get damaged
Stern tube temperature will increase and can damage S.T. bearing
Engine will get overloaded
If keyed propeller is fitted then due to grounding along the key and keyways cracks
will be there
Damage to propeller and shaft threading
Cracks on boss if it is tapered will get disturbed
Sometimes propeller will be totally lost
Coupling bolts may get overstressed
Propeller shaft alignment will be large
If CPP operating mechanism will get damaged and push pull rod can get bent
Repair
ROUGHENING 
Roughening may lead to rapid degradation. Very small pits (less than l mm) can be
ground out and polished. Deeper pits can be repaired by .welding, grinding and
polishing. Temporary repair can be carried out using resin fillers.

 
DEFORMATION
Minor edge deformation can be corrected in-situ, using hand operated straightening
levers and 'soft' flame heating torch (not oxy-fuel). Major straightening and pitch
checking would be carried out in a shore-facility.
EDGE CRACKS                                       
Minor edge cracks can quickly become more serious, especially at the leading
edge. If the cracks are less than 10mm in length, they can be ground out and the
edge 'faired'. Larger cracks may need to be repaired by drilling a small hole at the
root of the crack, gouging out, welding, grinding and polishing (not in the inner
third of the blade). Temporary arresting of propagation has been carried out by
drilling a small hole at the root of the crack, plugging the hole, grinding and
polishing.
 
SERIOUS EDGE DAMAGE
[Propellers, if appreciably damaged, should be repaired in a shop rather than in
place on the ship. When extensive propeller repairs are contemplated or when
repairs are of a nature which require machining or chipping to restore to designed
dimensions, a yard estimate should be obtained before proceeding with the work,
and approval of the A.B.S. If a propeller blade is bent to the extent that it must be
repaired quickly so as to keep the vessel in service, and it is not possible to return it
to a qualified propeller manufacturer for repair, great care should be exercised in
the application of heat. At no time should the repaired section be worked at a
temperature higher than cherry red. As soon as this condition changes to black
heat, work should stop and the worked portion reheated.]

Repaired by welding on a new cast piece of the blade. The blade is cropped and the
new-portion clamped in position, welded on one side, ground flush, clamps
reversed, other side gouged, welded and ground.   A final polish gives the required
finish to the blade surface.

    

The best welding techniques are the semi-automatic, inert gas shielded processes
such as MIG (MAGS) and TIG (TAGS). The repair should be in the outer 55% of
the propeller radius (outer two thirds of the blade) followed by stress relieving. The
major repairs must be carried out at a shore based facility with a stress reliving
oven.
APPLICATION OF HEAT
This can be used to assist the fitting/removal of some propellers, but great care
must be taken to avoid high residual stresses being introduced when cooling. The
consequences of residual stresses could be 'stress corrosion cracking' of the boss
which may not occur until some weeks or months after -the application of the heat.
Stress corrosion cracking in the boss due to the incorrect use of heat for
fitting/removal usually results in a scrapped propeller. The heating process has
been successfully carried out using steam, electric blanket or soft flame such as
produced by paraffin, or propane and air.
A fierce flame such as oxygen and fuel should not be used.
Under no circumstances should heat be used with shrink fit bosses since the resin
bond to the insert is destroyed

b)
For damage check crankshaft deflection
Slippage of crankshaft
This is the most common problem
Causes:-
Hydraulic lock in cylinder at start up.Seizure of running component e.g.
piston.Fouled propeller. Starting with turning gear engaged.

Failure of bottom end bolts or similar.

identified :-
Displacement of witness marks at pin/web interface. Timing altered over part of
engine. Vibration from engine at normal running.
Result :-Timing of units on other side of slip to camshaft drive altered. Possible
reduction in grip of shrink fit.
Abnormal vibration.

Remedy :-
For minor slippage timing adjustment with regular checks may be sufficient. For
major slippage, say greater than 4°, then it is necessary to return to original
position by arrangement of jacks, strong backs and preferably liquid nitrogen.
Only gentle heating should be applied to avoid undue thermal stress.

[Whenever possible and convenient, the repair should be carried out at a ship
repair facility- if this is not possible, there are several recorded precedents for
recovery procedures.
1. Chill as far as possible the crank pin (dry ice etc-.).
2. After several hours of cooling, warm up the web by applying a broad flame
over a wide area.
3. Lock the journal against rotation, (remove shims and harden down the keep).
4. Jack the web back into position. (Mount the jack on wooden battens to protect
bedplate structure from a high and localized load).
5. Erect a stop above the web, to prevent overshooting the desired position, before
applying jacking force.
6. The fitting of dowels is not recommended; they upset the hoop stresses
mentioned earlier and, being 'driven' in, also lift the surfaces apart and thereby
reduce the frictional grip essential to the shrink fit.
7. Record the affected unit in the engine log, ensuring that the witness marks are
regularly checked initially, after just a few running hours and then after every
voyage or extremely heavy weather, where possible.
Adequate precautions must be taken against fire, contamination of lubricating oil,
and unexpected engine movement and so on. Such a repair should not be
undertaken by ships' staff without referring to the engine builders and the
superintendent engineer.]

If you have opened up a main sea-water circulating pump (centrifugal

type) for survey or examination, describe the checks you would make,
and state your conclusion regarding any faults found.
Answer.
The rotor and rotor shaft are first examined, paying particular attention to the rotor
sealing surfaces, gland packing locations, the rotor blades, and the journal surfaces
of the bearings.
The internal sealing surfaces on this type of pump are at the sides of the rotor and
have a small radial clearance. The surface should be examined for contact marks
and wear. Contact marks and wear are indicative of slack bearings, particularly in
the bottom bearing if it is fitted internally in the lower part of the pump casing. If
the clearance is greater than that recommended by the pump maker, new sealing
rings must be fitted.

The gland packing locations must also be examined and if there is considerable
wear new packing sleeves must be fitted on the rotor shaft. If the wear has come
about over a short period it may indicate that incorrect packings have been used, or
if it is a water-sealed and lubricated gland it may indicate incorrect location of the
lantern ring, or choked or damaged water pipes.
The blades of the rotor should be examined for erosion and cavitation. A general
thinning of the blade extremities indicates erosion while a pitted appearance on the
back tip area of the blade indicates cavitation. Cavitation damage usually indicates
a restriction of inflow into the pump which may come about from improperly
opened valves (not fully open), dirty strainers, or shipside grids choked with weed
or shell.
The journal surfaces of the bearings (if not of the ball or roller type) must also be
examined for condition and clearance. Particular attention must be paid to the
bearing clearances if wear and contact marks are present on the sealing rings.
Slack bearings (if not from normal wear and tear over a lengthy period) indicate
deficiencies in lubrication to the bearings. In vertical pumps it is fairly common
practice to locate the bottom bearing within the pump casing. This bearing is then
either water lubricated, by a small flow of water through the bearing, or grease
lubricated. If faults are found in this bearing they are often associated with blocked
or damaged water supply pipes or lack of attention to regular greasing of the
bearing. Excessive wear on bearings may also be associated with misalignment
between the electric motor and the rotor shaft: misalignment will be indicated at
the couplings.
The pump casing must also be examined for general deterioration, particularly if it
is made of cast-iron. The spaces in which the rotor sealing rings are located must
also have attention. If any deterioration has occurred remedial work is often
difficult. Temporary, and even permanent, repair work may sometimes be possible
with epoxy fillers and similar materials. Glass fibres can be used as a reinforcing
material to strengthen the filler.
Severe engine vibration has recently become evident when the main
engine for which you are responsible operates within a certain speed
range.

State, with reasons, the possible causes of such vibration

State the consequences of operating the engine under such vibratory

conditions

Describe the procedure you, as Second Engineer, would implement in

order to investigate and rectify the problem.

Vibration phenomena are indicative of unsteady operation, which may usually be traced
to one particular malfunctioning unit rather than to a general deficiency of the whole
For an engine that has previously been operating in stable condition to develop
vibrations, the cause could be either internal to the .engine and its systems and/or
externally imposed. Under the former, combustion oriented irregularities may be the
cause, such as improper sequential firing and power imbalance amongst the cylinders. A
malfunctioning fuel injector or a fuel pump (both in timing as well-as metering);
scavenge efficiency drop and power loss in one unit etc - all these come under this
category.

Running gear malfunction could increase mechanical friction, again internal to the
engine, also should be considered.
A overheated piston (due to a variety of causes such as coolant failure, cylinder
lubrication failure etc ), misalignment of the piston in the cylinder.
Excessive rubbing at the guides (maybe due to the above), excessive clearance in the
bearings (may be as a consequence of a run out) could all come under this.
Tie rod slackening (maybe an aftermath of a severe, scavenge fire) and the subsequent
pinching of a main bearing, cracks in the bedplate especially by way of main bearing
saddles and thereby tending to bearing failure, arc other likely causes.
Since a main propulsion engine with the permanently and directly connected load as I
propeller cannot be studied in isolation for the vibrations that have risen, such vibratory
disturbance could well have originated external to-the engine, namely propeller,
transmission etc.
Propeller imbalance due to damage to surfaces including fouling by fishing nets etc is -
not uncommon, leading to such vibration of the engine-shafting-propeller system.
Lubrication failure of an oil lubricated stern tube (or insufficient cooling) and bearing
.damage will greatly increase the factional force, and alter the shaft "attitude" within the
bearing leading to vibrations.
A similar effect can also result from an excessive aft trim due to poor ballasting etc.

Transmission shafting misalignment while in service could result from bearing failure,
bearing foundation failure, excessive hull flexure due to incorrect loading of the hull
girder" etc.
However, this will show itself as overheated bearings, and, in extreme cases, coupling
bolt fracture.
Finally, the main thrust bearing is the sole means of taking tip the entire propeller thrust
and transmit it to the hull, while operating under very severe loading is still
comparatively trouble free, mainly because of the excellent fluid film wedge formation in
a hydrodynamic lubrication regime.
Anything that impairs this will rapidly lead to the thrust bearing overheating and
consequently lubrication failure and bearing disintegration. This will definitely manifest
itself as vibration,
Vibrations that originate within the engine are rather easily traced. For example,
combustion oriented faults are quickly revealed by a variety of means - exhaust
temperature, indicator cards etc. The malfunctioning part thus detected can be replaced.

Engine components giving rise to vibrations due to excessive wear (bearings, guides etc),
improper clearances and increased mechanical friction etc, can be determined only after
stopping the engine and physically opening up. However, certain indications will help
fault location, such as' the timing of a " knock" with respect to piston position, drop in the
lube oil pressure due to bearing wear down or wipe out, very abnormal piston cooling
temperatures followed by groaning noise and acrid smell and smoke in the case of a
overheated piston etc. In an extreme case, a warning from, the oil mist detector of an
impending explosion, or the breaking of the "location" bolts connecting the entablature
and the A-frame which is likely to happen when the tie-rod is slackened etc could also be
the indications.

Sources external to the engine that cause vibrations can be traced by a process of
elimination. Intermediate bearing temperatures, thrust bearing temperatures, stern tube
bearing temperatures and oil-flows, foundation bolt condition of the thrust bearings etc, if
found alright and eliminated as causes will lead one to conclude that damaged or fouled
propeller is the probable cause.( A Diver' s inspection may be arranged for if feasible).

RESTORATION of normal engine operation is possible only after the source of the
vibratory disturbance is located precisely and the defect rectified. In engine related
malfunctions this is best accomplished by a decarbonising overhaul, component
replacement (piston rings etc), correct piston aligning centrally in the bore, correct
bearing adjustment, a thorough crankcase inspection including crack detection,
crankshaft deflection etc. while it is highly unlikely that the engine inertia balance could
have changed while in service, it is possible that external vibration restraining devices,
such as the engine top stays (to prevent lateral,' "tuning fork" vibrations), or detuners or
dampers if fitted failing, or even the flywheel getting loose on the shaft, leading to severe
vibrations.
External causes too can be systematically located and rectified in so far as it is feasible.
Accurate gauging of the thrust block and pads renewal (if the thrust collar is O.K) may be
necessary. Portable vibrograph instruments are available on board some ships and can be
used to advantage as condition monitoring and trouble shooting tools in this instance