MEML 4 ORAL QUESTION asked

1. HOW YOU ARE GOING TO STOP YOUR AC SYSTEM WHEN YOU GO FROM
HOT AREA TO WINTER AREA(here he wants you to talk about how you are going to
pump down the refrigerant before you stop the system)
2. Indication of air in refrigeration system

What happens if air enters into the refrigeration system and how to remove it?
Indication for air ingress
 Compressor overheating with high discharge pressure and normal condensing
temperature.
 The appearance of small bubbles in the sight glass.
 Condensing pressure high.
 Cooling capacity reduced.
 Pressure gauge of the condenser jumps indefinitely.
Reason:
 Air may enter while charging of the refrigerant.
 Air may enter while carrying out routine maintenance.
 If the suction pressure goes below atmospheric pressure, during system evacuation, then
air may enter from leaky gaskets or loose connections.
Remedy:
 Air in the system gets removed by collecting the system gas into the condenser by closing
the condenser outlet valve while the compressor is running.
 The compressor trips after the activation of low pressure cut out with most of the
refrigerant collected inside the condenser.
 Allow the condenser to cool down with a fan or cooling water whichever is the medium
under running condition.
 As the air is non-condensable, it remains on top of the condenser above the refrigerant.
 Vent the collected air from the venting valve using a thermometer, as the temperature
drops, immediately shut the vent valve.

3. How to manage air pollution by ODS substances

Initially around the time the Montreal Protocol was signed, there was a lot of development
done to find alternative refrigerants to the CFC’s and HCFC’s. Blended refrigerants were
developed, but quickly discarded, non-ozone depleting refrigerants have been developed,
these are the HFC’s such as R23 (CHF3), R125 (CHF2CF3), R134a (CH2FCF3), R404a (R-
125/143a/134a
(44.0/52.0/4.0)), R407c (R-32/125/134a (23.0/25.0/52.0)), R410a (R-32/125 (50.0/50.0)),
R507 (R-125/143a (50.0/50.0)), R508b (R-23/116 (46.0/54.0)), …………….more being
introduced
These are the new refrigerants, (HFC’s) have been developed recently as being ‘ozone
friendly’, each has different properties but in general R134a replaces R12 for domestic
 refrigerators and some vehicle air conditioning, R407a has replaced R22 for the commercial
cold room type of plant and
larger air conditioning plants, R410a has found a niche in the heat pump (ground heat)
market. R507 has replaced R502 for blast freezers where a very low evaporative temperature
is required. The other refrigerants have been developed for specific purposes, for example
very cold blast freezers,
etc.

4. Draw cards (for retard and early injection the out of phase diagram, position of TDC
and BDC )
5. Power card(how you are going to calculate power for one unit and all units), here
include MCR, ECR, Engine ratings , name plate for your specific engine(almost
everyone is asked this question 4 and 5)
6. What are the conditions required to take performance
7. Piston overhauling and things you check here, the checks you make , the nondestructive
test to be carried out(indetail)
8. Stuffing box overhauling and things you check and the lamellas are worn out and u
don’t have spare what are you going to do

9. Piston ring clearances....all kinds

Four important clearances taken in the piston rings are:

 Axial Clearance
 Radial Clearance
 Butt Clearance
 Controlled Pressure Relief groove measurement

Axial Clearance: 

It is the clearance between the ring and the groove to be measured at the top part by a feeler
gauge. This clearance is to be measured at four different points for each ring.
Radial Clearance: 

The radial clearance is the difference between the groove depth and ring width, which can be
measured by a vernier caliper

Butt clearance:

 It is the clearance between the end butt of the ring inside the liner.
The ring is placed inside the liner and the impression can be taken on a paper by applying
Prussian blue paste at the butt ends. The gap between the impressions can then be measured.

CPR ring: 

The controlled pressure relief ring is fitted in the MAN piston as a top ring. The CPR ring has
“S” shaped butt joint with six controlled pressure relief grooves milled across the face. Measure
the radial depth of the grooves butt clearance at the S joint.
10. How you are going to manage work rest hours

11. Due to maneuverings night and day u have worked or over 24 hours , what are u going
to do?(ask assistance from C/e and you can plan it in advance before arriving to port)
12. Where is your emergency fire pump?
13. If there is big fire in engine room, what you are going to do at first and if your first
attempt didn’t work what are you going to do?
14. Fuel oil bunkering procedures, surveyor is onboard and you are using low sulpher fuel
oil so what are the things he is going to check (BDN, sounding, samples…)
15. How you are going to make bunker requisition for the next voyage, and how you
prepare for bunkering ,during bunkering and after bunkering
1. Discuss with master about voyage, weather, wind, current, pilot to pilot distance, Stat in
port, anchor
2. Then Calculate Voyage Consumption
3. Port and anchor stay consumption
4. Reserve Consumption (3 to 7 days)
5. Unpumpable FO
6. Sludge formed from the FO during the voyage (1% of Voyage Consumption)
7. Remaining on Board bunker
Bunker to Request = add (2 to 6) _ ROB
I think for cat fines u guys know it better.

16. You receive new bunker and sample result you didn’t receive but you want to use the
how u area going to proceed …(he wants to hear that since the fuel sample result is
unknown I will think the fuel as bad fuel so proceed like u receive bad fuel) once you take
the precautions how you are going to check the quality of fuel from engine side (by making
draw cards , power cards, under piston inspection,…….) how you are going to adjust VIT,
what are the things you adjust near local control area of Main engine for bad fuel? ifo 380
fuel we bunker so he ask at what temperature is the viscosity 380 given
17. OWS port state inspection (here in detail) , entries made in the ORB
 (a) OWS
Documentation
Oil Record Book, OWS instruction manual, 15ppm Alarm unit (ODM) manual, 3 ways
automatic stopping devices manual and relevant certificates are kept readily available.
OWS piping diagram, OWS operation procedure and USCG notice must display near OWS.
ORB must be updated according to the company Instructions. All tests and operations must
be recorded.
Testing
OWS must be working in order. 15ppm alarm (ODM) and automatic stopping device must be
tested before inspection.
Bilge wells high level alarm, sludge tank high level alarm also tested and recorded.
Bilge pump must be working in order. One spare coalesce unit must kept onboard.
All valves, sensors, Pressure gauges and filters of OWS and Bilge pump must be working in
order.
No leakage and no illegal connection for the system. Overboard valve must be locked and
key must be kept by CE. Warning sign should display around there.
18. Around there. What is ISM, and prepare your ship for ISM inspection, what is DOC, SMS,
check also her clear ground for ism inspection.
 International management code for the safe operation of ships and for pollution
prevention (International safety management ISM code)
 The objective was to ensure safety, to prevent human injury or loss of life, and to
avoid damage to the environment, in particular, the marine environment, and to
property
19. What is Neutral insulated system?
Insulated Neutral System: When the neutral of the generator is completely insulated from earth
or ship`s hull it is called insulated neutral system. 
It is very advantageous because it does not pose any danger to human life even if there is a single
earth fault because the whole ship will be at same potential leading to no damage to machinery
and life. N alarm system will detect this earth fault.

Earthed Neutral System: When the generators neutral is connected to the earth or ship`s hull it
is called earth neutral system. 
A single fault can cause very large current to flow causing damage to the machinery. But still it
is used in high voltage systems because if there is only one earth fault the machinery will trip and
protect the equipment.
The electrical system consists of a source and different consumer equipment. The source may
either be a single phase or three phases. In a single phase system, there happens to be two
leads emanating from source (Generator/Alternator), The line and The neutral. In a three
phase system, 3 or 4 leads may emanate from the source depending upon the type of system
used.

For single phase system :

In neutral insulated system, the neutral of the source is insulated. In other words, the neutral
is not connected to the earth.
In neutral earthed system, the neutral of the source is connected to the earth.

Insulated and Earthed Systems

For three phase system :

In neutral insulated system, the star point of the source is not connected to earth. Hence there
happens to be only 3 leads (3 phase wires R,Y,B) emanating from the source.
In neutral earthed system, the star point is earthed to ground. So 4 wires emanating from
source (3 phase and 1 neutral).

In an electrical system, 3 different types of fault may occur:

 Open circuit fault (A) : due to break in the conductor so that current cannot flow.
 Short circuit fault (C) : due to break in insulation so that two conductor touches each
other giving a short path to current and allowing a very large current to bypass the load.
 Earth Fault (B) : This is also due to break in insulation, but the conductor touches the
metal enclosure or the hull indirectly.
 Faults in Electric Circuit

The discussion of the two types of electrical system (Insulated or earthed neutral) depends on
a large extent to the earth fault occurring in the circuit.

If a single earth fault occurs in the line of an earthed neutral system, then it would be
equivalent to a short circuit fault. The reason being, the earthed neutral creates a closed path
for the earth current to flow through the hull of the vessel. Since this path has a minimal
resistance, the earth current can increase to a very large extent.
 Earth Fault in Neutral Earthed System
Onboard ship, if the earth current increases beyond the current rating of the generator, the
entire system may collapse causing irreparable damage. To limit this earth current, a Neutral
Earthing Resistor is connected to the earthed neutral of the source. This resistor is of
sufficient ohmic value to limit the earth current within rating of the generator. However, the
magnitude of earth current is sufficiently large to operate the tripping mechanism of the
faulted equipment immediately isolating it from supply and rendering it safe.

Neutral Earthing Resistor (NER)

In a neutral insulated system, a single earth fault occurring in a system would not cause any
earth current to flow in the ship's hull. This is because a single earth fault current does not
provide a complete circuit for earth current to flow. So no protective trip will operate and
system will continue to function normally.

Single Earth Fault in Neutral Insulated System

However, if a second earth fault occurs on another line in the insulated system, the two earth
faults together will be equivalent to a short circuit and the resulting earth fault current will
operate protection devices and cause disconnection of services.

Two Earth Faults in Neutral Insulated System

Onboard a ship, the priority requirement is to maintain continuity of the electrical supply to
essential equipment in event of a single earth fault occurring. The priority requirement ashore
is the immediate isolation of earth-faulted equipment which is automatically achieved by an
earthed system.
To understand this better, a case study is used; If the earth fault occurs in an essential system
like that of steering gear, then in case of:
Insulated neutral system, no earth fault current will flow and the steering gear will continue
to operate until there is a second earth fault in any equipment present onboard. Hence, even
with a single earth fault, the essential service will continue to operate.
If the system would have been an earthed neutral, then a single earth fault would have caused
heavy earth current to flow and operate the tripping mechanism causing shutting down of
steering gear. This will seriously compromise usually provided with neutral earthed system
via a neutral earthing resistor.
In a HV system, certain essential loads can be supplied by a transformer with it's secondary
insulated to ensure no earth fault current flows in the equipment. This maintains the
continuity of service.

SOLAS regulations require that the hazardous areas of tanker viz. cargo area, pump room
should have a neutral insulated system to prevent any stray earth current from flowing in the
hull and causing explosion hazard.
However an exception is included in case if tanker has a 3.3 KV system, the earthed system
is permitted provided that the earthed system does not extend forward of engine room
bulkhead and into the hazardous area. With the safety of navigation.
Keeping this in mind, it is well understood that onboard a ship, a neutral insulated system is
to be used. And, in shore installations neutral earthed system is used.
Shipboard main LV systems at 440 V are normally provided with neutral insulated system.
On the other hand HV system (1000 V to 3.3 KV) are
 Both the Insulated neutral and earthed neutral system have got their own advantages and
disadvantages. Where it is easier in the earthed neutral system to detect any earth faults in
system, it is easier in isolated neutral system to maintain the continuity of service.
20. What is short circuit, what is single phasing?
 Open circuit fault (A): due to break in the conductor so that current cannot flow.
 Short circuit fault (C): due to break in insulation so that two conductor touches each other
giving a short path to current and allowing a very large current to bypass the load.
 Earth Fault (B) : This is also due to break in insulation, but the conductor touches the
metal enclosure or the hull indirectly.

1. Earth fault, how you know that there is an earth fault? How you proceed to identify
the consumer with this fault? Why this consumer was not tripped? What situation
leads it to trip?
How to find out an Earth Fault?
The seriousness of the action to be taken on an Earth Fault depends on the part of the
electrical system it affects.
Conventional ships which operate on 3 Phase, 440V, have earth fault indicators installed on
all three phases.
Any earth fault on a 440V system is considered to be a serious trouble and immediate action
is required to identify the faulty circuit.
Any earth fault on 220V or any low voltage lighting circuit can be
Considered as important but need not require immediate attention.
However, attention should be paid at the next earliest opportunity.

How to find out an Earth Fault?

First action is to check the trueness of the alarm. Usually there will be a test button which
when pressed, resets the alarm and rechecks the condition of the earth fault.
If the ship is having IAS (Integrated Automation System), check on the computer in the list
of events after which the alarm has activated.
If IAS facility is not available, there is only one option of isolating each and every machinery
in the 440 V circuit and check whether the earth fault indication returns back to normal.
Isolation of all machinery, which operates on 440V, is not always possible. Certain critical
equipment like steering gear and lubricating oil pumps cannot be isolated for when the ship is
underway. However changeover can be done from running machinery to the standby oneand
thus the earth fault can be found.
Earth Fault alarm sounds on a 220V panel
 Check the trueness of the alarm.
 Isolate the complete Group start panel for a lighting division one by one.
 Check the Earth Fault indicator for status (still faulty or normal).
 If faulty, then put on the breaker which is put off earlier and isolate other group start
panel for lighting circuit.
 Once the group start panel is identified, then individual lighting switches are turned
off one by one and checked for the alarm condition.
  When any switch when turned off and thus the condition becomes normal, then this
lighting circuit is marked and then inspection is done on the particular light for
abnormalities.
2. How you check the IR (Megger test) for an alternator, mentioning all the
procedures.
Insulation resistance test method of alternator

There is no difference of insulation test that of other equipment and that of alternator. But as
the complete isolation of a subject wire is the main concept of insulation resistance, caution
and perfect knowledge of alternator connection need to be known before proceeding.

So the main concept is to complete isolation of test subject. Synchronous alternator are
mostly of star connected. First thing to disconnect the star connection and also disconnect the
protective device or measurement device like CT, PT. Then we can continue to Insulation
resistance of Alternator.

Internal connection of Alternator

 Phase to Phase insulation resistance test
3.

Phase to earth insulation resistance test connection

Describe it by sketching the brushless excitation system of alternator.

Insulation Measurement of Alternator 9
Insulation test of Main Stator winding
Insulation test of Main rotor winding
Insulation test of A C Exciter Field winding
Insulation test AC Exciter Main Winding
Insulation test of Heater circuit
 4. How you take Megger test on electro motor. Procedure how and Where to measure?
Normal Values to be expected from the reading.
5. Show by Sketch the terminal box of electro motor and how you connect the terminals
in star and delta

Then he asked how to make the tests to see conditions?

Test 1. IR test
👍Test between each phase and ground and Test between each end of the phase
👍Use Megger with 500v
👍 Test for Continuity and resistance by using ohmmeter or Multimeter will resistance
measurement selected. Check if values of resistance of all the three phases are more or less equal
Minimum value-1mega ohm. But depends from company to company
If less, improve by cleaning with electro clean and drying and putting air drying high quality
varnish

6. How to deal with the electro motor that is flooded with sea water. Describe the right
procedure.
 7. What is the difference between sacrificial anode and ICCP? Explain in detail. How
ions flow in each case and how?
8. Shaft grounding, what is its purpose? If not working properly which components are
affected?
9. Dry docking, planning, preparation before and during docking, list of repairs, stability
precautions.
(a) Before months
1. Dry docking survey is to be done 2 times in 5 years cycle, called Intermediate docking and
Special survey docking. Special survey is usually carried out every
5 years interval. As a Senior Engineer, must be prepare before dry docking
base on the PMS, Defect List, and Survey items. The repaired items should be
submitted to the head office and need approval.
2. The necessary plans, drawings, instruction manuals, and service records of previous
docking to be collected and kept ready.
3. Repair list for both ship yard and ship’s staff must be listed and grouped.
4. According to the repair list, hand tools, special tools and spares should be checked and
prepared for readily available. Needful Store and Spare parts intend to be requested to get
in time..
5. Issued needful instructions for safety, fire precaution and pollution prevention. Issue
work assignments before entering dry dock and should be
done during docking period after discussing with all senior engineers and
officers.
6. Test emergency light, Emergency generator engine, emergency air compressor,
emergency fire pump and fire extinguisher should be kept in good working condition.
7. Engine room personnel should be trained proper using of this equipment.
(b) Before a few days

1. E/R bilge well to be cleared, tank top should be hosed down and cleared before
entering the port.
2. Required trim and draughts should be corrected by ballast or by transfer F.O and the
load to be kept in minimum if possible.
3. Check and renew joints and connection for air conditioning plant and fridge cooling
line.
4. Shore Power connection box checked and made ready. Emergency generator should
be tested and made readily available.
5. International shore connection for firefighting should be made ready for emergency
use.
6. Take M.E crank shaft deflection and recorded.
7. Grouped the jobs for E/R staff and Dockyard repair and labeled the repaired items.
8. All the engine room personnel should be instructed to use stores and spares
1. properly without wasting.
(c) Before a few hours
1. Prepare ready for fridge and air conditioning plant cooling line connection.
 2. Electrician should stand by on shore connection box and main switchboard when
shore power is taken.
3. Before entering dry dock, explain procedures and assigned duties.
4. Assign duty for Times recording such as G.E stopping, Shore power and cooling
water connection commenced time, Shore Power meter record, etc.Topping up F.O
tanks and Record all tanks’ sounding. Pressed up air bottles and tight shut.
5. Shut down the boiler properly and release steam pressure through easing gear.
6. . Check emergency generator and shipyard shore power supply voltage
and frequency\
7. All engine room crew to be instructed to follow dockyard fire and safety
instruction and provide fire stand-by duty day and night.ENERAL
10. Load line marks, what is the purpose?
Load line marks are located amidships on both side of the ship, showing maximum draught
to which the vessel may be loaded in summer and winter and in salt and fresh water.
Purposes:
Storage of cargo, ballast etc. is such as to assure sufficient stability.
To avoid excessive structural stresses.
Note 1: Oil Tanker is well divided into oil-tight compartments. So it is reasonable to allow
smaller volume of Reserved Buoyancy and thus smaller minimum freeboard.
Note 2: The grid 540 mm (21 in) aft of the load line mark is used only by Timber Deck
Cargo
Carriers; it is omitted on General Cargo and Oil Carriers. All lines are 25 mm wide
S, Summer Load Line: Upper edge passes through the center of the ring and indicated by
letter S. This line marks the maximum draught to which a ship maybe loaded during
recognized summer period for that region, in sea water for voyages.
The freeboard to the center of the ring, gives the base line from which the other marks are
measured.
W, Winter Load line: Placed below Summer Line at a distance, according to the Rules,
equal to 1/48th of Summer Draught of the ship. This line marks the draught to which a ship
maybe loaded during recognized winter period for that region, in sea water for voyages.
WNA, Winter North Atlantic Load Line: Marked only on ships 100 metres and above in
length,
Providing additional safety in ships of moderate dimensions. Placed 50 mm below Winter
Line.
T, Tropical Load Line: Show maximum draught in sea water for voyages during fine
weather season, in certain zones of the tropics. Tropical Load Line allows a deduction of
freeboard from
Summer freeboard and placed at same distance above the centre of the ring, as the Winter
Line is below
F, Fresh Water Line: To allow for the rise of ship, when passing from fresh to salt water.
Distance above Summer Load Line to Fresh Water Line may be calculated by dividing the
displacement (metric tons) in sea water at Summer Load Line, by 4 times the metric tons per
centimeter immersion. ( Δ / 4 TPC )
 TF, Tropical Fresh Water Line: The Fresh Water Freeboard, placed above Fresh Water
Line, at a distance equal to 1/48th of Summer Draught of the ship.
Deck Line:
» A horizontal line marked at amidships on each side of the ship, and its upper edge passes
through the point where the continuation outwards of the ship of upper surface of freeboard
deck intersects the outer surface of the shell

11. What is reserve buoyancy and what affects it( Reserve buoyancy: it is the volume of
enclosed space above the water line to the deck line) Reduction of the reserve
buoyancy: Ingress of water due below deck line due to failure of water tight integrity
(failure of hull, failure of weather tightness of hatch cover etc).
12. Types of fire detectors and where they are located?
13. How water mist firefighting system works? What are the checks carried out
periodically?
14. Crankshaft deflection. Describe all the procedures & preconditions. How to calculate
finally and how you judge the result? What are the possible reasons for excessive
deflection? (Here mention, the misalignment due to degradation of Chocks, in
addition to main bearing).
When Deflections Should Be Taken
 After any maintenance is carried out on the crankshaft bearings.
 When in doubt about the alignment of the crankshaft (for instance after an accidental
grounding of the vessel)
 At the regular maintenance intervals laid down by the engine builder.
Precautions to Be Taken Prior to obtaining a set of Deflections
 Obtain relevant permit(s) to work. A risk assessment may be required.
 Make sure that the indicator cocks on the engine cylinders are open. A build-up of
pressure within the cylinder will increase the downward load on the crankpin, increasing
the deflection readings.
 Ensure no one is working anywhere else on the engine, shafting or propeller.
 If taking deflections after carrying out work, ensure all tools and chain blocks are
removed from the engine.
 Obtain permission to turn the engine.
 The person taking the deflections should be the only person to turn the engine.
Times When Deflections Should Not Be Taken
 Deflections shouldn't be taken when the vessel is loading or discharging cargo, as the
shape of the hull, and therefore the deflections will be changing.
 Deflections should not be taken in dry dock as when the vessel is on the keel blocks, the
hull takes up a different shape than that when the ship is afloat.

Procedure for Taking Deflections

 A dial indicator is placed between the webs and the amount the crank webs open and
close, or deflect, as the engine is turned is recorded.
  To ensure that the dial indicator is always placed at the same position between the crank
webs, the indicator is located in two pop marks directly opposite each other in the webs.
 It should be evident that when the crank throw is at Bottom Dead Centre the connecting
rod will be in the way of where the dial indicator should fit. For this reason, a deflection
cannot be taken at BDC. Instead the crankshaft is turned until it is just past BDC and the
dial indicator fitted. The pointer is adjusted to read zero.
 The engine is then turned so that the crank throw is horizontal (90º before TDC)and the
reading on the dial recorded. This is repeated again at Top Dead Centre and at 90º after
TDC. The engine is further turned until the crank is just before BDC and a fifth reading
taken. The bottom two readings either side of BDC are then averaged to give the reading
at Bottom Dead Centre.
 When taking deflection readings for the three aft most cylinders, the turning gear should,
at each stoppage be turned a little backwards to ease off the tangential pressure on the
turning wheel teeth. This pressure may otherwise falsify readings.
Opening of the crank webs is a positive direction, closing of the crank webs is a negative
direction.

The readings are recorded on a table and the vertical and horizontal deflections are calculated.
Once the deflections have been calculated, it is normal to compare them with those obtained
from the original readings and the last set of readings taken.
The engine maker’s manual will give a guide to the maximum allowable deflections.

15. How engine is initially aligned in shipyard.

 16. Let's say the surveyor asked oil sample from stern tube? For what he needs it?(Ans :
green oil - i.e environmental friendly) Oil leaks from stern tube aft seal while your ship on
voyage. What measures you are going to take?
(a) Cause of Leakage
The stern tube seal leakage can be caused by
1. Misalignment of bushes.
2. Poor material and design of liner and seals
3. Defective seals by wear, loss of spring tension, damage at high temperature, cracking,
hardening, distortion and rupture due to excessive pressure difference.
4. Contaminated oil supply with foreign materials.
5. Fishing net, rope and similar material entering into the seal (due to defective rope guard)
6. Electro static pitting on the shaft due to an unsatisfactory shaft earthling device.
7. Prolong low speed operation, in which hydrodynamic oil film could not attain.
Remedy
1. Keep good alignment for of bushes.
2. Used superior material and an improve lip profile for seal.
3. Ceramic coating applied to the stem tube liner at lip running surface.
4. Always maintain L.O level in accordance to draught condition.
5. Keep sufficient aft peak water level.
6. Use good design of rope guard
7. Keep good earthing device.
8. Avoid operating at the reduced R.P.M for prolong time.
(b) Action to be taken at sea
To continue the voyage, if Loss of oil
The serious oil leakage from aft seal can be minimize and to continued the
voyage by
1. Tip the vessel to certain allowable trim.
2. Use more viscous oil (e.g. cylinder oil).
3. Reduced the oil pressure head by introducing a temporary header tank, normally in the
form of a 200 Lit oil drum connected to the system by a flexible hose.
4. The drum can be arranged in such a vertical position. That only a slight pressure head is
exerted.
5. In large vessel, lower header tank can be used instead.
6. Reduced R.P.M if required.
To continue the voyage, if Ingress of sea water
It would indicated by emulsification of lubricant.
1. Use higher oil header tank.
2. Slow down the shaft revolution.
Repair in port
1. Repairs or renewal of aft seal can be done either in dock or afloat.
2. If the vessel is due for dry- docking survey or a dry dock facility is available, arrange to
enter dry dock and renew the both seals.
 3. If not dry dock facility is available, renewal of shaft seal can be done by Bonding method
in port.
4. This method can renew the seals without removing propeller and shaft in emergency
repair for the aft & forward seals in a short time.
5. It is necessary to bring the vessel trim by ahead until propeller shaft exposed about
500mm above the water level and to set up scaffolding.
6. Replacing the sealing ring is done by cutting and joins it on the shaft with special tool
and high temperature bonding method. This method is highly granted by KOBELCO seal
Co.Ltd.
(c) Insurance Claim
• When leaking occurs, inform to head office or owner through captain.
• When arrive in port invite Class Survey and Underwriter Surveyor.
• They will survey the damage and by their recommendation, repair to be carried
out as per class requirement.
• Quotation of repairs and repair coast is to be submitted to Underwriter Surveyor
to negotiate any reduction that may appear necessary.
• Both surveyors will survey the repaired work when completed.
• For insurance claim purpose, repair coast and bills must be endorsed by the
Underwriter Surveyor, but exclude transportation charges
For insurance claim purpose the following items are necessary,
1. C/E damage report
2. Log abstracts
3. Damage report form for insurance claim
4. Class Surveyor recommendation
5. Repair bills endorsed by Underwriter Surveyor
17. How the thrust of propeller transferred to the hull? Sketch and explain how the
thrust bearing of Reversible ME is working. How you check the Clearance?
18. Moment compensator (1st and 2nd ) here he wants to know which one take horizontal
vibration and vertical vibration he might ask you to draw and explain (how 2nd
order moment compensator work, with drawing ( first he said it with another name
then said 2nd order moment)
19. Chain drive inspection..( try to list out all and don’t forget the nozzles)

20. Crankcase inspection(here also try to mention all checks don’t forget the witness
mark so when you mention about witness mark he might ask you about how much
angle is allowed to slip and how you are going to make temporary repair )
21. Fuel oil properties( check the temperature at which the viscosity and SG are given)
22. What are the 4 pillars(SOLAS,MARPOL,STCW,MLC)
23. PSC inspection in detail (here he might ask all the certificates on each pillars so
check all of them) MAROL annexes all certificate
24. PSC how he check compliance about SOx and NOx (NOx by checking original fuel
injection parts and Sox by the actual sulphur content by checking from BDN……..)
25. How you are going to reduce NOX and Sox
26. After asking me what type of ship and engine i worked on(container, MAN
electronic) he ask me to draw engine side fuel system.
27. Difference between electronic and conventional.
28. there is big fire in purifier room, what is the procedure to fight the fire(discussed
water mist and CO2 systems)
29. what are the safeties on generator
1.. Under and over voltage protection
2. Under and over frequency protection
3. Preferential Trip
4. Short Circuit protection
5. Current Differential protection
6. Earth leakage Protection
7. Cooling fan
8. Space heaterwill work and breaker trips
30. What is very important alarm on main switch board that we need to fix as soon as
possible?
31. How to check IR of a motor and with what equipment.
32. how to show reverse power for PSC
Normally power (Current) should flow from alternator to bus bar for use. But due to some
problem if the direction of flow of power is Reversed back from bus bar to alternators then
we call this condition reverse power. Very dangerous not only for Alternator but for the
whole power distribution system ( alternator becomes motor and there will be a total black
out if the alternator breaker in the reverse power situation do not trip) How to show it's
working for psc?
1. Run 3 alternators just to be safe. May be in port and with some important
operations going on.
2. Lower the load in the alternator in which u want to show the reverse power
protection working and raise the load on the other two.
3. When the load reach negative 8-10% and with a time delay of 5-10 seconds, the
reverse power relay So there is a reverse power protection to avoid this situation
from occurring
Then he asked what if It didn't work?
Step 1. Raise the load of that alternator from negative to zero as quickly as possible
Step 2. Then when it reach zero, open the braker manually
Step3. Troubleshoot the breaker ( probably the reverse power relay is not working)
33. share load manually 6
34. what happens if we close breaker before 11 o'clock
35. Types of vibration, how they are created, how to minimize.
36. What is counter weight and use?
37. what is found at the free end
38. what are the important fuel properties, what is the minimum flush point , what do
you do during bunkering (already bunkering started), what do you do after finishing
 the bunkering, how to calculate received quantity, how much fuel samples taken and
what to do with it if lab report not received and had to use the fuel what you will do.
39. what kinds of indicator diagrams you take and what you can see from them, on out
of phase diagram draw late combustion, if you see late combustion on all unit what u
think is reason, How to fix this late combustion problem caused by bad fuel( i said
adjusting VIT but he said there is something we do around local control)
40. Preparation for AE unit overhaul as per PMS and Measurements to be taken. In
addition to preparation of hydraulic equipments and measuring tools, all checklists...
Spares like cylinder heads to be tested before assembling. Operating manual ready
and measurement ranges checked to decide parts need replacement or not. Why two
springs are provided on valves, what are the advantages?
41. Explain lubricating system for auxiliary engine? What oil properties are required for
ME system LO, for ME cylinder oil and for GE?
42. What are the effects of using high BN cylinder oil for low sulphur fuel and similarly
effect of using low BN for high sulphur fuel?
43. Explain scavenge fire indications, causes, what actions to be taken to extinguish and
finally explain inspection to be carried out. Which engine components are affected by
the fire?
44. Port state control inspection, what items surveyor will inspect and how you get
prepared for inspection.
45. What is ISM? Observation, nonconformity and major non conformity. Meanings
and give examples of each.
46. What is CSM and how it's implemented?
47. Prepare boiler for survey. What to inspect by yourself before surveyors' inspection?
What action you will take if you find sludge at the bottom? (are you going to clean it
or surveyor has to see it first to evaluate boiler? (Clean it). How a boiler safety valve
is inspected and explain testing procedure?
48. Methods to control speed of motor, explain how speed is controlled clearly.
Application areas on board ship. If you mention VSI method, what controls the firing
on input side of VSI (i.e. thyristor)... Answer: joystick.
49. You have received bad fuel and analysis report not sent to you. What measures will
you take? Draw and explain out of phase diagram. Clearly mark points of maximum
compression, peak pressure. Effects of bad quality fuel? What measures will you
take after finding faulty diagram? VIT adjustment to advance and retard timing.
50. On refrigeration / air con what's unloading and how it operates?
51. What are the requirements for UMS? How you will enter UMS for night round?
Explain dead man alarm, its purpose and order how alarm is raised. What interval
(in minutes) should we press rest button?
52. Power card and draw card, what u will get from them…power calculation…how u
know the power of the engine (not the unit power)
53. how u know ur engine is overloaded(here he wants to hear that specific fuel
consumption will increase but my answer was that ,from the draw card we get the
 M.E.P then we compare it with the speed of the engine with the MEP/speed graph)
….why engine will be overloaded… effect of overloading the engine.
54. Crank case inspection (always start from precautions, mention that crank case is
enclosed space and enclosed space entry procedure should be followed….witness
mark)
55. chain case inspection(he like to hear oil nozzles, also other common inspections as
mentioned in our book, also check on the tensioner locking nut if some clearance)
56. How vertical vibration will be dump…about moment compensator also draw.
57. Vibration on crank shaft, what are the causes? Draw axial vibration dumber…how
torsional vibration will be dumped?
58. How lateral vibration will be dampening…about Top bracing, what checks u make
on top bracing?
59. Cause of high temperature and low temperature of exhaust gas on main engine?
What corrective actions you take?
60. Causes of surging (here u cannot miss that propeller out water in bad weather, also
other causes)
61. How u check over speed trip for main engine and generator?
62. IF your main engine don’t have VIT, how u make timing adjustment
(advance/retard), what can be the reason for retard on the fuel pump.
63. If ur boiler contaminated with fuel, what to do? (Start ur answer from investigating
from where the leakage is?)NOTE u cannot make scum blow down because if u do, it
will be pollution…..from where the leakage can came (I said from purifier heater)?
How u repair this leakage? After repair how u check? (Here he like to hear that u fill
up water then pressurize by air)
64. blr water tube leaks, how u know? How u find which tube is leaking? How u repair?
(plug and weld),…..is the plug is part of spare or fabricated by fitter?
65. Which analysis u makes for boiler water? What should be there values and what
effect each of them have if they deviate from normal values?
66. if you boiler damage with some reasons, then the P&I inspector(inspector for
insurance) what he will check, how he know proper maintenance was done on the
boiler(from c/e daily maintenance record, from safety checks record, from water
analysis report, from log book record)
67. What is P&I club? Which damage they cover?
68. If Ur ship goes to dry dock, what checks u make from bow to stern?
69. How to fit/draw propeller on the shaft? What check u make on the propeller?
70. What u check first on the rudder during dry dock (open the plug and check if water
is inside), why u check this (because rudder will lose its reserve buoyancy if there is
water ingress).
71. How u check the stern tube bearing wear?(by measuring the tail shaft drop using
poker gage)…the poker gage is from dock yard or from ship? How u measure the tail
shaft drop?
72. Stern frame area other than rudder and propeller what u check (here he like to hear
about sacrificial anode)
 73. if one of the sacrificial anode consumed but the other not, then what can be the
reason, provided that welding of this anodes have no defect and painting of hull near
the anodes have no defect.(here he like to hear that the anode which is not consumed
have a manufacturing defect, it is not manufactures from pure Zink)
74. From which material the sacrificial anodes are produced?(zinc)
75. ur ships member of safety management team?(cap,c/mate,c/eng,2nd eng and bosun)…
how they make sure that the ships SMS is functional?( here is C/E Das answer for
this quation ,the team will make periodical check starting from
gangway,loadline,safety equipment,FO change over procedure, on conformity on
documents)
76. Prepare ur ship for ISM inspection.
77. If u don’t receive bunker analysis report and if u have to use that fuel how u
proceed?
78. Mgps and iccp draw and explain.
79. How u check preferential trip? Which machineries will be cut at first?
80. What is damage control plan
81. Main engine main bearing running in procedure and how u know it is perfectly
runned in
82. Draw and explain PLC
83. Valve control pump draw and explain
84. T/c bearings, types, adv, dis and labyrinth seal draw and explain
85. Boiler cold start
86. Boiler survey and safety valve adjustment
87. Boiler contamination with fuel what will u do and chemicals u use to clean
88. Steering types and advantage and disadvantage, check to be done, special properties
of steering gear motor
89. Uptake fire, here how do you come to know hydrogen fire
90. PSC OWS inspection
91. Adjusting fuel pump VIT AND how do u come to know from draw card fuel is bad
92. If A frame is cracked how do repair it ...cold method(metalock procedures)
93. What maintenance will you make for CO2 system and draw and explain Cargo hold
CO2 system
Note: sometimes he ask 2 or 3 questions together…always start to answer from the
question which u know very well.

know the types of Piston ring clearance

Metta Naveen Kumar September 15, 2020  5
We have three types of clearance for piston rings.
1. Butt clearance. 
2. Axial clearance.
3. Back clearance or radial clearance.
1. Butt clearance :
 Is also known as ring end clearance or gap clearance. 
 It is the distance between connecting faces of piston ring. ( or clearance between the end butt
of the ring inside the liner.)

 This clearance should be within the limits specified by the engine manufacturer.

 The ring expands when the engine is hot. If the clearance is less than the minimum limit,
ends touch due to this thermal expansion.
 The ring expands against the liner. This increases the friction resulting in breakage of ring
and Seizure of piston.
 If the clearance is greater than the maximum limit, combustion gases blow by the rings and
exhaust gases enter the crankcase.

 This results in loss of compression pressure in the cylinder.

 To measure butt clearance, insert the rings in the bottom of the liner and ensure that they are
in line with the liner axis.
 Measure the clearance between the faces of the piston ring using a feeler gauge.

 Record two sets of readings, forward aft and port starboard.

2. Axial clearance 
 Is a clearance from the top of the ring to the top of ring groove.
 The combustion gases exert pressure behind the piston rings and push towards the liner for
proper sealing.
 If the clearance is less than the minimum limit, combustion gases cannot flow behind the
rings.
 Measure the clearance between piston ring and upper surface of the groove using a feeler
gauge.

 Record two sets of reading, forward aft and port starboard.

3. Back clearance
 Is the clearance from inner diameter of the piston ring to inside diameter of the groove.
 Thickness of the ring should be less than groove depth so that the outer ring face is inside the
ring groove. 
 If there is no back clearance, the rings take the side thrust. This results in high friction and
possible piston seizure.
 To measure back clearance, measure the depth of the piston ring groove by means of the
depth gauge.
 Take both these measurements in at least 6 different positions around the groove
circumference.

 The difference between the two readings will give the back clearance.
*Back clearance = Ring groove depth - Ring thickness.