meo class 2oral q&a

7/30/2019 meo class 2oral q&a

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SIL ORAL Q UESTIONS AN D ANSW ERS

1. Crud e oi l washing (COW ) is w ashing out th e residue from the t anks of an o i l tanker using the crude oi l

cargo i tsel f , aft er th e cargo t anks have been em pt ied. Crude Oi l is pu m ped back and preheated in t he

slop tanks, th en sprayed back via h igh pr essure no zzles in th e cargo tanks on t o the w al ls of th e tank.

Due to t he st icky natu re of t he crude oi l , the oi l c lings to th e tank w al ls, and such oi l adds to t he cargo

rem aining on bo ard ( the ROB). By COW ing the t anks, t he am oun t o f ROB is signi f icant ly reduced, and

w ith t he current h igh cost of o i l, the f inancial savings are signi f icant , bo th fo r th e Chart erers and th e

Shipo w ner. I f the cargo ROB is deem ed as l iqu id and pum pable th en th e Chart erers can cla im fro m t he

ow ner fo r any cargo loss fo r normal ly be tw een 0 .3% up to 0 .5%. I t rep laced the load on top and

seawat er w ashing systems, bo th o f w hich involved discharging oi l -cont aminat ed wat er into t he sea.

M ARPOL 73/ 78 made t h is m andatory equ ipment fo r o i l tankers o f 20 ,000 ton s or g reater deadweight .

2.Select ive catalyt ic r eduction (SCR) is a means o f convert ing ni t rogen o xides, a lso referred to as NOx

w ith t he aid of a catalyst int o diato m ic ni tro gen, N2, and w ater, H2O. A gaseous reductant , typically

anhydrous am mon ia , aqueous amm onia or u rea, is added t o a s t ream o f f lue o r exhaust gas and is

absorb ed ont o a catalyst. Carbon d ioxide, CO2 is a react ion prod uct w hen u rea is used as th e reductant .

Am m onia slip is an indu stry term for amm on ia passing th rough t he SCR un-reacted. This occurs when

amm onia is: over in jected in to gas st ream, tem pera tures are to o low fo r am mo nia to react , o r ca talyst

has degraded catalyst eg. t i tanium oxide.

3. Rem ote d etect ion o f o i l spi l ls

Ionics Agar Environ m ental has launched Leakwise W L, a new w ireless oi l sheen det ector and oi l

bu i ld -up m oni to r w h ich uses Orbcomm sate l l ite com mun ica t ion and ce llu la r ne two rks to a ler t o pera tors

of o i l leaks and spi l ls. Designed fo r in stal lat ion o nshore n ear ter m inal sto rage tanks and pipel ines and at

sea close to tanker jet t ies and off shor e tan ker buo ys, th e Leakwise WL sensors can det ect th e presence

of as l it t le as 0.3 m m of o i l on w ater and mo nito r i ts bui ld-up. The f loat in g sensors in Leakw ise W L use

the la test techno logy o f h igh- f requency e lect romagnet ic energy absorp t ion and are u naf fected by d i r t o r

oi l coating or by hanges in wat er level , sal in i ty and t em peratu re. This enables re l iable operat ion w ith n o

false alarm and v ery low m aintenance costs, according to t he m anu facturer. The Leakw ise off shoredetector is m ount ed on a s tab le wave- r ider b uoy and conta ins a so lar pane l w i th rechargeab le bat te ry ,

d ig i ta l signal processor, t ransceiver for the b id irect ional data l ink and ant ennae for satel l i te and cel lu lar

communica t ions.

4. W hat a l l cert i f icate to be carr ied accordin g to annex 6? Intern ational

Air Pol lut ion Prevent ion Cert i f icate. Our Adm inistrat ion DG Shipp ing has not yet r at i f ied th e same ,

th erefore, fo r Indian Flag Vessels they issue Statem ent of Com pl iance (SOC). Also contr ol o f em issions

fro m ship and cert i f icate fo r Volat i le Organic Com poun ds.


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5. Harmonized survey or h ow cer t i f ica t ion o f sh ip is harmonized - Harm oniza t ion o f cer t i f i ca t ion m eans

a l l the surveys are norm al ly car r ied o ut in one go w i th in the w indow per iod . Th is wi l l ease th e Ow ners to

com plete al l the surveys in dry dock or du r ing lay up o f th e vessel. Also any recom m endat ion ar ising

dur ing the surveys can be easi ly deal t w i th. Harmon izat ion of cert i f icate norm al ly done dur ing th e

renew al surv eys (every f ive year ly)

6. Cont ainer capaci ty- ho w m uch load a container can carry No rm al ly 20

cbm or 40 cbm 7. W hat is dew ater ing?

Process to rem ove w ater d roplets fro m air say scavenge air . This is nor m al ly achieved by man y stages

fine f i l ter ing. 8.

How to w e ld 16mm p late w i th 8m m p la te

One side to be f lushed w i th th ick p la te w h i le o ther side o f th e th ick p late to be shampered a t 1 :3 ra t io toma tch w i th 8 m m p la te .

9. What is th e purpo se of t op side t anks in bulk carr iers?

Top side tan ks are used o nly w hen ship is loaded w ith h igh densi ty cargoes, l ike steel sheets, ro l ls etc,, in

tha t case centre o f g ravi ty g m oves too low to make ext remely la rge GM , (st i f f sh ip ) wh ich in tu rn can

break ship in any bad w eather, to ra ise G up th e TST is f i l led w ith w ater, oth er design o f bulk carr iers are

there in w h ich top ho lds o f smal le r sizes in m id o f t w o ho lds are there to load same cargo and thus

ad just ing GM .

10. W hy governo r spr ing is conical?

In governor m easured p aram eter is speed and m easured b y th e f lyw eights. Flyw eights sense the speed

by cent r i fugal force, so C.F is m w 2r (w here w is angular veloci ty) , so since the speed is m easured in

pow er of square, the corre ct ing act ion shou ld also be in po w er of square. In conical spr ing t he st i f fn ess

a lso behaves in pow er o f square pat te rn (st i f fness= fo rce /d ef lect ion , so w hen u app ly a un i t fo rce , the

deflect ion is in po w er of square). So t he spr ings are conical .

11 . W hat does 3 / 8 o r m eans in th r ead nom encla ture?

3/ 8 o r m eans the nom inal OD o f th e bo l t . For Course th r eads the TPI wi l l be 16 and fo r f ine th reads

th e TPI wi l l be 20. Actual ly that s according to the Am erican standards. M etr ic standards define i t in eg.M 10 * 1 .5 where , 10 is the nom ina l d iameter and 1 .5 is the p i tch . I f Pi tch is no t m ent ioned, then w e take

i t as tha t t h read is be long ing to t he course group.

12. What happens when a l l the f lywh ee l mark ings are somehow erased and how w i ll you check the

t im ings, tappets etc?

The cam shaft w i l l g ive a br ief idea regarding posit ion o f th e engine. There w i l l be tw o un i ts wh ich w i l l be

in TDC so just ro ta te th e push rod to see wh ich one is there in t he po wer s t roke because the un i t w h ich

w i ll be in TDC, the pu sh r ods wi l l be ro t a t ing f ree ly and th us we can check th e tappet o f t ha t eng ine. fo r


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t im ing a lso w e have to see the cam po s it ion and mark ing on th e pum p p lunger bu t i t i s very d i f f i cu lt t o

know the va lue exact ly w hen fue l in ject ion is sta r t ing and s topp ing as there is no mark ing in th e

f lywhee l .

13 . PIPE SCHEDULE

Pipe Schedule is th e term used to d escr ibe th e th ickness of a p ip e. The ou tside diamete r of a p ipe is th e

sam e fo r a l l Schedules in a part icular no m inal p ipe diam eter. Standard pipe schedules or p ipes sizes as

given by ANSI / ASM E B36.10M and API 5L. These schedule nu m bers bear a re lat ion to th e pressure

rat ing of the p ip ing. There are eleven Schedules ranging fro m t he low est at 5 th rough 10, 20, 30, 40, 60,

80, 100, 120, 140 t o schedu le No. 160. Regardless of schedule nu m ber, p ipes of a part icular size al l have

the same o uts ide d iameter (no t w i thstand ing m anufactur ing to le rances) . As the schedu le num ber

increases, th e w al l th ickness increases, and t he actual bo re is reduced. For example: A 100 m m Schedule

40 p ipe has an out side d iam eter o f 114.30 m m , a wa l l th ickness o f 6 .02 m m , giv ing a bore o f 102.26 mm .A 100 m m Schedu le 80 p ipe has an outs ide d iam eter o f 114.30 mm , a wa l l th ickness o f 8 .56 m m , g iv ing a

bore o f 97 .18 m m . The schedu le num ber is de f ined as the approx imate value o f the expression :

Schedule Nu mb er = (1,000)(P/ S)Wh ere,P = t he in tern al w orking p ressure, p sigS = the al low able stress

(psi ) fo r the mat er ial o f construct ion a t t he cond i t ions o f u se. For examp le , the schedu le number o f

ordinary steel p ip e having an al low able stress of 10,000 psi for u se at a w orking pressure o f 350 p sig

w ould be: Schedule Num ber = (1,000)(350/10,000) = 35 (approx. 40) M ethod for Determ ining Schedule

M easure the inside diamet er and d ivide i t by the wal l th ickness. ( Inches) R= ID/Thickness Pipe Schedule

R Schedu le 30 40 -50 Schedu le 40 29-39 Sch edule 60 25-29 Schedu le 80 20-23 Schedu le 100 16-18

Schedu le 120 13 -15 Schedu le 140 11-13 Schedu le 160 9-11

14. As per M arpo l annex I I w hat is water per fo rm ance test?

Procedure- f il l cargo tank w i th w ater to a depth n ecessary to car ry ou t norm al end o f un load ing

procedu re. cargo t ank pum ped and str ipped w ith associated pip ing in accordance w ith ships appro ved

m anua l. Co l lect w ater rem ain ing in cargo tank & p ip ing in cal ib rated cont a iner f o r measurem ent .

Residu e shou ld be col lected from - cargo tank suct ion and i ts vicin i ty, any ent rapped area in cargo t ank

bot t om , low po in t d ra in o f cargo pump , a l l low po in t d r a in in p ip ing upto mani fo ld va lve . Tota l quant i ty

co l lec ted above determ ines st r ipp ing quant i ty fo r cargo t ank. If m ore t han one tank is using pump and

p ip ing then a l l d ra ined and d is t r ibu ted amon gst t he tank i f m ent ioned in approved m anua l. Cond i t ion o f

test ing- t r im (min imu m ) by s tern and l i st


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The Li febuoy s com e in t w o sizes to cover a l l SOLAS requirem ents. One w eighing 2.5 kg, th e standard,

and on e w eighing 4.5 kg to comp ly w i th SOLAS-74 Chapt er I I I, Reg. 31.1.7 w hich states that to operate

th e quick re lease arrangem ent f or sel f-act ivated smoke or l ight , th e l i febuoy should w eigh min. 4 kg.

(Br idge w ing: Sm oke and l ight ) .

day and n igh t s igna l a t tached to Li febuoy and used in emergency to m ark pos it ion o f m an overboard

prov ides 15 minut es o f dense orange smoke

far exceeds SOLAS requirem ent s of 2 h our s at 2 candela for l ight ou tpu t and du rat ion

safe to u se on p etro l o r o i l covered w ater

l ith ium bat te ry sea led fo r l i fe - no annua l rep lacem ent

autom at ic o r manua l dep loym ent

universal sta in less steel m oun ting b racket

tested to survive a 60m drop in to wat er (SOLAS 30m )

ideal for use on ships or r igs wi th h igh freebo ard

360 degrees al l-around signal l ight .

17. What is squat t ing effect?

The squat effect is th e hydrod ynam ic pheno m enon by w hich a vessel m oving quickly th rough shal low

w ater creates an area o f lowered pressure under i ts bo t to m tha t causes the sh ip to squat low er in the

w ater th an wo u ld o t herwise be expected. Th is is due to a reduct ion in buo yancy caused by a dow nw ard

hydro dynam ic force created by f low - indu ced pressures. It is caused b y sim i lar forces as li f t in a ircraft ,

except t ha t the low pressure area is beneath th e hu l l . I t can lead to u nexpected ground ings and hand l ing

di f f icul t ies.

Th is phenom enon is caused by h ydrodynamic e f fects be tw een th e hu l l o f the sh ip and t he sea f loor .

Squat effect is appro ximately pro por t ional to t he square of th e speed of t he ship. Thus, by reducing

speed by ha l f , the squat e f fect is reduced by a factor o f fou r . Squat e f fect is usua l ly fe l t m ore w hen th e

depth / dra f t ra t io is less than fou r o r w hen sa il ing c lose to a bank.

The ph enomenon is caused w hen w ater t ha t shou ld norm al ly f low under th e hu l l encounters resistance

due t o t he close pro ximit y of th e hul l to t he seabed . This causes the w ater t o m ove faster , especial ly

und er th e bow of t he ship, creating a low -pressure area. This coun teracts the f orce of b uoyancy, causing

the vesse l to d ip to wards the bow . The reduced pressure on t he bot t om o f th e boat sucks the boat


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sl igh t ly do wnw ard unt i l the increased d isp lacement counteracts the fo rce generated b y t he reduced

pressure.

18. Hyperm ist system s?

New IM O Requirem ent s The IM O requires all ship s constructed o n and aft er July 1, 2002 to instal l

w ater-based local f i re ext inguishing system s in m achinery spaces accom m odat ing machinery w i th a

part icular ly h igh r isk of f i re (m ain engine, D/ G engine, boi ler , incinerat or, F.O. pur i f ier and I.G.G.) w i th

th e aim of ext inguishing o r suppressing f i res in t heir ear ly stages. This new rule w as establ ished in

recogni t ion of th e impo rtance of exi tn guishing or suppressing f i res w hi le they w ere st i l l sm al l , after

analyzing many on -board f i re incident s from al l over t he w or ld . This idea arose in re spon se to si tuat ions

in w hich prom pt operat ion w as di f f icul t w i th p revious system s (especially CO2 f i re ext inguishing

system s), because th e crews safety had to b e confi rm ed befo re discharging the ext inguishant, w hich

enabled f i res to expand.

The HYPER M IST emp loys specially develop ed no zzles operat in g at h igh pre ssure (appro x. 5M Pa) t o

genera te super f ine par t ic les o f m ist rang ing f rom 30 to 80 m icrons in d iam eter . Wh en sprayed on a f i re ,

th e mist of fers com poun d effects: i t absorb s radiant heat f rom th e f i re, creates a shie ld, reduces the

tem pera ture o f t he f i re a rea by evaporat ing upon contact w i t h th e f lame and dep le tes the o xygen,

th ereby ext inguishing or suppressing the f i re.

M ain tenance includes b low ing th rough l ines w i th a i r , opera t ion o f pum p and p roper so leno id opera t ion .

19. Und er w hich clause in ISM Safety M anagement System is th ere?

(Part A : clause 1.4, part A is IM PLEM ENTATION and part B is cert i f icat ion and ver i f icat ion )

20. W hat m ater ia ls are used in LPG tanks constru ct ion?

INVAR: 36% nickel steel w i th 64% iron or 9% nickel steel for h igher tem peratu re. 21. Act ions to be

taken du r ing bo i le r up t ake f i re?

Boi le r up t ake f i re is because o f w et soot deposited dur ing low steaming and a lso d ur ing uptake f i re do

not car ry ou t soot b low reduce the load and s top th e eng ine , cover th e m/ e t / c wi th the canvas so th a t

no air is supp l ied. 22. How m uch is Needle vv l i f t?

General ly 1mm maximum for 320 bar l i f t ing pressure . 23 . Bo i le r cor ros ion ho w i t happens and ho w toprevent?

The m ost com m on causes of corrosion are dissolved gases (pr im ar i ly oxygen and carbon dioxide),

und er-deposi t att ack, low pH, and at tack of areas weakened b y m echanical stress, leading to str ess and

fat igue cracking and p i t t in g corro sion: scales such as calcium and magnesium sal ts.M any corr osion

prob lems occur in th e hott est areas of th e boi ler- the w ater w al l, screen, and sup erheater t ubes. Oth er

com m on pro blem areas include deaerator s, feedw ater heaters, and econom izers.

Prevention:


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m aintenance of pr oper p H and alkal in i ty levels betw een 8.5 and 9.5

contro l o f oxygen and bo i le r feedw ater contam inat ion ( less than 7 ppb oxygen fo r a 900 p s ig bo i ler )

reduct ion o f m echanical stresses

operat ion w ith in d esign speci f icat ions, especially for t em peratu re and pr essure

proper p recaut ions dur ing star t -up and shutdo wn

ef fect ive mo ni to r ing and contr o l

24. Accum ulat ion of pressure test in bo i ler?

Classif icat ion Societ ies require t hat t hat w hen in i t ia l ly f i t t ed t o bo i lers safety valves must be subjected t o

an accum ulat ion o f pressure te st t o ensure th e valves are of t he correct d ischarge capaci ty fo r th e

bo i le r . To conduct such a t est , a l l feed in le ts and s team ou t le ts to and f rom the bo i le r m ust be c losed

and m axim um f i r ing load ach ieved. Accumu la t ion o f p ressure m ust then not exceed 10% of w ork ing

pressure . Dura t ion o f test is no t t o exceed 15 m inutes fo r cy l indr ical bo i le rs and 7 m inutes fo r w ater

tu be boi lers. 25. How t o reduce m aintenance in exhaust valve?

Good q ual i ty fuel usage, VIT adjustm ent , avoid runn ing engine on low load, check fuel in ject ion system ,

good scavenging, m aintain ing cool ing wat er tem p, check rotat ion of exhaust v/ v. 26. Refr igerat ion gases

how i t s classi f ied accord ing to environm ent hazard?

Ozone deplet ion pot entia l - max R11, for R22 is 0.05 and global w arm ing pot ent ia l - m ax is R11.and R22is 0 .365 27. How induct ion mo tor wo rks?

An induct ion mot or o r asynchronous moto r is a type o f a l te rnat ing cur rent m otor w here pow er is

supp l ied to the ro tor by m eans o f e lect romagnet ic induct ion . An e lect r ic mot or t u rns because o f

m agnet ic fo rce exer ted betw een a sta t ionary e lect ro magnet ca lled th e sta tor and a ro ta t ing

e lect ro magnet cal led t he ro to r . In an induct ion m oto r , the cur rent is induced in t he ro to r w i thout

contacts by the m agnet ic f ie ld o f t he s ta tor , th rough e lect romagnet ic induct ion . The cur rent in the

pr imary side creates an e lect rom agnet ic f ie ld w h ich in te racts wi th the e lect rom agnet ic f ie ld o f the

secondary side to p rodu ce a resul tan t to rque, ther eby transform ing th e electr ical energy into

m echan ica l energy. The induct ion m oto r does not have any perm anent m agnets on t he ro t or ; ins tead, a

cur rent is induced in the ro tor . The sta to r w ind ings are ar ranged around th e ro to r so t ha t w hen

energized w ith a polyphase supp ly they create a rota t ing magnetic f ie ld pat tern w hich sweeps past th e

ro t or . Th is chang ing m agnet ic f ie ld pa t te rn induces cur rent in the ro to r conductors . When cur rent f lows

thr ough a conductor a magnet ic f ie ld is p rodu ced around the conductor . Th is cur ren t in te racts w i th

the r o ta t ing m agnet ic f ie ld created by t he s ta tor and in e f fect causes a ro ta t iona l m ot ion on the ro tor .

28 . Contactors main tenance on s tar te r w hat is the m ater ia l o f contactor?

Check for loose, missing, broken contacto rs

Cleaning and checking cont act surfaces for imp roper w ear or d iscolorat ion


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Rem ove o xides from faces using f ine f i les

M ain contacts are h igh conduct iv i ty copper b ecause they w i ll no t h eat up due t o low er resistance and

arcing cont acts are made o f s in tered si lver tu ngsten o r o t her m ater ia ls w h ich do n t w e ld a t h igh

tem peratu res. 29. How signal is carr ied to ECR from rp m indicator?

M agnetic p ick up sends signal to t ransducer. An ou tput com ing from a transducer is f i l tered , signal

condi t ioned and chopp ed. Final ly i t is converte d int o square w aves. The square w ave is passed t hrou gh

Phase Lock Loop m ult ip l iers. This out put is gated by a p recise t im e base generat ed t hrou gh piezo

crystals and th en coun ted. These coun ts are displayed on br ight LED's. I t 's noth ing but R.P.M . w i th

accuracy of 1 RPM . 30. Crane j ib is cracked how u r going to w eld?

Arrest crack by dr i l ling ho les at b o th ends and w e ld suppor t in g p la te a t th e back and t hen car ry ou t

w elding on th e crack. 31. Jun ior engineer boxed back the pur i f ier after cleaning then i t s fou nd vibrat ing

probable causes?

bow l may not be c leaned proper ly ,

lock r ing not t igh ten ing prop er ly ,

bow led assembled w i th w rong par ts ,

gear can be in dam aged cond i t ion,

bow l spr ings not f i t ted cor rect ly ,

to p bear ing spr ings damaged,

d iscs not p roper ly assemb led or t igh tened,

some extern al tool left inside

32. Insu la t ion o f mo tor is found to be 0 .5 mega ohm s w hat w e can do to br ing back the insu la t ion?

Disconnect m oto r

Clean w indings

Dry the mo tor by heat ing lam p

Check visual ly for any w ires broken

Put fast drying varnish

Test insulation

33. Procedure fo r CW T test?

1. Fi l l th e samp le cup t o t he 25 m l mark w ith samp le. 2. Sl ide the op en end o f the valve assem bly over

the t apered t ip o f t he T it re t1 so t ha t i t f i ts snug ly to the re ference l ine . 3 . Snap th e t ip o f the T i t re t a t the


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score mark. 4 . Li f t t he contro l bar and inser t t he T it re t assembly in to the bod y o f the T i t re t to r 2 . 5 . W i th

the t ip o f t he va lve assemb ly imm ersed in t he samp le , p ress the contro l bar f i rmly , bu t b r ie f ly , to pu l l in

a smal l amo unt of sample. The cont ent s w i l l tu rn a green color . CAUTION: Do not press the cont rol bar

unless th e t ip o f th e valve assem bly is im m ersed below t he surface of th e l iquid. 6. Press th e contro l bar

aga in br ie f ly to a l low anoth er smal l amoun t o f samp le to be draw n in to t he ampou le . 7 . A f te r each

add i t ion , rock the ent i re assemb ly to m ix the content s o f the ampou le . Watch fo r a co lor change FROM

GREEN TO BRIGHT ORANGE. NOTE: Imm ediately b efore t he con ten ts tu rn b r ight orange, th ey w i ll br ief ly

tu rn b lue . M ake fu r ther add i t ions wi th care . 8 . Repeat steps 6 and 7 unt i l a p ermanent co lor change

occurs. 9. W hen th e color of t he l iqu id in the am pou le changes to BRIGHT ORANGE, remo ve th e

ampou le f rom the T i t re t to r . Ho ld t he ampo ule in a ver t ica l posi t ion and care fu lly read t he test resu l t on

th e scale oppo si te th e l iqu id level . See the fo l low ing chart t o ob tain resul ts in pp m p rodu ct. Satisfacto ry

Ranges Scale Prod uct Scale pp m pro du ct LIQUIDEW T 1.2-1.8 3 10,000 0 -15000 ^ M AXIGARD1 1.6-3.0

19,000-36,000 ' DEWT NC .5-5.0 3,000-4,300 Ti trate am pule: >85% De lonized W ater, 95% Dieth ylene Glycol,


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m in imize the o f fse t .

38. W hat is Skin effect?

Skin e f fect is the t endency o f ac cur rent to d ist r ibu t e i tse l f w i th in a conductor w i th t he cur rent dens it ies

being largest n ear the surface. It causes the effect ive resistan ce of t he conduct or to increase at h igher

frequ encies w here th e skin depth is smal ler thus reducing effect ive cross sect ion of t he conduct or.

39. W hat is a Diesel Sw itch?

Changeover f rom preheated HFO t o co ld M DO/ M GO and v ice versa represents a r isk o f fue l pum p

sticking or seizure d ue t o t he very smal l c learances in the fu el pum p. The Diesel Sw itch is able to do the

changeover in a cont rol led w ay so th at rapid t em peratu re deviat ions are avoided. This tendency is l ikely

to spread and w i ll , for instance, be introd uced in Europ ean harbour s from 1 January, 2010. This means

m ore f requent changeovers. As w e f ind t hat t he changeover betw een HFO and dist i l la te fuels can giveprob lem s fo r the fue l equ ipm ent , the p rocess w i l l need a h igh degree o f au tom at ion t o avo id inc idents .

M AN Diesel now of fers the Diesel Sw itch, wh ich ensures the necessary th e f lexib i li ty and safety w hen

chang ing betw een HFO and M DO/M GO.

The pr incip le of t he Diesel Sw itch- Today M AN Diesel recom men ds to reduce th e load t o 25-40% to

cont rol th e changeover. The Diesel Sw itch ensures a contro l led and safe changeover indep endent of t he

eng ine load. The Diese l Sw i tch opera tes on a comb inat ion o f the tem pera ture a t t he eng ine and the

t im e. If th e fuel tem peratu re at the engine in let exceeds 2 degrees/m inut e the Diesel Sw itch w i l l g ive an

alarm and put th e process on h old. The process w i l l be logged in th e Diesel Sw itch so that i t can b e used

as document a t ion to por t au thor i t ies a fte r t he changeover .

The Diesel Sw itch o ff ers:

Touch screen contr ol panel

Con tro l hand le for th e changeover

Safety

Data logging

Changeover valve

M agnet ic coup l ing

Integrated sensor fo r actual posit ion

Integrated sensors for end posi t ion s

In tegra ted connect ion bo x

M anua l over r ide


10/34

Con tro l l ing an M GO coo ler or chi l ler

Data logging of t em peratu res and pressures

Remo te op era t ion w i th second t ouch screen

40. How a luminum is w e lded?

TIG (Tungsten Iner t Gas) w elding, a lso cal led a GTAW (Gas Tungsten Arc W elding), is th e be st m ethod of

w e ld ing a lum inum. Spray the a lum inum w i th acetone Rinse the a lum inum in w ater , just in case there s

any nasty residue. The alum inum shou ld be com pletely d ry befor e w elding. Use a sta in less steel b rush to

scrub the a lum inum sh iny c lean around t he area to be w e lded in one d i rect ion Clamp your w ork to a

heat sink made o f copper or a lum inum Preheat be fore w e ld ing upto 275 deg to 500 deg but o p t imu m

tem p. is 350 deg. I f the t ungsten gets contaminated, stop w e ld ing and f ix it . W hen the t ungsten gets

touches the w e ld poo l o r t he f i l le r , the arc becomes unstab le and the w e ld qua l i ty goes w ay down . Thebest m ethod fo r f i x ing th is is to r emo ve the t ungsten, lay it o n a f la t sur face w i th t he contam inated par t

hang ing over t he edge, h i t t he cont aminated par t o f the t ungsten ( i t w i l l snap r igh t o f f ) , reinsta l l the

tu ngsten , change th e polar i ty to DCEP (direct curren t e lectr ode p osi t ive), str ike an ar c on som e scrap

m etal to re-bal l th e tu ngsten , sw itch back to AC high, and you'r e ready to w eld again. Fi t th e parts

to gether as t ight ly as po ssib le leaving no gaps. The t ight er the pieces are pressed to geth er and t he

few er th e gaps, th e easier th e w elding is.

Use one amp p er .001" o f m ater ia l th ickness. Set t he am perage a h igher than th e m aximu m you expect

to use and use the foo t p eda l to back i t dow n. Use pure tungsten fo r a lum inum . Use a 1 /16" pure

tungsten fo r 30 to 80 amps Use a 3 /32" p ure tungsten fo r 60 to 130 am ps Use a 1 /8 " pu re tungsten fo r

100 to 180 amp Use 15 to 20 CFH Argon f low . Use a f i l ler ro d size equal to th e tun gsten size. Adjust th etungsten to p ro ject f rom the ho od a d istance rough ly equa l to th e d iameter o f t he tungsten. The arc

length shou ld be rough ly equa l to the d iam eter o f th e tungsten.

41. Why dur ing rudder t est w e are do ing 35 degree and 30 degree and wh y not bo th 35 d egree?

W hen rudder is on starboard 35 and th en order is g iven to por t 30 or 35 , the var iab le d ischarge pump

gets huge er ror s igna l g ives maximum pum ping ra te bu t w hen i t reaches 30 in por t the er ror s igna l

rem ains very less and i t is mu ch lesser th an th e error bet w een 0 degree and 5 d egree because w hen at 0

th e error is maxim um because f loat ing lever l ink is at 90 to t he rad ius. Again as the er ror b etw een 30

and 35 is less, the p um ping rate also becomes very less and at h igher angles the tr avel of ram is m ore for

each deg m ovem ent as compared t o m id pos it ion . M oreover the feedback system on t he s teer ing gear

gradual ly reduces the speed of t he gear wi th in th e last 5 d egrees of t he gears fu l l rot at ion. I f we pu t t o35 then the hun t ing gear w i ll sta r t to reduce the pum p st roke and ach iev ing th is in a t ime f ram e o f 28sec

w i l l no t be possible. So the test is don e fro m 35 to 30. 42. W hy engine room valve l i f t is D/ 4?

Assum e tha t valve is li ke cy l inder and o n t he to p is covered so m in imum l i f t you w i l l ge t f rom equat ing

the cylinder area and circumference of the cylinder. Area of cylinder is D2/4 and circumference of

cylinder is DH. By equating both the equat ions you w i ll ge t D/ 4 . That is wh y va lve l if t i s D/ 4 to a l low

un in ter rup t ed f low wh en the va lve is fu l ly open.

43. W hat is chock fastening?

At t he t ime o f eng ine insta l la t ion , the eng ine is a ll igned and hot resin bonds are poured in the mo uld to

take th e shape and sol id i fy. This is chock fasten ing. 44. W hat


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is pro ximit y effect?

The p roxim ity eff ect increases the effect ive resistance and is associated w ith th e magnet ic f ie lds of t w o

conduct ors wh ich are close toget her. I f each carr ies a current in th e same d irect ion, th e halves of t he

conductors in c lose prox im i ty a re cu t by mo re m agnet ic f lux than t he rem ote ha lves. Consequent ly t he

cur rent d is t r ibu t ion is no t even th rou ghout the cross-sect ion , a greater p ropo r t ion be ing car r ied by t he

rem ot e halves. I f the cur rent s are in oppo site d irect ion s, the halves in close pro ximity w i ll carry the

greater d ensi ty o f cur ren t .

45. Charging hose for r efr igerant gas thread. User instruct ion s and a set of hoses Hoses in set: 3 x 120cm

1/ 4" f lare ho ses (yel low , red, b lue) Standard hose connection is 1/ 4" SAE w ith cor e depressor (Schrader )

on system side and 1 / 4" SAE against th e m anifo ld 1 x 90cm 3/ 8" SAE f lare hose (yellow ) Features Optical

sight g lass al low s visual indicat ion of refr igerant as i t f low s th rough m anifo ld. Piston -type valve net wo rk

keeps 'O' r ings from rota t ing and eventual ly leaking. Easy to use colour-coded valves and h oses. Hoses

fi t t ed wit h long last ing quick snap Teflon gaskets. Hoses has 1/ 4" Schrader conn ection in one end

R410A m anifo ld ho ses is supp l ied w ith 1/ 2" 2 0UNF Schrader conn ectio n t o f i t R410A system service

valves Hanging hoo k and ho les for f ixed m oun ting. The m anifo ld has a bui l t- in Schrader valve that

enable easy hook-up t o a vacuum gauge. Bl ind connection s to h oo k up ho ses, prevent m oisture ingress.

80m m glycer ine-f i l led gauges (60m m on R410A manifo ld) . Easy to read and eliminat es any vibrat ion

w hi le compr essor is runn ing. Easy hook-up to vacuum pu m p gives f inger- t ip cont rol and el im inates

m oisture ingress. Supp l ied in a carrying case com plete w i th u ser instruct io n and set o f ho ses (yel low,

red, b lue)

46. W hat is sett ing for safety valves?

One safety v/ v is to b e set at 3 % of w orking pressure and o ther v/ v sl ight ly mo re (0.5bar) andsuperheater safety v/ v at lesser pr essure (sup v/ v= blr v/ v 0.35bar pr dro p across supe rheater)

47. Dif feren ces bet w een M C/ M C-C and M E/ M E-C engines The electro hydraul ic cont rol m echanism s of

the M E eng ine rep lace the fo l low ing com ponents o f t he convent iona l M C eng ine: Cha in dr ive fo r

cam shaf t Camshaf t w i th fue l cams, exhaust cams and ind ica tor cam s Fue l pum p actuat ing gear,

including rol ler guides and reversing mechanism Conven tional fuel pr essure bo oster and VIT system

Exhaust valve actuating gear and r ol ler guides Engine dr iven star t ing air d istr ibut or Electronic

governor w i th actuator Regu la t ing shaf t Eng ine side contro l conso le M echan ica l cyl inder

lubr icator s. The Engine Cont rol System o f th e M E engine com prises: Contro l uni ts Hydraul ic pow er

supply uni t Hydrau l ic cyl inder uni ts, including: Electronical ly cont rol led fuel in ject ion, and Electron ical ly contro l led exhaust valve act ivat ion Electron ical ly con tro l led star t ing air valves

Electron ical ly cont rol led auxi liary b low ers Integrated electron ic governor fu nct ion s Tacho system

Electron ical ly cont rol led Alpha lubr icator s

48. CRANK CASE INSPECTION (20 poin ts) 1. Firstly check t he o il condit ion for an y sme ll,discolou ratio n o r

degradation . 2. Turn th e Engine to BDC & star t checking fro m u nder stu ff ing box area for any signs of

black oi l , if so ind icat ion of stuf f ing box leaking. 3. Check piston rod surface for scor ing mar ks &

roughn ess. 4. Check Piston palm bol t s & locking device for slackness & fret t ing. 5. Check guide & guide

shoe bear ing general condi t ion & area around f ram e wh ere guide is att ached for any visib le cracks. 6.


12/34

Check guide shoe end cover bo l ts in p lace & no t slack. 7. Check cross head general bear ing condi t io n. 8.

Top & Bott om end of t he con rod b ol t , nut & locking devices for slackness, sign of fret t ing etc. 9. Check

sl id ing o f b o t t om end bear ing (f loa t ing o f con rod ) . 10 . Check fo r s lip o f w eb & journa l by check ing the

reference m ark. 11. Check th e w eb in the area of stress concentrat ion & check t ie bol ts (bo tt om side).

12. Check cross girder, area around m ain bear ing & bear ing keep fo r signs of cracks & check the m ain

bear ing. 13. Al l bear ings to b e checked for si lvery colour, ( indicates bear ing w iping) 14. Check al l the

surround ing oi l pan ar ea of a l l un i ts for any sludge depo sits, bear ing met al p ieces etc. 15. Check

crankcase rel ief d oor (w ire m esh sho uld be w et, spr in g tension sealing condi t ion etc.) 16. Check th e

teet h o f t ransmission gears for signs of w ear. 17. Check chain d r ive for t ightness. 18. Oi l m ist detect or

sam pl ing pipe to be checked for clear passage. 19. Clear a l l foreign m ater ia ls fro m the C.C. & too ls

accoun ted for . 20. Start L.O.p/ p & X-Hd p/ p & check oi l f low & distr ibut ion. 21Check C.C.door seal ing

cond i t ion & c lose the door .

49. Dry Dock Chain Inspection Anchor & Anchor Chain Cable Anchors and anchor chain cable i f ranged

should nor m al ly f i rst be exam ined as fo l low s: Anchor head s, f lukes and shanks shou ld b e surf ace

examined fo r cracks. I f any such defect s are foun d th ey may be w eld able, oth erw ise renew al wi l l

prob ably be necessary. In such cases w elding may be att em pted as a tem porary m easure pend ing

avai lab i l ity o f t he new equ ipment , wh ich m ay take 3 to 6 m onths. Anchor h ead crown p ins and anchor

shackle pins shou ld be ham m er-tested, hardened-up i f slack, or r enew ed i f excessively wo rn o r bent

.Sw ivels i f f i t t ed, should b e closely exam ined so far as possib le in w ay of t he t hreaded conn ection, as

m any have been lost in service due t o concealed wastage in t h is area. If in do ubt th e sw ivel shou ld be

recom mended to be rem oved. Considera t ion shou ld be g iven t o simp ly e l im inat ing any quest ionab le

swivels, they are no rm al ly not essent ia l . Patent ed typ e detachable conn ecting l inks shou ld be open ed

out and slack or corrod ed taper locking pins renew ed the ir holes re-reamed and new lead keeper p lugs

peened in."U" typ e connecting shackles shou ld be exam ined fo r excessive neck w ear, slackness in t he

pins and fo r shear ing of keep er p ins. The p in m ust be a snug f i t a l l aroun d in th ese shackles, oth erw ise

th e keeper p in m ay shear w hen a stra in is pu t on the chain. Anchor chain cable shou ld be surface

exam ined, ham m er-tested and loose or m iss ing studs rep laced by w e ld ing a t on e end o f the stud on ly ,

a t th e end o f t he stud opposi te the l ink bu t t w e ld . The rest o f t he cha in cab le shou ld be fu r t her

examined for excessive wear and gauged i f necessary to ensure cont inued com pl iance with the Rules.

Ver ify tha t the nu mb er o f shots o f anchor cha in as f i t ted po r t and s tarboard , equa l the to ta l length

requ ired by t he Classi f icat ion Rule Equipm ent N um eral .

50. Bunker del ivery not es I t is a requirem ent of Regulat ion 18 t hat any fuel o i l for com bu stion pu rposes

del ivered to and used onbo ard shall be recorded b y me ans of a Bunker Del ivery Note (BDN). This imp l ies

that a bunker d el ivery note shal l be present ed fo r every barge del ivery and every grade. Bunker Del ivery

Notes are requ i red to conta in a l l spec if ic in fo rmat ion as fo l lows: -Nam e and IM O num ber o f rece iv ing

sh ip -Bunker ing Por t -Date o f comm encem ent o f bun ker ing -Name, address, and te lephone num ber o f

m arine fuel o i l supp l ier -Produ ct nam e -Quanti ty (m etr ic to ns) -Densi ty at 15 oC (kg/m 3) -Sulphur

content (% m/ m ) -A declara t ion s igned and cer t i f ied by the fue l o i l supp l ie r 's representa t ive tha t the fue l

o i l supp l ied is in confor m ity w i th re gulat ion 14 and 18 ( I.e. th at th e fuel supp l ied has a sulphu r level

below 4.5% and th at th e fuel is free fro m ino rganic acid, does no t include any added substance or


13/34

chem ical waste w hich ei ther jeopard ises th e safety o f ships, adversely affects the perfo rm ance of the

m achinery, is harm ful to p ersonn el, or cont r ibut es overal l to addi t ion al air pol lut ion ). Furth er,

Resolut ion M EPC.96(47) recom mend s that th e seal num ber o f t he associated M ARPOL Annex VI fuel

sam ple is included in the BDNs for cro ss-reference purp oses. The BDNs are to be kept on bo ard and

readi ly available for inspection at a l l t im es. I t shal l be retained for a per iod of t hree years afte r th e fuel

o i l has been del ivered on board .

51. Final Inspection be fore Undocking :- Check paintw ork is comp leted. Hul l repair is com pleted . All Tank

plugs are in p lace. Al l Anodes are f i t ted , grease/ paper used to cover th em d ur ing paint ing is rem oved.

Echo Sound er Transducer is cleaned of paper & grease. Propel ler ro pe guard is f i t t ed prop er ly in p lace.

Oi l is no t leaking f rom stern tube. Prope l le r is f ree f ro m pa in t & f ree f rom any o th er ob ject . Check

freedom of m ovement o f rudd er w i th s teer ing gear , smooth mo vement . Jum ping & P in t le clearances

taken. Rudder p lugs are in p lace. Sea Grids are in p lace & secured p roper ly. Ensure al l sea v/ v 's are shut .

Ensure al l tank s are at sam e level as w hen en try ~ to m aintain sam e tr im w hen re- f loat ing.

52. What is lantern r ing? Wher e i t is located?

Lantern r ing are th e spl i t r ings. They are pro vided in centr i f ugal pum p bet w een th e packing r ing so as to

direct t he clean f lu id bet w een gland packing and seal and lubr icate th e gland.

53. W hy do we use compoun d gauge fo r re fer system ?

Com pou nd gauge is to see th e system is not going into vacuum anyw ay. If goes to vacuum th en any leak

in system w i l l take air in and that is no t good for t he system in any condi t ion . Br inging suct ion p ressure

be low one bar gauge is i tse l f no t good. To p revent th is we have low press cu t ou t too to prevent i t f ro m

vacuum.

54. Catalyt ic Fines Orig in: By-product fro m th e catalyt ic cracking process in the ref ine ry Catalyst

consists of comp lex crystal l ine part ic les cont ain ing alum inum sil icate Catalyst f ines resul t fro m catalyst

part ic les breaking into sm al ler part ic les Catalyst is expensive, i .e. ref iners m inimize loss but not 100%

Effects * Severe w ear of L iners * Severe w ear of Rings * W ear out of Cyl inder-grooves * Scuff ing of l iner

* Abrasive Wear of Spindle-Guide & cut -off shaft & nozzles * Scuff ing of Fuel Pum p spindle guide

Speci f icat ion Var iable in size ranging from sub m icroic to about 30 m icrons even seen larger Frequent ly

considered spher ical but th is is no t n ecessar i ly th e case Hard par t ic les Hardness no t d irect ly re lated t o

relat ive hard ness of Al or Si Can cause abrasive w ear ISO 821 7 specifies the cat alyst fin es by Al and Si ISO

8217 l im it is 80 mg/ kg Al+Si for m ar ine residual fue ls

Reduct ion: Gravi tat ion al sett l ing Centr i fuge (Note: Homo genizers w i l l no t reduce th e am oun t of catalyst

f ines but m ight instead b reak them in to even smal le r par t ic les) Overhau l and m ain tenance in terva ls

m ust be kept accord ing to m anufactur ers recomm endat ion Temp era ture contro l very impor t an t

The h igher t he t emp era ture th e bet t e r th e separa t ion e f f ic iency. Both dens ity and v iscosi ty o f the o i l

decrease wh en the t em perat ure r ises, ther eby increasing the sett l ing veloci ty (Stok es law) ( I f the


14/34

separa t ion t emp era ture is lowered f rom 98C to90C the separa tor th roughput h as to b e reduced

by25-30% to m aintain th e sam e separat ion eff ic iency.)

55 . A f te r you h ave detected a i r ingress in a re f r igera t ion system how do you purge i t ou t?

Col lect a l l the gas in t he rece iver and le t i t coo l and not e th e tem p o f the rece iver , then check the

pressure o f t he rece iver and th e cor respond ing temp on the gauge. Then pu rge the rece iver t i l l bo th the

tem p are equal . Every refr igerant w i l l have a satu rat ion pr essure corr espond ing to a part icular tem p. Air

ingress in th e system w i l l show a higher pressure on the gauge. Purging has to b e carr ied out t i l l it b oth

th e pressures are sam e on th e gauge. As per regulat ion n ever purge th e air and gas in op en atm osphere,

always col lect i t in t o gas recovery cyl inder.

56 . How to rem ove th rust pads?

Remo ve the spray p ipes, take out the nu ts ho ld ing the stop per and rem ove the s toppers on bot h s ide ,

th en rem ove each sho e, (general ly th ere are eight ) by slid ing th em arou nd t he ho lding panel . The shoepads have a t i l t and are to be m ount ed tak ing care o f i t . Before rem ova l o f pads, i t i s im por tan t to take

out the tem pera ture sensors, wh ich are loca ted on eng ine ent ab lature , jus t fo rw ard s ide o f t he f ly

w hee l . There are tw o sensors f i t ted , one in w ork ing cond i t ion , and o t her one remains on standby.

57. M E-GI in ject ion system : Dual fuel ope rat ion requ ires th e in ject ion of bo th pi lot fuel and gas fuel into

the combu st ion chamb er . D if fe rent t ypes o f va lves are used f o r t h is purpo se. Tw o are f i t t ed fo r gas

in ject ion and t w o fo r p i lo t fue l . The aux i lia ry med ium requ i red fo r bo th fue l and gas opera t ion is as

fo l lows:

High-pr essure gas sup ply.

Fuel o i l supp ly (p i lot o i l ).

Con tro l o i l supp ly for actua tion o f gas in ject ion valves.

Seal ing oi l supply. The gas in ject ion valve design com pl ies w i th trad i t ional design p r incip les of the

com pact design. Gas is adm itte d to the gas in ject ion valve th rou gh bores in the cyl inder cover. To

prevent a gas leakage betw een th e cyl inder cover/ gas in ject ion valve and the valve housing/ spindle

guide, seal ing r ings made of tem peratu re and gas resistant m ater ia l have been installed. Any gas leakage

th rough t he gas seal ing r ings w i l l be led t hrou gh bores in th e gas in ject ion valve to th e space betw een

th e inner and t he ou ter shie ld pipe of t he do uble-wal l gas pip ing system . This leakage w i l l be d etect ed

by HC sensors. The gas acts cont inuously on th e valve spind le at a m ax. pressure of about 250 bar. To

prevent gas from en ter ing th e cont rol o i l actuation system via the clearance around the spindle, th e

spindle is sealed by seal ing o i l at a p ressure h igher than th e gas pre ssure (25-50 bar h igher) . The p i lot o i l

valve is a standard M E fuel o i l valve w ithou t an y changes, except for th e nozzle. The fuel o i l pre ssure is

constant ly m on i to red b y th e GI safe ty system in order t o d e tect any m al funct ion ing o f t he va lve . The o i l

valve design al low s operat ion sole ly on f uel o i l up to M CR. The gas engine can b e run on fuel o i l at 1 00%

load a t any t im e, w i thout stopp ing th e eng ine. For p ro longed op era t ion on fu e l o i l, i t i s recomm ended to

change the no zzles and gain an increase in eff ic iency of aroun d 1% w hen runn ing at fu l l engine load. As

can b e seen in Fig. 5 (GI in ject ion system ), the M E-GI in ject ion system consists of tw o fu el o i l valves, tw o


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fu el gas valves, ELGI for op ening and clo sing of th e fuel gas valves and a FIVA (fue l injectio n valve

actuato r) valve to cont rol - v ia the f uel o i l valve the in jected fue l o i l prof i le. Furt herm ore, i t consists of

th e convent ional fuel o i l pressure boo ster, w hich supp l ies pi lot o i l in th e dual fuel operat ion m ode. The

fuel o i l pressure boo ster is equipped w ith a pressure sensor t o m easure t he pi lot o i l on th e high p ressure

side. As m ent ioned ear l ier , th is sensor m on itors the fu nct ion ing of th e fuel o i l valve. I f any deviat ion

f rom a norm al in ject ion is found, th e GI safe ty system w i l l no t a l low open ing fo r the cont ro l o i l v ia the

ELGI valve. In t h is event no gas in ject ion w i l l take place.

58. Persisten t o i ls General ly, persisten t o i ls do not d issipate q uickly and w i l l therefo re po se pot entia l

th reats to natu ral resources wh en released to t he environm ent . Such thr eats have been evident in th e

past in term s of im pacts to w i ld l i fe, sm ot her ing of habi tat s and o i l ing of am enity beaches. Cleanup

techn iques in response to pers isten t o i ls depend on t he nature o f the o i l and the env i ronm ent in w h ich

the o i l has been sp il led and inc lude fo r example , the use o f boo m s and sk imm ers fo r conta inment and

recovery, th e appl icat ion of d ispersants and m anual cleanup of fo reshores and coastl ines.

Non -persistent o i ls In cont rast, w hen released to th e environm ent, non-per sisten t o i ls w i l l d issipate

rapidly th rough evaporat ion. In l ight of t h is, spi lls of t hese oi ls rarely requ ire a response bu t w hen th ey

do, c leanup m ethods tend to b e l im i ted . Impacts f rom non-persisten t o i ls m ay inc lude, fo r examp le ,

effects on paint coat ings in mar inas and harbour s and at h igh concentrat ions, acute t oxicity to m ar ine

organisms

59. How ancho r load test ing is don e?

BOAT ANCHOR TEST #1 Ancho r Sett ing and Breakou t Test

Test was star ted w i th an anchor on the b ot t om a t 5 :1 scope. From id le speed, pow er is slow ly increased

to high RPM to enab le ancho r to set. RPM w as increased t o 2000 and h eld cont inuously ( force 9,000lbs)

for 30 second s. Once th e anchor w as set, the same exercise w as don e at 90 , 135 and 170 d i rect ion .

To pass the Test #1 , the boat anchor mu st HOLD and not d rag or b reak out f rom any d i rect ion . Dur ing

the t ests , the anchor m ust ro ta te be low the bo t to m sur face, w i th out pu l l ing out and HOLD at the h igh

RPM fo rce 9 ,000 lbs/4 t on . A f te r ro ta t ion is comp le ted, the boat mu st b e stopped in less then 3 /1 M .

BOAT ANCHOR TEST #2 Ancho r Breakou t Test Sudd en Im pact Test W hen t he

anchor is set, th e boat w i l l re locate abov e the anchor . With a slack rode ( length for 5:1 and 3:1 scope),

the boat is g iven fu l l th ro t t le (maximum RPM) so tha t th e anchor w ou ld be h i t by t he sudden and

enor m ous force of the boat s m ass/ speed, sim ulat ing hurr icane force wind cond i t ion s. The sudd en

impact t est is done a t 0 ( the p reviously set d irect ion), and at 90 , 135 and 170 to th e or ig inal set.

To pass the Test #2 , the ancho r m ust HOLD and n ot d rag or b reak out f rom 0 up to 135 . The ancho r

m ust ro ta t e qu ickly be low t he bot tom sur face, w i thout pu l l ing out . The vesse l mu st be s topped in less

then 3 / 1M . (30 ,000lbs/400HP/12m ph) . Under maximum RPM and sudden imp act fo rce , on 0

o r ien ta t ion , the rode shou ld break (standard recom m ended ny lon s ized fo r the anchor w e ight fo r 25

lbs/1 2kg anchor 5 / 8 /16m m ny lon rope break ing st rength 11,000 lbs) . The anchor shou ld no t b e

damaged in any w ay.

BOAT ANCHOR TEST #3 Panic Test - An chor Sett ing Und er M ot ion - Boat Speed 3 m ph @ 5:1 and 3:1


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Scope

This test simu lates a panic si tu at ion w here th e vessel is in m ot ion due t o high w ind. At 3M PH ancho r is

dropped in the sand bot t om a t 5 :1 and 3 :1 scope. To pass

test #3, th e anchor m ust set and HOLD a 5:1 scope. Once set, i t m ust pass tests #1, 2 & 3.

BOAT A NCHOR TEST #4 - 360 M aximum Load Test-5:1 and 3:1 Scope. Once the

ancho r is set, vessel m akes full 360 c irc le around the anchor , under constant load (maximum RPM ), a t

5:1, 3:1 and 2:1 scope. To pass test #4, th e anchor m ust HOLD at lease 5:1 and 3 :1 scope.

60. How to rem ove broken t ie rod?

Take out upp er par t as wi th c lamp prov ided by m aker wd c l ing ing bo l ts a f te r loosen ing top nu t th en see

w d w i thdrawn p iece how deep is b reak ing par t .. .then there cu t a w indow in t ie rod casing put a rod

dow n f rom top w e ld it loose the bot tom nut and take out . .la te r on gr ind bu rn meta l take a tem pla te andclose the w indow in casing

61. What is th e di f ference bet w een stat ic and dynam ic oi ly wat er separator? Dynam ic separato r is l ike

centr i fu ge and is not used as oi ly w ater separator. Stat ic OWS is used as we have to separate large

quant i ty o f w ater f ro m smal l quant i ty o f o i l using heat ing co i l and coa lescence o f o i l. Dynam ic type OW S

is hard ly used ho w ever one examp le of i t is Al fa Laval s pure bi lge.

62. W hat is BCH?

BCH is bulk chem ical code or cod e for t he construct ion and equipm ent o f the ship carrying dangerous

chem ical in bu lk, appl icable t o t he ships bui ld befo re July 1986.

63. What is b low dow n r ing in bo i le r?

Blow dow n r ings are f i t t ed in consol idated type safety valves and crossby safety valves on ly. I t is a r ing

w hich is f i t ted t o t he va lve seat , and th is can be ro t a ted to change the he igh t . Now the inner sur face o f

th e valve has an angular cut. This r ing serves tw o p urpo ses. First ly i t g ives the v alve rapid and m ore l i f t

and second ly, wh en th e valve is sit t in g back, i t cushions i ts seating p reventin g damage to th e valve and

seat.

64 . How rad io iso tope or u l t rason ic is used to m easure th e leve l o f co2 bot t les and how to check zero

errors?

A nuclear level m easurem ent system b asical ly includes fo l low ing compo nent s: 1. A sou rce of gamm a

radiat ions( cobal t 60 isoto pe) 2. A cont inuous det ector and 3. A microp rocessor Sour ce em its gamm a

radiat ions. These radiat ion passes throu gh th e vessel w al ls and m ater ia l gets accum ulated t ow ards the

det ector. The dete ctor is instal led on the oth er side of t he vessel . In case, the vessel contains no

contents , the t ransm i t ted gam ma rays ar r ive a t t he detector . As soon as the leve l o f t he contents

increases in t he vessel , th ere is a decrease in th e amou nt o f gamm a rays gett in g to th e detecto r. Thus,

th is gamm a energy drop s in an inverse proport ion to t he process level. A com put er processes th e

det ector signal and tr ansmits th e process var iable as 4-20 mA. This out put w i l l show th e level inside the


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vessel.

65. Di f ference betw een Product carr ier & Crude Oi l Tanker? A. Crude Oi l tank er: COW m ust b e there,

only on e grade of f uel is to be carr ied B. Produ ct Carr ier : Carr iage of ref ined p etro leum produ cts, special

coatings for tan ks, Tankers above 20000 DW T mu st have COW , lesser ones may n ot . IG not required

below 20000 to nnes ( If COW is pre sent IG is m andat ory) .

66. Steer ing Gear Safet ies? A. Alarm s: Overlo ad, Hydr aulic Tank Low level, Po w er Failur e Alarm , Relief

v/ v, Bypass v/ v, Auto Change over 35 deg : Telemo tor l im i t swit ch 36 deg : Telemo to r Stop per 36.2 deg :

Rudd er Angle Limit switch 37 deg : Rudd er Stop 39 deg : M echanical Stop pers

67. What is sledge ham m er, mat er ia l , w here i t is used?

Sledge hamm er is made up o f h igh carbon heat t rea ted s tee l and used fo r heavy duty purpose.

68. What is m etal lock?

M ETALOCK is the p rocess of m aking cold repairs in cracked, bro ken or w eakened m achine parts or

pressure vessels of cast o r fo rged m etals. M ETALOCK is a custom form ed lock o r key m ade of special

a l loys. The size and nu mb er of M ETALOCKS vary w i th cond i t ion s and th e amou nt of strengt h to be

restored t o t he f ractured m etal . Slots are cut t ransverse to th e fracture and M ETALOCKS are in la id by

co ld wo rk ing in to the p arent m eta l . Thus, the locks ho ld cracked or b roken p ieces together and restore

strength to f ractured sect ions. Var ious step s for carrying out repair are as und er.

The f racture is posit ion ed, realigned and f i rm ly held toget her b y special f ixtu res and clamps.

Jigs are used to d r i l l grou ps of holes across th e l ine of fractu re to th e depth of t he cast ing and th e holesare jo ined to fo rm shape o f M eta lock Key.

Individual layers of Keys are inserted in t he apert ures and p eened into a m etal to m etal condi t ion , w hich

becom es a lmost in tegral w i th t he parent m eta l o f t he component under repa i r .

Holes are th en dr i l led along the l ine of th e fracture, tapped and f i l led w ith stud s. Each stud is f i t ted

bi t in g into i t s pred ecessor r esul t in g in a pressure t ight jo int . This is th e m ain part o f th e process in w hich

th e crack is replaces by t he st i tching stud s.

The surface is th en peened an d excess mat er ia l is rem oved.

69. Wha t is met al lace?

M ETALACE de signates th e m etho d of sealing cracks against leakage. Holes are dr i l led and t apped an d

M ETALOY * studs or dow els are inserted t angent to each o ther a long th e l ine of fractur e. The studs are

cold w orked to en sure t ightness and com plete f i l l ing of th e crack w ith n ew m etal . M ETALACE is used in

conjunct ion w ith M ETALOCKS to accom pl ish a pressure t ight jo int and to lend r ig id i ty t o a l l M ETALOCK

repairs.

70. W elding of Cast Iron ?

Gray cast i ron can usually be w elded w itho ut loss of essent ia l pro pert ies. For f usion w elding, preh eating


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of th e cast ing is absolut ely essent ia l . Since a higher level of p reheat is requ ired fo r oxy-acetylene

w elding then f or arc w elding, arc w elding is l ikely to be cho sen w here fu sion w elding is essent ia l (as i t is

w henever good color m atch is desired). For m any repair jobs, how ever, oxy-acetylene braze w elding is

th e ideal m eth od. M uch less preheat ing is requ ired; in m any cases, preheating can be don e w ith t he

tor ch . I f the w ork is p roper ly done, the braze-we lded jo in t w i l l have a st rength equa l to tha t o f the base

m etal , and excel lent m achinabi l ity. W elding of gray iron cast ings which have chi l led wh ite i ron surfaces

is seldom at tem pted , since th e des irab le proper t ies o f w h i te i ron w i ll a lways be a f fected by w e ld ing

tem peratu res. W elding of w hi te i ron general ly is l imi t ed t o m al leable i ron fou ndr ies, whe re cast ings m ay

be recla imed by w elding before conversion t o m al leable i ron takes place.

71. Im po rtance of dr i l l b i t po int angle and l ip angle?

The po in t ang le , o r the ang le fo rm ed a t the t ip o f t he b i t , is de termined b y the m ater ia l the b i t w i l l be

operat ing in. Harder m ater ia ls require a larger point angle, and softer m ater ia ls require a sharper angle.

The correct po int angle for t he hardn ess of t he m ater ia l cont rols wander ing, chat ter , hole shape, wear

rate, and oth er character ist ics. The l ip angle det erm ines the am oun t

of suppo rt p rovided to the cut t ing edge. A greater l ip angle w i ll cause the bi t t o cut mo re aggressively

und er th e sam e amoun t o f poin t pressure as a bi t w i th a smal ler l ip angle. Both cond i t ion s can cause

bind ing, w ear, and eventual catastro phic fa i lure of the to ol . The proper am oun t of l ip clearance is

determ ined by the po in t ang le. A very acute po in t ang le has mo re w eb sur face area presented t o th e

w ork at any one t ime, requ ir ing an aggressive l ip angle, wh ere a f lat b i t is extrem ely sensi t ive to sm al l

changes in l ip angle due to the sma l l surface area support ing th e cutt ing edges.

72. Why M E found ation bo l ts have long sleeve?

Long sleeve bol ts have high r esi l ience. Also t hey have h igher value of e last ic stra in w hen in ten sion.

Owing to the length bend ing mo m ent is reduced in t he bo l t b ecause rad ius o f curva ture o f th e bo l t w i ll

be m uch la rger when bend.

73. M E main bear ing remova l?

Top M ain bear ing c learance: max- 0 .58mm , min- 0 .40mm .

The pr ocedure for opening of t he m ain bear ing is as fo l low s:1) In fo rm company and take perm iss ion .

2) Take imm obi l iza t ion cer t i f ica te f rom por t s ta te Author i ty sta t ing tha t the main engine w i ll no t

be available for a part icular per iod of t im e. 3) Read

the manua l and have a to l l box m eet ing w i th everyone invo lved in the job . D iscuss the procedure .

4) Prepare imp ortan t too ls and spares to be used in operat ion. 5)

Prepare r isk assessm ent w i th th e personnel involved in operat ion . 6) Shut

star t ing air valve for m ain engine.

7) Open indicator cocks of a l l th e uni t s.


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8) Engage tu rn ing gear and put i t in remo te cont ro l . The remo te contro l sw i tch to be operated by in

charge o f t he opera t ion .

9) Stop main lube o i l pum p.

10) Open crank case doo rs.

11) Put b low er and vent i la te i t tho rough ly.

12) Prepar e enclosed space ent ry checklist.

13) After suff ic ient ven ti lat ion, w ear ing proper PPE enter t he C/C.

14) M ake sure th at th e main b ear ing measur ing too l (dep th gauge) is cal ibrate and set to 0 .

15) Open th e screw s of lub e oi l p ipe conn ection and insert th e depth gauge and measure the clearance

betw een upper bear ing keep and journa l .

16) Com pare th is read ing wi th the ear lie r read ing in the record or the n ew bear ing read ing.

17) Now d isconnect th e lube o i l p ipe l ine .

18) Turn t he crank th row so t ha t i t i s tow ards the exhaust s ide .

19) Now mo unt the hydrau l ic jacks and loosen the m ain bear ing stud nut s. 20)

M ount the l i f t ing too l fo r main bear ing keep and l if t t he keep using a pu l ley and a w i re rope.21) Note the mark ing on the main bear ing keep before l if t ing fo r cor rect d i rect ion o f the keep.

22) Guide th e keep safely out side w ith a help of ano ther chain block and place i t on a w ood en base

once i t i s ou t .

23) M oun t th e too l for l i f t ing th e upp er bear ing shell and place i t safely out side. 24) Place

th e strong back (cross piece) suppo rt o n th e bed plate so th at i t s end s rest on t he cross girder s.

25) M oun t th e hydraul ic jack on the cross piece placing i t such that it lies ben eath th e crank w ebs.

26) M ount a d ia l gauge on the ad jacent m ain bear ing so tha t the l if t o f the crank shaf t can be

recorded.

27) Now wit h hydraul ic pressure (1500-1650 bar) l i f t the crankshaft corresponding to th e m ain

bear ing clearance to th e adjacent ma in bear ing, and check the l i f t w i th t he he lp of a d ia l gauge.

28) Rem ove the lock screw s from the low er shel l .

29) Place the d ismant l ing too l on the low er bear ing she l l such tha t the f lap enters the o i l g roove.

30) Pul l th e bear ing shel l roun d and up so th at i t l ies on th e jou rnal and take i t ou t safely.


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74. What is the advantage o f s leeve bear ing in tu rbocharger in m an b& w engine?

Sleeve type bear ings are provided in m an b& w engines. They are length ier and have a stabi l iz ing

inf luence on shaft a l ignm ent and lon g vibrat ion. They have a face machined t o take th e th rust sim i lar to

th rust pad t ype. These are supp l ied by external o i l feed and em ergency lube o i l sup ply tank.

75. How to o rder hydrau l ic p ipes?

For o rder ing hydraul ic p ipe, we need w orking pressure, sym bol of standard ( ost1/ ost2). schedule

80120, ma nufactu r ing process s-c, e-c, outside diam eter, th ickness and length is opt ional b ecause

standard length is 4 metr es and sold by we ight , and m ade of carbon steel .

76 . D if fe rence betw een sh ip s ide v / v and o verboard v /v?

SHIP SIDE VALVE IS A BUTTERFLY VALVE I.E, sea suct ion valve , w h ere as ove rbo ard valve is a screw do w nnon retu rn globe valve, as per the classif icat ion society re quirem ents and overh aul ing pro cedur e is sam e

l ike checking for corro sion and pi t t ing marks and checking th e rubb er l in ing in case of bu tt er f ly valve.

M ater ia l is copper n ickel al loy or mo nel m etal fo r d isc and seat and bod y is n ickel a lloy.

77. What is delam ination? Delam ination is the peel ing off of layers of t he bear ing. I t is no t a slow , steady

process l ike wear - instead w hole layers of t he b ear ing br eak off , causing un even and excessive

clearance. 78. How does delaminat ion occur? Lam inated bear ings are m anufactu red in layers, w i th a

f iber or cloth r e inforcem ent. As w ear at the bear ing surface occurs, w ater pene trat es th e exposed

m icro-channels that are for m ed by the cloth. Sw el l ing occurs along t hese surf aces, causing weakness

bet w een the layers of t he laminat e. The resul t is th at th e surf ace layers of t he bear ing mat er ia l star tpee l ing o f f .

79 . Three Requ i rements fo r Dry Dock Stab i li ty is the m ost impo r tan t requ i rement fo r ge t t ing a sh ip

safe ly in to a dry dock. The th ree impor tan t parameters wh ich mu st be ensured before ent er ing the dry

dock are :

1) Adequate In it ia l G.M : W hen t he sh ip t ouches the b locks, there is a react ion a t the p o in t o f contact

w h ich ra ises the centre o f g rav i ty G and reduces the m etacentr ic he igh t G.M so t ha t adequate in i t ia l

m etacentr ic he igh t is requ i red to comp ensate t he same.

2) Vesse l to be Upr igh t : W hi le en ter ing the dock th e vessel needs to be upr igh t w h ich m eans there

shou ld be no por t o r s ta rboard l ist w hen the sh ip t ouches the b locks, the po in t o f contact w i ll be ou ts ide

th e centre l ine of vessel , w hich may f orce the vessel to t ip o ver.


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3) Smal l o r M odera te Tr im Af t : The s ligh t t r im a l low s the accent ing o f s te rn and bow in tandem ra ther

than sim ultaneou sly as i t w i l l reduce the load and p ressure on hu l l and t he keel of v essel .

80. W hat is COLD IRON ING?

It s a lso cal led al tern ate m arine po wer (AM P), where in ships especial ly cruise ships can shut off t heir

eng ine w h i le a t b er th and make use o f por t pow er supp ly to reduce emissions. LA was f i rst p or t to o f fe r

th is.

81. Testin g Crit eria for Low Expansion Foam

Freezing & Thawing t he Sam ple : The Foam Concent rat ion. should show no signs of Stat i f icat ion &

Sedim entat ion Procedure :

1 . Set t he tem p o f f reezing chamber t o a tem pera ture w h ich is 10 deg be low the f reezing tempera ture

of t he sample . 2 . P lace the samp le in the cy l inder , coo l & m ain ta ined a t th e requ i red tem pera ture fo r 24

hrs. .At the end o f th is per iod thaw th e samp le fo r no t less than 24 hrs. & not m ore than 96 hrs. @ 20 -

25 deg C 3. Repeat 3 t imes to give 4 cycles 4. Examine th e samp le for stat i f icat ion & sedim entat ion 5.

Cond i t ion t he sample fo r 7 days @ 60 deg C fo l lowed by on e day @ room tem p.

82. Green Hou se Effect; Ozone Deplet ion Relat ion? Effect pro duced b y gases such as CO2 , W ater

vapour , & o ther gases wh ich fo rm an enve lop around the ear th 's a tm osphere , does not a l low ing the

heat rad iat ion from th e earth t o escape back, thu s causing global w arm ing th is effect is called Green

hou se Effect. Ozone Deplet ion is d irect ly propo rt ional t o Green hou se Effect.

83. Advantage of a Keyless Propel ler 1. The Stress raisers at th e fw d end of th e shaft keywa y do n ot

exist. The shaft is stro nger & has greater resistance t o Fatigue Fai lure. 2. An in crease in t he coeff ic ient o f

fr ict ion avai lable for Torqu e Transmission. 3. A con trol led Degree of Int er ference Fi t 4. A reduction in th e

al lowance required for t emp eratu re as coeff ic ient of expansion fo r C.I. sleeve is same as that o f the

shaft. 5. Fi t t in g & Bedding is easy. 84. Advantage of Rhapson Sl ide M echanism . 1. I t con verts th e l inear

m ot ion o f the ram s to ro tary m ot ion o f th e rudder s tock. 2 . Rudder Drop A l lowance is inc luded so t ha t

the drop o f rudder a long w i th th e t i lle r does not e f f ect the rams , same w ay jump ing o f th e rudder is

also included 3 . M aximum Torque is available at m aximum angle w hen Torque requ iremen t is greatest.

85. Procedu re for Hul l Test ing? Before f i t t ing:

Hose Test: 2kg/ cm2 @ 1.5m

Bend Test,

Tensile Test,

Impact Test

Hamm er Test Wat er head test : 2 .45m


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After f i t t ing :

Ho se Test,

Ham m er Test Air t est: 0.14 - 0.2 bar Dr i ll test: 2 0 m m hole N D Tests. 86. Stain less steel Cut t in g

Prob lems? Gas Cut t ing of S.S. Plate: Oxidising & Blow ing Away o f t he Oxidised m etal . I f large amoun t o f

Chro m ium is present, th en oxid ising th e S.S. becom es di f f icul t . Iron r ich po wd er is used in the cut t ing

area to enhan ce th e oxidising capacity. 87. W ind lass Safet y? Electr ical:

Electrom agnetic Brake

M o to r ove r load

Shor t Circui t Prote ct ion

Restart delay t im er

Rem ot e Stop

M echanical :

Manua l

M echanical Brake

Cable Sto pp er

Slipp ing Clut ch

Rel ief V/ V

88. W indlass Load Test? Brake Test: The Hyd raul ic Jack appl ies Load to w inch Brake th rough w inch drum

using a f ixture. Am oun t of Force depends on brake holding capacity speci f ied b y winch m anufacturer in

2 m inut es. Load Test: (1 cable length = 27.5m : 1 Fathom = 6 feet ) Brake is appl ied aft er every 15

fath om s (w hite l ink) sho uld ho ld in 2 sec.

89. Win dlass Speeds? Let go speed : 5.75 m/ s Lif t ing : 0.12 ~ 0.2 m / s (9~15 m / m in) {at 4 ~ 6 t im es load of

th e anchor } When M oor ing light : 0.75 ~ 1.0 m / s 90. What is Sl ipping Clutch? Com m only f i t t ed on

Elect r ica lly Dr iven W ind lass ei ther be t w een the m oto r & the gearbox or incorpora ted in t he gear box.

Th is avo ids the iner t ia o f the dr iv ing m otor be ing t ransm i t ted t h rough t he gear system in th e event o f

shock loading on t he cable. Such shock can occur w hen t he anchor is pul led hard int o t he Haw se pipe

w hen b eing hou sed. 91. Propert ies required in t he Propel ler m ater ia l? 1. Corro sion Fatigue Resistance 2.

Resistance to Cavi tat ion erosion 3. General Corro sion Resistance 4. High strength / w eight r at io 5. Good

repairabi l ity 6. Good Castabi l i ty 92 . Ship is going to sub-zero tem peratu re ~ Precaut ions Required? 1.

Ant i freeze is added to w ater system s (J.C.W. & P.C.W.) 2. Close skylight 3. Hydraul ic system ~ Heaters


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on 4. Drain ing f i re main l ine / an t i freeze in spr inkler system . 5. Blow th rou gh the sea chest w i th steam

6. Em ergency Generato r & Li fe boat ~ Anti freeze 7. L ifeboat Dr inking Wat er: do not keep in L ifeboat 8 .

D.B. tank F.O. Tank H eating Lines 9. Recirculation o f S.W. 1 0. P.V. Breaker, Deck Seal- Ant i Freeze 11.

Standby M oto r ~ Externa l Heat ing on

12. W inches to b e operate d. 93. Ballast W ater Regulat ion? 1. Shou ld no t pass throu gh Cargo Tanks 2.

Line shou ld no t go f rom 1 / 5 th o f t he breadth o f th e sh ip f rom sh ip s ide 3 . Sound ing p ipes / Vent P ipes

should not p ass than cargo Tanks (very shor t length w ith extra pro tect ion) 4. I t should have an om ega

loop for th erm al expansion also sagging & hogging 95. Impo rtan t Clearances Jum ping Clearance :- 6 m m

At Rhapson sl ide :- 16 ~ 19 m m Propel ler Drop :- 1 m m / 160 m m d iamet er of shaft Pint le Clearance :-

1 .1 ~ 3 .3 m 96.How ver t ica l mo vem ent o f Rudder is Restr ic ted ? The ver t ica l movem ent o f rudd er is

rest r ic ted by w e ld ing a smal l f lat b ar to t he bot tom o f t he horn . The clearance betw een t he rudder & the

f lat bar shou ld be less than th e X-Head clearance. Any vert ical force on th e rudder w i l l hen ce be

transmi t ted t o the s tern f rame & n ot t o th e steer ing gear .

97. Batt ery roo m s Safet ies? a. Provision fo r Venti lat ion: - In Case of Lead Acid bat ter ies dur ing

charging pro cess Hydro gen & Oxygen is evolved / generated. The rat e of evo lut ion of th ese gases is h igh

in case of o vercharging. This H2 & O2 m ixture is h ighly f lam mable over a w ide range of 4% to 74% .

Hence the po ssibi l ity o f explosion or f i re in batt ery room is qui t e h igh. I t is necessary that the

accumula t ion o f such gases is avo ided & mu st be ext racted f rom bat te ry ro om so exhaust f an is

prov ided. H2 be ing l igh t ext ract ion m ust be f rom the to p o f t he room . * Fan shou ld be f i t ted ou ts ide the

bat te ry room . * M ater ial o f fan b lade shou ld be spark proof in case i t m ay com e in contact w i th th e

casing . * Out le t o f t he bat t e ry room duct (exh. fan) shou ld be above accom odat ion leve l & i t shou ld be

at th e aft of t he Engine roo m b low er suct ion . b. L ight ing :- * Al l Light ing shou ld be explosion p roof. *M ain Sw i tch fo r L igh t ing shou ld be outs ide the bat t e ry room * I t shou ld h ave 2 independent c ircu i ts.

Each circui t cabin doo r is inte r locked, If w e open the cabin door t he pow er is put 'OFF' & i t is no t

possib le to rem ove th e key & same key is used fo r op en ing the f i t t ing . Two keys fo r tw o c icu i ts a re not

inter changeble. c. Dist i l led w ater Container :- * M ostly PVC conta iner s are used (Polystyr ine o r Polyvinyl

chlor ide) * Glass Cont ainers are not used as th ey m ay break & also electro lyte in d ist i l led wat er m ay

att ack glass. * Steel Cont ainers are not used DW at tacks steel . * I f steel container s wi l l get lo osened &

th ey w i l l m ay fa l l & prod uce spark. d. Use of Tools & Replacement of Batt er ies :- * Too ls shou ld be

insulated t ype so t here w i l l no t b e sparking & short c i rcui t ing i f accidental ly re leased from hand. *

Alum inium too ls are not u sed as it m ay produce sparking. * Electr ical instru m ents shou ld be intr insical ly

safe. * Before carrying out any m aintainence i t is necessary to check th e atm osphere of t he batt ery

room 98. Rudd er Repair procedures? Slot W elding to be carr ied ou t. Plates, W elding rod s, w elders

Qual i f icat ion & procedur e of repair ing mu st be appro ved by class surveyor . Second plate is called

W rapping Plate / Cover Plate. Plate is prepar ed by m arking of th e fram es on i t & th en slots are cut. Then

the p la te is bend on th e f ramew ork & is w e lded to the f ram es. Slo ts are f i l led w i th t he w e ld . These we lds

are ground & made smoo th . * Pressure Test ing o f Rudder : 1 . Grav ity m ethod : F i ll wat er in rudder up to

2.46m above top o f rudd er & observe i t . Water leve l shou ld no t d rop. * Hose Test : Dra in p lug has to

removed & hose is app l ied on the s lo t w e lds & observe if w ater is com ing f rom the dra in p lug . Th is is to

be done before grav ity m ethod . * Coat ing : Open to p p lug , pu t bo t tom p lug wi th cock. Fi l l 50 % water


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inside & 20 % wit h paint . Drain w ater slowly b y cock. This is cal led f loat coat paint ing. 99. Dry Dock

Inspection s of ru dder? Rudd er:

1. Wh en Docking is taking place observe rudder i f any w ater is com ing out. 2. After com plet ion o f

dock ing remove to p & bot t om p lug & check fo r w ater . 3 . Hamm er rudder p la te to check sound &

condit ion o f rudd er p lates. 4. If ship is mo re t han 5 yrs. o ld Class Surveyor m ay insist on Guaging repo rt

5 . Check cond i t ion o f Zn b lock f i t ted on t he rudder . If com ple te ly worn ed out add few mo re than last

t ime. 6 . Coup l ing betw een Rudder & Rudder Stock cement to b e checked , ch ip o f f the cem ent & check

condit ion of Palm Bolts. 7. Put Rudd er in m idship po sit ion & see actual posi t ion o f the r udder w .r .t . ship

th is w i l l help ident i fy tw ist ing of rudd er stock. 8. Pint le clearance to check. 9. Jum ping Clearance 10.

W eardown & Rudder d rop t o b e checked in Dry Dock. 11 . V isua l inspect ion fo r rudder cor ros ion , p i t t ing ,

cracks etc. Shell Plat ing:

01. Check for Buckl ing, Corro sion, Dent s & Cracks. 02. Check cond i t ion of Anodes : I f com pletely w ornout ~ m ore is requ i red / I f no t w orn ~ not connected proper ly 03 . Check Sea growth : If h igh ~ Ant i

fou l ing paint w as ineff ect ive. 100. Hul l Repair p rocedures? A Cracked w eld:

01. Infor m Class surv eyor & seek his opinion . 02. Trace the length ok crack by DP Test 0 3. One inch fr om

bot h sides dr i l l crack arrest ing holes. 04. Gas free the t ank f rom inside 05 . Gauging of Crack t o b e carr ied

out by gauging e lect rode t i l l bo t t om o f the crack is reached 06. W eld ing e lect rode, w e lder & procedure

to be class approved . Low Hydrogen Electrod es are used. 07. The affected po rt ion to be heated to 200

deg C by f lame t orch & tem p t o be no ted b y IR sensor . 08 . Car ry ou t w e ld ing f rom e i ther side 09. The

w eld is again t o be h eated by f lam e to re l ieve stress & covered w ith insulat ion t apes to reduce cool ing

ra te . 10 . Weld to be inspected & ar rest h o les to be w e lded 11. Rad iography test is to be car r ied out . 12 .Hose test t o b e car r ied out

13. Primer & pa in t to be app l ied . Severe indenta t ion in w ay o f f rame: 01 . It cannot be to le ra ted so

has to b e cropped o f f a longw i th bend f rame & renewed. 02 . Put 2 smal l s ize p la tes & w e ld i t to f ram e

(tag) w i th actual s ize plat e. 03. Heating & stress re-releasing to be carr ied o ut . 04. Radiography & Hose

test of the w eld to be carr ied out . Surfaces suffer ing fro m general Corrosion: 01. Gauging to be carr ied

out & i f 20 % is eaten aw ay plate needs to b e renew ed.(decided by class surveyor) 02. Only th ing to be

don e is clean t he surface, coat w i th p r im er, ant i foul ing & anti corro sive paints. 03. Add Zinc Anodes.

Bilge Keel Fractur ed: 01. Crop the dam aged part & renew .

101. W hat is Rudd er locking? To b r ing the steer ing gear t o re st speedi ly a l l hyd raul ic ,l ine valves are

closed , t hus ensur ing Hydraul ic lock. Rudd er is locked wh en t he ship is being to w ed. Rudd er is locked in

m idsh ip pos it ion t o avo id tu rn ing due to wake o f to w ing sh ip .

102. W hat is Rate Shap ing Nozzle?

The Stanadyne Rate Shaping No zzle is a un ique appro ach t o p rovid ing fu el in ject ion r ate shaping for


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d i rect in ject ion eng ines. In contrast t o t w o s tage in jectors and o t her m ore cost ly metho ds tha t have

been used for t h is purpo se, the RSN in jector of fers a greatly simp l i f ied and m ore com pact a l ternat ive.

The RSN accom pl ishes the fu el f low th rot t l ing necessary for in ject ion rate cont rol by hyd raul ic regulat ion

of a th rot t l ing area preceding the spray holes. This e lim inates the need fo r tw o spr ings and associated

hardw are with out af fect ing in jecto r size or capabi l i ty

103. How t urbocharger rpm m easur ing dev ice is mount ed on shaf t?

On th e comp ressor shaf t th e compressor w hee l t igh ten ing nut has a pro ject ion w i th a magnet m ount ed

onto i t . Th is ro ta tes wi th the shaf t and ro ta t ion is then p icked up by 2 m agnet ic p ick up sensors w h ich

are just l ike a p a i r o f tongs. The pro ject ion ro ta tes betw een t he t ongs cu t t ing f lux thereby induc ing a

current w hich is calibrated to g ive the rpm . Eddy curr ent pro bes, magnet ic p ickups, op t ical tachom etersand TTL outpu t d evices are usual ly instal led in a ho le dr i l led t hrou gh th e bear ing cap and are h eld in

p lace by e i ther a bracket o r a probe ho lder . M odu le accepts input f rom tw o tachom eters o f any

standard t ype and m easures speed, ro tor a ccelerat ion and peak speed and is capable o f det ect ing zero

speed, locked roto r and reverse rotat ion . The mod ule m ay also serve as a comp onen t o f an Electronic

Overspeed Det ect ion System. The sensors are non -cont act ing eddy-current typ e tran sducers that

m easure t he dynamic and/ or s ta t ic d isp lacement o f t he ta rget re lat ive to t he m ount ing f ix tu re .

104. W hat is fun ct ion o f EGR valve on M E exhaust valve?

The EGR stands fo r Exhaust Gas Recirculat ion . Exhaust gas is rou t ed back int o the com bu stion

chamb er because th e exhausted air is m uch ho tt er than t he intake air . By sending warm er gas into t he

combu st ion chamber , the a i r / f ue l mix does not have to do as much w ork to heat up , and eng ine runs

m ore ef f ic ient ly reducing NOx emissions.

105. Function of pun cture valve in exhaust valve?

During the star t ing sequence in astern d irect ion, th e exhaust valve wi l l star t t o op en wh i le th e cylinder is

st i l l being suppl ied w ith star t in g air . The punctu re valve w i l l delay th e opening of th e exhaust valve unti lth e star t ing air sequence has f in ished.

106. In T/C w hich t ype of b ear ing is used?

There are tw o types:

1. For th e older versions, VTR Types, Bal l bear ings were u sed b oth th e sides, having a smal l gear pum p

and an o i l ba th fo r lubr ica t ion . Th is is comm on now a lso .


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2. In th e M ET Types, w hich is th e latest design, Shel l typ e w hite m etal b ear ing is used in t he centr e of

th e shaft . The lubr icat ion is by the m ain system i t sel f and th ere is a header connection also for th e lub

o i l to f low w hen t he Eng ine is s topped/ Lub o i l pum p stopped. The th rust Bear ings fo r b o th sides are

slot ted bear ings and t he replacemen t cr i ter ia for the sam e is th e dye check and assesing t he percentage

area o f contact w orn out fo r each s lo t . These are the bear ings in t he t u rbocharger .

107. Batt ery Capacity t est Capacity t est is the o nly w ay to get an accurate value on the actual capaci ty of

th e batt ery. Wh i le used regular ly i t can be used for tracking the batt erys health an d actual capacity and

est im at ing remain ing li fe o f t he bat te ry . Wh en th e bat te ry is new i ts capaci ty m ight b e sl igh t ly low er

than specif ied. This is no rm al. Ther e are rated capaci ty values available from the manu facturer. Al l

batt er ies have tables te l l ing the discharge current f or a speci f ied t im e and dow n t o a speci f ic end o f

discharge vol tage. Com m on t est t im es are 5 or 8 hou rs and com m on end of d ischarge vol tage for a leadacid cel l is 1.75 or 1 .80 V. Dur ing th e test i t is measured ho w m uch capacity (current x t im e expressed in

Ah) the bat te ry can de l iver be fore t he t e rmina l vo l tage drops to the end o f d ischarge vo l tage x number

of cel ls. The current shal l be m aintained at a constant value. It is recom mend ed to select a test t im e tha t

is approx imate ly the same as the bat te ry s du ty cycle . Com mon test t im es are 5 or 8 hours and com mo n

end of d ischarge vol tage for a lead acid cel l is 1.75 or 1.80 V. It is recom m ended t o use the same t est ing

t ime dur ing t he bat t e ry s l i fet im e. Th is wi l l impro ve accuracy w hen t rend ing how bat te ry s capacity

changes. If t he bat tery r eaches the end o f d ischarge vol tage at th e sam e t im e as th e speci f ied test t im e

th e batt erys actual capacity is 100% of t he rat ed capacity. I f i t reaches the end of d ischarge at 80 % (8 h)

or b efore o f th e speci f ied 10 h i t is shal l be rep laced. Procedure f or capacity t est of ven ted lead acid

batt ery 1. Ver i fy that th e batt ery has had an equal izing charge i f specif ied by th e manu facturer 2. Checkal l batt ery conn ections and e nsure al l resistance readings are correct 3. Record speci f ic gravity of every

cel l 4. Record t he f loat vol tage of every cel l 5. Record th e tem peratu re of every sixth cel l in o rder to get

an average temp er

meo class 2oral q&a

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