Q1.

With reference to auxiliary boilers

1. Briefly describe the maintenance procedures for oil burning equipment. (5)
2. Explain the need for, and the use of, soot blowers. (5)
3. Describe how a boiler should be taken out of service. (6)

The maintenance of the complete burner assembly includes inspection main burner, burner register
and flame stabilizer, atomizer, pilot burner and fuel oil system.

The maintenance depends either on the maker’s instruction or on the condition of burner parts
(breakdown maintenance); but a general overview of when and how the maintenance to be done for
different systems and parts associated with the boiler burner is explained below:

A two weekly routine should be followed for maintenance of the following-

Fuel Oil Supply System

a) Check fuel pipe work for any leakage

b) Check flanges, joints and connections for leakages
c) Check the manual valves are operating properly
d) Check there is no leakage from any part of the valve (i.e. valve gland etc.)
e) Check the condition of lagging on the heavy oil pipes
f) Check the tracing steam lines are working fine
g) Check all the steam traps in the tracing steam lines are in working condition
h) Clean and inspect the heavy oil filters provided in the line
i) Ensure pneumatic/ solenoid valves installed before pilot and main burner are working
correctly
j) Ensure the fuel supply pump is changed to standby and all parameters are in normal
operating range
k) Ensure all the line filters are clean

Main Burner:

1. Check the condition of nozzle for clogging

2. Check there is no leakage or dripping from the burner
3. Check all the connections are tightened and wiring is in good condition
4. Check the solenoid valve controlling the fuel in the main burner is working fine
5. Ensure there is no leakage from the solenoid valve connection
6. Check and clean the cup for hard deposits in rotary cup burner
7. Check the burner nozzle size is as per the load demand of the steam
8. Ensure the trip limit switch on the burner door is working fine as the boiler will not fire until
the door is properly shut
9. Check the oil passage in the burner is cleaned with diesel oil and is free from HFO deposits
10. Ensure the fan inlet is kept clean off all deposits and obstructions
11. Make sure the burner register is kept clean
12. Check the air passage to register for deposits and dust
13. Ensure flame stabilizer is inspected and kept clean from carbon deposits
14. Flame stabilizer should be checked for heat corrosion
Atomizer:

1. Clean the atomizer before inspection

2. Use paraffin to soak the atomizer to loosen the hard sticky carbon deposits
3. Use soft metal scrapper to remove the hard deposits (never use hardened scrapper as it can
damage the atomizer surface)
4. Check for surface damage
5. Check and clean all the holes in the atomizer
6. Change the O-ring every time the atomizer is opened
7. Before changing the cap nut, ensure the threads are covered with a non-hardening high
temperature compound

Ignition Burner:

1. Check and clean the burner nozzle

2. Check the atomization of fuel in the workshop. If the atomization is poor even after cleaning
the nozzle, replace it with a new one
3. Clean the electrodes with electro-cleaner solution
4. Check electrodes for damages
5. Check the condition of ceramic insulation of the electrodes for any damage
6. While performing maintenance, ensure not to change angle of the electrodes with respect
to the nozzle as it may cause problems in ignition, instability and building up of carbon
deposits

Forced Draft Fan

1. Remove and overhaul the electric motor as per PMS

2. Dismount the nuts that fix the front plate. Remove the front plate by means of a lifting
device or tackle
3. Dismount the end bolt and plate of the shaft, and replace the end bolt by a similar short bolt
4. Mount a wheel-puller on threaded holes located on the hub plate. Tighten the wheel-puller
until the impeller is loose
5. Dismount the wheel-puller and end bolt once the impeller is loose. The impeller can now be
pulled out from the spiral casing
6. Clean the impeller carefully as dust or deposits causes imbalance or vibration
7. High pressure compressed air cleaner to be used for cleaning the deposits
8. If deposits are hard, scrapper tool to be used
9. Check for any water in the spiral casing and same should be drained off
10. Check for fuel accumulation in the casing and find out the cause for the same
11. Ensure the impeller is properly cleaned and balanced while installing it on the shaft
12. During starting, check for any sign of vibration
13. If vibration exists, open the casing and check the cause of the same

b)

Between periodic boiler cleaning the gas surfaces of the boiler tubes should be kept as clean as
practicable. To facilitate this, soot blower, steam or air operated, are often fitted. They enable the
tube surfaces to be cleaned of loose sooty deposits rapidly without shut down of the boiler.
A soot blower reduces the possibility of soot fire. Such accidents can lead to the appearance of
hotspots in the furnace tubes that can later reach a temperature to weaken the structure of the
tubes. The dangers of a weakened furnace structure are extreme.

Soot is a heat insulator. Therefore, more soot inside equipment leads to more energy required to get
the equipment up to optimal operating temperature.

c)
Q2. (a) What would happen to the amperage of a Centrifugal Pump if it were run with the
discharge Valve shut? (4)

b) What is the indication in the Exhaust Gas of Good Combustion? (4)

c) How often is the Emergency Steering Tested? (4)

(d) Reasons for carrying out Boiler Feed Water Tests? (4)

a)

b)

The clear colour of the exhaust gas from the engine exhaust will indicate the best possible
combustion without any carryover of the fuel, lubricating oil, water in the fuel or improper
combustion. So it should be noted that the colour of the exhaust indicates the health of the engine
or any defects in the combustion. If the colour of the exhaust is black, it indicates improper
combustion that may be due to some fuel system malfunctions or an overloaded engine. If the
colour of the exhaust is white, it is consists of water. If the colour of the exhaust is bluish, then it
indicates the burning of lubricating oil in the engine. So clear exhaust is an indication that the
combustion is perfect.

c)

Asper SOLAS,

1. Emergency steering drills shall take place at least once every three months.
2. It should be tested within 12 hours before departure.

D) Reasons for carrying out Boiler Feed Water Tests

1. To prevent scale formation in the boiler.

2. Prevent corrosion in the boiler feed system by maintaining the boiler water’s alkaline
condition.
3. To remove dissolved gases such as oxygen from water.
4. Control sludge formation, thus preventing carry over into the system.
5. To determine the impurities and thereby determining the amount of treatment required.
6. Maintain and provide residual reserve of chemicals.
7. Improve efficiency thereby increasing boiler’s life.
8. Exercise careful control over boiler treatment chemicals.
Q3. An air cooler of a large two stroke marine diesel engine is showing poor performance.

Suggest some measures you would initiate to rectify the problem and improve the performance.
(16)

1. Air coolers should be regularly drained as large quantity of water can be removed from the
air during the cooling process.
2. Maintenance consists of cleaning the air and water side of the tubes and inspecting the
anodes.
3. The air side will gradually become fouled with oily deposits which can be monitored by the
differential air pressure.
4. The air sides can be cleaned on a regular basis while the engine is in service. Small dosing
pots can be filled with diluted air cooler cleaner. Only special cleaners can be used.
5. On large engines, there may be a circulating system for cleaning the air coolers.
6. For smaller coolers, these may have to be removed and soaked in a special solvent or
cleaned ultrasonically.
7. The air cooler should be cleaned with freshwater after chemical cleaning.
8. On the water side, the tubes should be cleaned by brushing through with special tube
brushes. This is ideal for removing soft deposits and slime, but if the tube has scale deposits
or hard marine growth, it may require cleaning with a high pressure hose or de-sealant.
04. Write short notes on the following with materials/tools used for same

1. Riveting (4)
2. How to remove a rivet (4)
3. Soldering (4)
4. De-soldering (4)

1. Riveting is a semi-permanent and non-thermal joining method that involves using a

mechanical fastener/rivet (a metallic part with a dome-shaped head) to join sheet metal
parts.

Riveting involves drilling a hole in the two sheet metal parts you want to join together and
installing a rivet. Installation depends on the type of rivets you are working with, as you
might have to place, drill, or punch the rivets into the hole.

After installing the rivets in the hole, you have to deform the rivet’s tail. This is achievable by
pounding or smashing it. Together with the shaped head, the flattened tail prevents the
removal of the rivets.

2. The tools required for removing a rivet are:

1. Dot punch
2. Hammer
3. Hand drilling machine
4. Flat cold chisel
5. Double cut file
6. Surface plate.

1. Place the riveted work piece on the surface plate.

2. Grind the head of the rivet for flat finish using double cut file
3. Make a punch mark on the centre of the rivet using a dot punch
4. Take a drilling machine and fix the drill bit in the punched mark.
5. Drill a hole until the drill bit reaches the surface of the work piece.
6. The diameter of the hole should be less than the diameter of the rivet shank
7. Now, use the flat cold chisel to cut the top head of the rivet.
8. Place a nut below the rivet.
9. Ensure that the internal diameter of the nut is much greater than the external diameter of
the rivet
10. Now, hit the rivet piece using punch and hammer until the rivet comes out from the work
piece.
05. Briefly explain the following:

(i) How would you know a Refrigeration System is undercharged? (4)

(ii) What should you do to ensure that there is no Water Leakage into the Engine Cylinder before
preparing Main Engine for Sea? (6)

(iii) What would cause the Level of the Lube Oil Sump of Main Engine or Drain Tank to Rise? (4)

(iv) How can Exhaust Valve Leakage of Auxiliary Engine be confirmed? (2)

Symptoms

1. Low discharge pressure

2. Large bubbles in the liquid sight glass
3. Compressor delivery temperature high.
4. The machine runs for longer periods between cut out.

Remedies

1. To charge the refrigerant until the bubbles disappears in the liquid sight glass and charging
will correct the pressure gauge reading.
2. To find out the leaky points by halide torch or soap solution or electronic leak detector.

What should you do to ensure that there is no Water Leakage into the Engine Cylinder before
preparing Main Engine for Sea?

The engine should be turned with indicator cocks open, keeping a close eye on the cocks to see for
any sign of water discharge.

Immediately prior to starting blow through should be done in order to check for any signs of leakage.

What would cause the Level of the Lube Oil Sump of Main Engine or Drain Tank to Rise?

Increasing of LO sump level in main engine can be because of water or fuel mixing.

The other reason could be incorrect set lube oil line such that lube oil is coming from reserve tank to
the sump.

Contamination with fuel:

Fuel can mix with lube oil from fuel pump if umbrella seal of pump is leaking. Due to this, fuel oil
reaches to camcase case and mixes with the camcase oil.

Contamination with fresh water.

If piston is water cooled, then cracking of piston can result in contamination with lube oil. If sealing
water of lube oil purifier is leaking, water could come from here as well.

Contamination with sea water.

If lube oil pump is not running and the cooler is leaking, there are chances of sea water
contaminating the lube oil.
How can Exhaust Valve Leakage of Auxiliary Engine be confirmed?

It can be confirmed by taking indicator card. The card should be taken with fuel “on” or “off” the
unit. If the valve is leaking, the compression pressure and max pressure will be low.

Once an exhaust valve does not seat correctly, the high pressure burning gas will pass across the
faces of the valve & seat during the power stroke. This will cause the temperature of the valve &
seat to rise in this area, weakening the material & distorting the surfaces. The velocity of the burning
gas will erode the surface, allowing more gas to leak by. The temperature of the valve in this area
will rise further, leading to further burning & greater distortion. The first indication of a valve
burning out will be a rise in the exhaust temperature, which will rapidly increase together with a loss
of power from the unit.
Q6. (a) Describe how crankshaft deflections of an Auxiliary Engines are measured. (6)

b) State how the measurements can be checked for accuracy. (5)

c) State how the measurements can be checked for accuracy. (5)

d) Specify with reasons other checks that should be made on the crankshaft. (5)

When taking crankshaft deflection, keep the deflection gauge over the engine for some time so that
it adjusts to the surrounding temperature of the main engine.

1. The crank web of each unit is provided with a punch mark where the deflection gauge is to
be set for measurement. Clean the oil from the web and place the gauge in the marks. For
additional precaution, tie the gauge with a thin rope to avoid it from falling into the sump.

2. Turn the engine to BDC and then set the gauge to “0” with slight pre-tension

3. Now turn the crank shaft in the ahead direction with the help of turning gear (check the
maker’s recommendation as some manufacturers/ manuals will ask to turn engine to astern
for CS deflection reading) and stop at the following points to take the deflection gauge
readings:

Starting Point -Just after BDC (Gauge set at reading “0”)

Note this reading as “BDC1” reading.

90 Deg. Before TDC

Check the reading in the dial gauge and note it down as “Starboard” reading.

At TDC

Check the reading in the dial gauge at this position and note it down as “TDC” reading.
90 Deg. After TDC.

Note down the dial gauge reading as “Port” reading.

Just Before BDC

Note down this reading as “BDC 2”

The two readings taken either side of BDC i.e. reading “BDC1 and “BDC2” are averaged to get the
BDC reading.

The deflection gauge reading should be recorded in the gauging sheet (provided with the eBook).

TDC - BDC readings give vertical deflection, and

Port - Starboard readings give horizontal deflection of the crankshaft.

The recorded readings are then interpreted in a graph and compared to the original graph to point
out the worn out or defective bearings which are causing crankshaft misalignment.

Last unit reading might be higher due to overhanging of the flywheel.

b. A curve is drawn with the values of the vertical misalignment obtained at each crank. Starting
from one end. The deflection at each crank is progressively added and the points are plotted. If the
deflections are uniform. The curve drawn through the points is smooth. The curve is allowed to
deviate at each crank position by an angle proportional to the deflection measured at that crank.
The curve displays an unequal deviation. The curve is used to isolate the faulty bearing.

C.

1. Working surface of journals and pins to be examined for signs of corrosion or pitting caused
by water or acid contamination of the lubricating oil

2. Shrink-fit reference marks should be checked

3. Crank web deflection to be taken

4. Tightness of coupling bolts should be checked

5. Locking of coupling bolts to be examined

6. Tightness of oil pipes and bearing locking devices should be checked

7. Oil holes must be cleaned

8. Balance weights securing arrangement to be checked and inspection for cracks to be carried
out

9. Plug in oil holes and check oil tightness

10. Check crankpin bearing and main bearing clearances

Q7. With reference to multi-stage, single crank air compressors explain why:

I. 'Bumping' clearances are checked. (3)

II. Bottom end adjustment does not affect 'bumping' clearance. (3)
III. The clearance is not adjusted on one stage alone. (3)

(b) Describe how bumping clearances are corrected. (7)

Bottom end adjustment does not affect 'bumping' clearance.

Bottom end bearing adjustment does not affect bumping clearance. Piston rests on top half of
bottom end bearing, when at TDC. Addition of shims, to adjust bearing clearance does not
effectively lift up the piston. Thereby, not affecting bumping clearance.

The clearance is not adjusted on one stage alone. (3)

Practically , in multistage single crank air compressor, bumping clearance is adjusted by:

*LP stage* : Adding or removal of shim/ gasket of varying thickness between cylinder cover and
cylinder block.

*HP stage* : Adding or removal of foot liners of varying thickness to palm of connecting rod. After
this, LP stage bumping clearance is checked and adjusted accordingly by method given in point 1
above.

Addition or removal of shims of foot liner only for adjusting bumping clearances is not enough. In
multistage single crank air compressor employing tandem piston, if LP stage bumping clearance is
reduced by addition of foot liner to connecting rod, it will increase HP stage bumping clearance.

Similarly if HP stage bumping clearance is reduced by removing foot liners from connecting rod, LP
stage bumping clearance will increase.
Q8. With reference to Steering Gear & Hydraulic Power Rotary pumps

(a) Explain how the reserve of fluid in the system is checked and how make-up is achieved. (5)
(b) Describe how a steering system is tested prior to leaving port with reference to SOLAS. (5)
(c) Explain how tests are made for leaks, and air and other gases are bled from the system.(6)

Explain how the reserve of fluid in the system is checked and how make-up is achieved. (5)

Describe how a steering system is tested prior to leaving port with reference to SOLAS.

Within 12 hours before departure, the ship’s steering gear shall be checked and tested by the ship’s
crew. The test procedure shall include, where applicable, the operation of the following:

1. The main steering gear;

2. The auxiliary steering gear;
3. The remote steering gear control systems;
4. The steering positions located on the navigation bridge;
5. The emergency power supply;
6. The rudder angle indicators in relation to the actual position of the rudder;
7. The remote steering gear control system power failure alarms;
8. The steering gear power unit failure alarms; and
9. Automatic isolating arrangements and other automatic equipment.

The checks and tests shall include:

1. The full movement of the rudder according to the required capabilities of the steering gear;
2. A visual inspection for the steering gear and its connecting linkage; and
3. The operation of the means of communication between the navigation bridge and steering
gear compartment.
(c) Explain how tests are made for leaks, and air and other gases are bled from the system.(
Q9. Write short notes on the following Non Destructive tests:

(a) Dye Penetrant test (5)

(b) Magnetic particle examination (5)
(c) Radiography Test (6)

Dye Penetrant test

This method is used to detect discontinuities open to surface in non-porous materials. This test is
based upon capillary action of the liquid.

Procedure for Penetrating test

The process involves three materials, cleaner, penetrant and developer.

1. Cleaning- first the surface to be tested is cleaned thoroughly with ordinary waste
cloth
2. Then clean the surface with a waste clothe sprayed with cleaner.
3. Penetrant Application- Apply the penetrant gently on the surface to be
inspected and then allow the penetrant for some time (7 min) on the surface to
make the penetrant completely penetrate in the seep.
4. Removal of excess penetrant- Clean the excess penetrant over the surface using
ordinary waste cloth.
5. Again clean the surface with the cleaner applied cloth.
6. Developer application- Gently applies the developer on the surface and allows
the bell time (9 min) for the developer as per the standard norms.
7. Inspection and Evaluation- Now inspect the surface for any defects which will be
in the colour of penetrant.
8. Evaluate the defects if any in the acceptable values and take decision to rework,
accept or reject.

Magnetic particle testing

Magnetic particle testing is a method used to detect surface and subsurface discontinuities in
ferromagnetic material. The job is suitably magnetized and magnetic lines of force or magnetic flux
of enough density is made available.

Discontinuities in the path of the magnetic flux create a disturbance in the uniform magnetic field
causing flux leakage. The flux leakage sets up of magnetic poles attracts iron powder when dusted
over the testing zone and forms a pattern of the discontinuity.

The flaw is indicated as a pattern on the surface giving the location and to some extent the nature
of discontinuity.
Radiography Test