Created by Ankur Sharma, Gurudayal Srivastava, Vikram Singh, Sanket Tamhane

FUNCTION 4B and 6
Q.1 During manoeuvring how will you know there is a leakage in air starting valve?
During manoeuvring the leakage can be detected by checking the starting air manifold. If it is relatively hot then this
indicates that the air starting valve is leaking.
Indications:
) The main air line will be heated up.
) Bursting disc may burst or relief valve may lift.
i.) Auto start valve will shut once the main engine is changed over from air to fuel.
Actions:
) Inform bridge.
) Cut off fuel to the affected unit.
i.) Replace the valve at the earliest opportunity available.

Q.2. T/C surging procedure to follow during departure of main engine?

Q.3 Purpose of negative cam in distributor?

The cam for the air distributor serves its purpose only while starting the engine, reversing and again starting. Actually if
you see there is no other requirement of this particular cam while the Engine is in continuous operation. Therefore if a
cam ( normal positive ) is used then the wear of this particular cam will be obviated and will be expensive to
repair/replace this cam. So when the engine has started, and the vessel is en-route a voyage, then this particular cam turns
without ant running gear touching it. It comes into play while starting.
Negative cam means downward or inward movement of cam. It facilitates reversing due to ease of operation and also
reduces acceleration forces on the cam.

Q.4 Fuel injector is leaking. What it indicates? Exhaust temperature will be high or low?
Causes of fuel injector leaking:
) Due to scoring of needle as a result of excessive valve lift and catfines carried over from purifiers and filters causing
abrasion.
) Incorrectly set injection pressure setting.
i.) Excessive valve lift can cause hammer action to valve seat leading to permanent damage, as a result of this the fuel valve
may leak.
The exhaust temperature will be high. This would be on account of the improper combustion due to the interference in the
spray pattern due to the carbon formation at nozzle tip.
 Q.5.What all will you check when you take round of main engine only?
) Observe for any abnormal noise or vibration, knocking, etc.
) Check the local temperature readings for exhaust from each unit.
i.) Check the high pressure fuel pipeline, any leaks, check fuel pumps, etc.
.) Check the air starting manifold , if hot than usual then there might be an air starting valve leaking, check the bursting disc
and relief valve, etc.
) Check the cooling jacket water pressure gauges locally.
.) Check the t/c air suction filter differential pressure drop, oil level, etc. Ensure t/c drains to be kept open. Both blower side
and turbine side temperatures to be checked from local indicators.
i.) Check the scavenge air cooler pressure drop and check the scavenge air manifold, scavenge drains to be clear open, check
under piston space box for abnormal temperature increase .Check scavenge air cooling s/w inlet n outlet temperature
locally.
ii.) Check OMD.
.) Check the fuel rack positions and VIT indicators.
) Check the camshaft and cylinder lubricators.
.) Check the governor indicated speed.

Q.6 Why turbocharger?

It is a waste heat recovery unit. It increases the volumetric efficiency of the engine.

Q.7 What is Surging and reasons for it.

Reasons for t/c surging:

) T/C suction filter partially blocked. This can be determined by checking the pressure drop across the t/c suction air filter.
) Blower fouling.
i.) Fouling of charge air cooler.
.) Scavenge ports are partially chocked(carbon formation)
) Blow past(manifold pressure increases)
.) Scavenge fire.
i.) Sudden change in the load(load decreased suddenly)
ii.) During rough whether if the propeller comes out of water, the loads decreases suddenly.
.) Turbine side of the turbocharger is fouled.
) Economiser is fouled.
.) Mismatching of turbocharger with the engine.

Q.8 How main engine reversing takes place?

Where a gearbox is used with a diesel engine, reversing gears may be incorporated so that the engine itself is not reversed.
Where a controllable pitch propeller is in use there is no requirement to reverse
the main engine. However, when it is necessary to run the engine in reverse it must be started in reverse and the fuel
injection timing must be changed. Where exhaust timing or poppet valves are used they also must be retimed. With jerk-
type fuel pumps the fuel cams on the camshaft must be repositioned. This can be done by having a separate reversing cam
and moving the camshaft axially to bring it into position.
Alternatively a lost-motion clutch may be used in conjunction with the ahead pump-timing cam. The fuel pump cam and
lost-motion clutch arrangement is shown in Figure 2.27. The shaping of the cam results in a period of pumping first then
about 10 of fuel injection before top dead centre and about 5 after top dead centre. A period of dwell then occurs when
the fuel pump plunger does not move. A fully reversible cam will be symmetrical about this point, as shown. The angular
period between the top dead centre points for ahead and astern running will be the 'lost motion' required for astern
running. The lost-motion clutch or servo motor uses a rotating vane which is attached to the camshaft but can move in
relation to the camshaft drive from the crankshaft. The vane is shown held in the
ahead operating position by oil pressure. When oil is supplied under pressure through the drain, the vane will rotate
through the lost-motion angular distance to change the fuel timing for astern operation. The starting air system is
retimed, either by this camshaft movement or by a directional air supply being admitted to the starting air distributor, to
reposition the cams. Exhaust timing or poppet valves will have their own lost-motion clutch or servo motor for astern
timing.

Reversing mechanism
Two stroke diesel engines can be easily reversed thus these are favored for use as propulsion engines. In two stroke engine
exhaust valve timing is balanced in ahead and astern thus there is no need for its change. Fuel pump and starting air
timings need to be changed. In present B&W engines it is achieved to shift the roller which is activate by pneumatic
cylinder. On the other hand Sulzer has mounted the fuel cam on hydraulic servomotor which turns radially. Both engines
now use negative cam mounted on auxiliary drive which is turned radially.
Additional related:
Lost motion in starting of large engine
For the reversing apparatus there are two options, either to use two cams and shift camshaft axially or use a single cam
and turn the camshaft to alter the timings. Both engines now use a single cam for ahead and astern operations thus
the camshaft is turned radially by servomotor which employs engine lubricating oil as operational medium. When
camshaft is turned by servomotor at that movement crankshaft is fixed thus this movement of camshaft relative to
crankshaft is called as the lost motion of camshaft.

Q.9 There is alarm of OMD. What actions will you take?

As per manual:
Whenever alarm comes auto slowdown or manual slow down, Inform bridge to stop engine, keep all the pumps running
except f.o. booster pump. After half an hour come back and take the reading, if below the limit and the temperature of the
crankcase is not high and the crankcase is cooled down, stop the lub. oil pump, slacken the crankcase door and make sure
no pressure inside the crankcase. Now open the crankcase from behind the door. Now enter the crankcase and look for
hotspot. There will be discoloration around the hotspot and do the required maintenance. Now start the engine and
continuously monitor the affected unit.

Q.10.Same as Q.8.

Q.11.Main difference between lub oil used in crankcase for 4s and 2s engines.

Q.12.When you are taking indicator card and engine tripped on some mechanical trip what will be the maximum
pressure?

Q.13.Stresses acting on 4s conn rod. Are they any different from the forces acting on 2s conn rod?

Q.14.Different means of reversing. How reversing took place on your ship?

In old M.A.N engines, the reversing procedure is carried out by means of shifting the camshaft axially. For this purpose a
separate astern cam is fitted to the camshaft. Each astern cam is fitted next to the corresponding ahead cam.
The whole camshaft can be shifted axially with the help of hydraulic cylinders fitted to the camshaft. The hydraulic oil
gets pressurized and forces the piston inside the cylinder which moves the entire shaft from ahead to astern or from astern
to ahead.
Locking devices and safety cut outs are fitted to that the correct positioning of the cam is achieved. In some engines
reversing is carried by the above same procedure. Only one change is that instead of hydraulic pressure, air pressure is
used for shifting the camshaft axially. Sulzer engines have lost-motion servomotors on the camshaft. These servomotors
are useful to rotate the fuel pump cams to their astern positions. In RTA engines a servomotor is fitted in between a pair of
adjacent cams. Lost motion is a term which means the timing has been retarded by a certain angle with respect to the new
direction of rotation.
M.A.N. B&W MC Engines
These engines have a separate method. In this method instead of shifting the entire camshaft, we are shifting the cam
follower rollers to alter the timing. Compressed air from the starting system is used to actuate the pneumatic cylinder and
piston which displaces each follower unit. If the position is not properly locked in its place, the fuel delivery will be
stopped. This is done by a sensor fitted to each pump.
Q.15 Draw indicator diagram for leaking fuel injector.

16. How is firing order for main engine decided? Why firing order is 1-7-2-4-6-3-5 instead of 1-2-3-4-5-6-7?
Firing Order
Every engine cylinder must fire once in every cycle. This requires that for a four-stroke four cylinder engine the ignition
system must fire for every 180 degrees of crank rotation. For a six cylinder engine the time available is only 120 degrees
of crank rotation.
The order in which various cylinders of a multi cylinder engine fire is called the firing order.
The number of possibilities of firing order depends upon the number of cylinders and throws of the crankshaft. It is
desirable to have the power impulses equally spaced and from the point of view of balancing this has led to certain
conventional arrangements of crankshaft throws. Further, there are three factors which must be considered before deciding
the optimum firing order of an engine. These are:
(i) Engine vibrations
(ii) Engine cooling and
(iii) Development of back pressure

Consider that the cylinder number 1 of the four-cylinder engine, shown in Fig., is fired first. A
pressure p, generated in the cylinder number 1 will give rise to a force equal to {pA [b/(a + b)]} and {pA [a/(a + b)]}
on the two bearings A and B respectively. The load on bearing A is much more than load on bearing B. If the next
cylinder fired is cylinder number 2, this imbalance in load on the two bearings would further aggravate the problem of
balancing of the crankshaft vibrations & would result in severe engine vibrations. If we fire cylinder number 3 after
cylinder number 1, the load may be more or less evenly distributed.

Further, consider the effect of firing sequence on engine cooling. When the first cylinder is fired its temperature increases.
If the next cylinder that fires is number 2, the portion of the engine between the cylinder number 1 and 2 gets overheated.
If then the third cylinder is fired, overheating is shifted to the portion between the cylinders 2 and 4. Thus we see that the
task of the cooling system becomes very difficult because it is then, required to cool more at one place than at other places
and this imposes great strain on the cooling system. If the third cylinder is fired after the first the overheating problem can
be controlled to a greater extent.

Next, consider the flow of exhaust gases in the exhaust pipe. After firing the first cylinder, exhaust gases flow out to the
exhaust pipe. If the next cylinder fired is the cylinder number 2, we find that before the gases exhausted by the first
cylinder go out of the exhaust pipe the gases exhausted from the second cylinder try to overtake them. This would require
that the exhaust pipe be made bigger. Otherwise the back pressure in it would increase and the possibility of back flow
would arise. If instead of firing cylinder number 2, cylinder number 3 is fired, then by the time the gases exhausted by the
cylinder 3 come into the exhaust pipe, the gases from cylinder 1 would have sufficient time to travel the distance between
cylinder 1 and cylinder 3 and thus, the development of a high back pressure is avoided
 For 4-Cylinder engines the possible firing orders are: 1-3-4-2 or 1-2-4-3
For a 6-Cylinder engine firing orders can be: 1-5-3-6-2-4 or 1-5-4-6-2-3 or 1-2-4-6-5-3 or 1-2-3-6-5-4
8 Cylinder in-line engine 1-6-2-5-8-3-7-4
8 Cylinder V shape engine 1-5-4-8-6-3-7-2, 1-8-4-3-6-5-7-2, 1-6-2-5-8-3-7-4,
1-8-7-3-6-5-4-2, 1-5-4-2-6-3-7-8

17. Importance of flywheel?

a. Flywheel is a Heavy wheel attached to a rotating shaft to smooth out delivery of power from a motor to a machine. The
inertia of the flywheel opposes and moderates fluctuations in the speed of the engine and stores the excess energy for
intermittent use
b. It is also used to locate which piston is at TDC.
c. The teeth of flywheel help to rotate the engine by getting a drive from a motor.

18. Stern tube lubrication?

The stern tube is a hollow tube passing at the lower stern part of
the ship carrying tail shaft and connecting it to the propeller out
at sea, bearing for the tail shaft, lubrication arrangement and
most importantly the sealing arrangements.

The stern tube bearing arrangement and sealing plays a vital part
in ships operation and pollution prevention. The two main
purpose of the stern tube bearing are:
Withstand load
The propeller which hangs at the aft end exerts load on the shaft,
which is supported and withstand by the stern bearing. The
bearing is a cast iron bush lined with a white metal having
excellent load handling and lubricating property.
The stern tube is fitted at the stern frame and internal framing of
vessels hull at aft peak.
This allows the tail shaft to rotate smoothly in the bearing area
for uninterrupted propulsion.
Sealing
The stern tube bearing consists of sealing arrangement to prevent ingress of water and to avoid the lubricating oil to
escape into the sea.
Sealing arrangement
The lubrication system for ships with variable draught (due to loading and unloading of cargo) consists of
header tanks located at around 2 to 3 meters above the water line so that the differential pressure ensures no water ingress.

Different sealing arrangements are used to prevent water ingress and oil leakage. They are as follows:
Stuffing boxes consisting of packing material.
Lip seals in contact with shaft to prevent passage of oil or water along the shaft.
Radial face seals supported with springs fitted radially around the shaft, aft bulkheads and after end of the stern
tube.

19. Determine condition of piston rings without removing piston out.

Piston rings can be easily and regularly examined for scuffing/burn evidence or ring breaks through the scavenge ports.
Visual inspection of the size of the chamfer or rounding of the ring edges can also be used as a guide to wear, by
comparing this with the size of the rounding on a new ring.
 To enable this in-situ inspection, the engine turning gear is engaged to lower the piston just above bottom dead centre,
allowing some of the ring set to be observed through the scavenge ports. Scuffing or burning is also a visual examination
carried out using a torch. Checking for broken rings is carried out by pushing a piece of wood such as a broom handle (I
used the shaft of a 2lb hammer) against each ring in turn. They should spring back to position against the liner; if they
don't - a broken ring is a 99% certainty. All of the rings can be examined by raising or lowering the piston for access and
inspection through the ports. A sketch of this method is shown below; please click on image to enlarge.

20. Coolers on main engine and auxiliary engine?

21. What is a critical speed?

It is the speed of the engine in revolution per minutes at which resonance condition occurs. Resonance condition is when
the frequency of applied forces is very near to or the same as the natural frequency of the elastic system. This causes the
amplitude of vibration increases at an alarming rate and early failure of resonance parts. Barred speed-range is the range
of speed where high unsafe stresses occurs before and after the critical speed.

22. Why chokes are used in engines and types of chokes?

23. What are the starting air line safeties?

For precaution against explosion on starting air line different safety devices and arrangements are fitted. They are
Relief Valve: It is fitted on the common air manifold which supplies air to the cylinder head. Normally fitted at
the end of the manifold and it lifts the valve in the event of excess pressure inside the manifold. The advantage of relief
valve is it will sit back after removing the excess pressure and thus continuous air is available to engine in case of
manoeuvring or traffic.

Bursting Disc: It is fitted in the starting air pipe and consist of a perforated disc protected by a sheet of material
which will burst in case of excessive pressure caused due to air line explosion. It also consist of a protective cap such
constructed that if the engine is required to run even after the disc has been ruptured, the cap will cover the holes when it
is turned. This will ensure that in manoeuvring or traffic air is available for engine at all time.
 Non Return Valve: Positioned in between the Air Manifold and Air Receiver, it will not allow the explosion and
its mixture to reach the air bottle because of unidirectional property of N.R. valve.
Flame Arrestor: It is a small unit consisting of several tubes which will arrest any flame coming out of the
cylinder through leaking start air valve. It is fitted on every cylinder before the start air valve.

For prevention of starting air line explosion following measures to be performed:

Ensure that all safety devices fitted are working correctly
Draining of the air bottle is carried out every watch
Auto drain to be checked for proper functioning
Air compressor is well maintained to avoid oil carry over
The oil separator at discharge of the compressor is working efficiently
The starting air manifold pipe to be cleaned and check for paint deformation which will indicate overheating of
the pipe
Starting air valve to be overhauled regularly to avoid leakage
Starting air valve seat to be inspected and lapped

24. Advance technologies in engines.

25. Types of crankshaft? Welded crankshaft is welded where? AE has which crankshaft?
Types of crankshafts are:
1. Fully forged
2. Fully built-up
3. Semi built up
4. Fully welded

In welded crankshaft half of main journal, both webs, crankpin and half of another main journal are made as one piece.
Therefore to make a crankshaft half main journal of one piece is welded to the half main journal of other piece.

26. How to measure ovality of big end?

27. Why bottom end serrated an Aux engine?
The split between the connecting rod and bottom end is at 45 to the con rod centre line. The location of the two parts is
done by serrations. Although this design prevents the typical cyclic stressing experienced by the bottom end bolts
It is also used to increase the contact surface area to provide more load carrying capacity.

28. BSFOC calculation?

Brake specific fuel consumption, abbreviated BSFC is a measure of the fuel efficiency of a shaft reciprocating engine and
also known by the term power-specific fuel consumption or simply specific fuel consumption. BSFC allows the fuel
efficiency of different reciprocating engines to be directly compared. It is the rate of fuel consumption divided by
the power produced.
To calculate BSFC, use the formula

where:
r is the fuel consumption rate in grams per second (g/s)
P is the power produced in watts where
is the engine speed in radians per second (rad/s)
is the engine torque in newton meters (Nm)
The above values of r, , and may be readily measured by instrumentation with an engine mounted in a test stand and a
load applied to the running engine. The resulting units of BSFC are grams per joule (g/J)
Commonly BSFC is expressed in units of grams per kilowatt-hour (g/kWh). The conversion factor is as follows:
BSFC [g/kWh] = BSFC [g/J](3.6106)

29. Exhaust manifold- How pulse of exhaust gets converted into constant pressure?

30. Hydraulic exhaust valve and spring loaded old type valves, advantages?

31. Air cooler maintenance

Indications of Air Side Fouling:
Increase of air pressure drop across the charge air cooler.
Decrease of air temperature difference across air cooler.
Rise in scavenge air temperature.
Rise in exhaust gas temperature from all cylinders.
Indications of cooling water side fouling:
Rise in scavenge air temperature.
Decrease in the difference of the air temperature across the air cooler.
Decrease in the temperature of the cooling water across the cooler if fouling is on the tubes.
Increase in exhaust gas temperature from all cylinders.
Increase in the temperature of the cooling water due to fouling or chocking material in tubes that reduce the amount of
cooling water flow.
Methods of air side cleaning:
Fins in the air side can be cleaned by using compressed air at Low pressure.
The air side can be cleaned by dipping the air cooler in a chemical bath for a certain period of time. This will remove all
deposits on the air side.
Another method of cleaning the air side is by using the jet of water at Low pressure.
Note: Usage of very high pressure may lead to bending of fins and thus causing permanent damage to the air cooler.
Methods of Fresh water side cleaning:
For soft deposits on the water side, dip the cooler in a chemical bath. After a certain period of time, take the cooler out and
then clean with water at some temperature higher than ambient. It is always preferred to circulate water using wilden
pump and drums.
For hard deposits use a long drill bit to drill the hard deposits on the tubes. Note this requires a specialist to drill the hard
deposits because small mistakes in drilling may damage the tubes.

32. Same as 23

33. Fuel injector diagram and explanation.

The fuel is delivered by the fuel pumps to the fuel injectors or fuel valves. For the fuel to burn completely at the correct
time it must be broken up into tiny droplets in a process known as atomisation. These tiny droplets should penetrate far
enough into the combustion space so that they mix with the oxygen. The temperature of the droplets rise rapidly as they
absorb the heat energy from the hot air in the cylinder, and they ignite and burn before they can hit the relatively cold
surface of the liner and piston.

Fuel injectors achieve this by making use of a spring loaded needle valve. The fuel
under pressure from the fuel pump is fed down the injector body to a chamber in the
nozzle just above where the needle valve is held hard against its seat by a strong
spring. As the fuel pump plunger rises in the barrel, pressure builds up in the chamber,
acting on the underside of the needle as shown. When this force overcomes the
downward force exerted by the spring, the needle valve starts to open. The fuel now
acts on the seating area of the valve, and increases the lift.As this happens fuel flows
into the space under the needle and is forced through the small holes in the nozzle
where it emerges as an "atomised spray".At the end of delivery, the pressure drops
sharply and the spring closes the needle valve smartly.

Older loop scavenged engines may have a single injector mounted centrally in the cylinder head. Because the exhaust
valve is in the centre of the cylinder head on modern uniflow scavenged engines the fuel valves (2 or 3) are arranged
around the periphery of the head.
The pressure at which the injector operates can be adjusted by adjusting the
loading on the spring. The pressure at which the injectors operate vary depending
on the engine, but can be as high as 540bar.
Some injectors have internal cooling passages in them extending into the nozzle
through which cooling water is circulated. This is to prevent overheating and
burning of the nozzle tip.
Injectors on modern 2 stroke crosshead engines do not have internal water
cooling passages. They are cooled by a combination of the intensive bore cooling
in the cylinder head being close to the valve pockets and by the fuel which is
recirculated through the injector when the follower is on the base of the cam or
when the engine is stopped.
As well as cooling the injector, recirculating the fuel when the engine is stopped
keeps the fuel at the correct viscosity for injection by preventing it from cooling
down.
The animation opposite shows the principle on which one system operates.

Fuel injectors must be kept in good condition to maintain optimum efficiency,

and to prevent conditions arising which could lead to damage within the cylinder.
Injectors should be changed in line with manufacturer recommendations, overhauled and tested. Springs can weaken with
repeated operation leading to the injector opening at a lower pressure than designed. The needle valve and seat can wear
which together with worn nozzle holes will lead to incorrect atomisation and dribbling.

34. Main engine interlocks?

1. Turning gear interlock
2. Lub oil low pressure
3. Aux blower
4. Spring air low pressure
5. Safety air low pressure
6. Reversing complete interlock

35. ME maneuvering diagram.

36. What S denotes in SMC?

37. What if stroke to bore ratio less?

1. Lower compression ratio
2. Lower compression pressure
3. Low peak pressure.

38. Advantages of super long stroke?

1. Low quality of fuel can burn
2. Bigger size propeller can be used as rpm is less.
3. Power

39. ME valve timing diagram.

40. Main engine Exhaust valve. How it operates. Function of sealing air and what if it is not present?
A: A hydraulic pump, operated by the exhaust cam supplies the hydraulic oil to operate the valve. A small permanent vent
ensures that air is excluded fro the system. This leak off of oil returned to the air spring cylinder for lubrication and is then
drained away. The hydraulic pump is supplied with a make up supply via a non return valve and a relief valve.
As the cam rotates in time with the crankshaft it lifts the plunger on the hydraulic pump. Oil displaced by the pump
plunger displaces the exhaust valve operating piston, moving it and the exhaust valve spindle downwards against the air
spring pressure and opening the exhaust valve.
The exhaust gas passes over the spinner, rotating the exhaust valve spindle, this reduces distortion due to uneven
temperatures and helps remove deposits as the valve closes .when the cam passes its peak, the pump plunger moves
downwards and the compressed air in the air spring closes the valve. As the operating piston enters the damping pin, the
closing is slowed, thus preventing hammering of the valve.

SEALING AIR :-It is supplied from the air cylinder which prevent the exhaust gas and particle from penetrating upward
and wear out the running surface and polluting the pneumatic system of valve gear. If sealing air is not there exhaust gases
enter in air pneumatic system and causes wear of air piston which disturb the sealing.
41. Why exhaust valve dont fall in liner when spring air is not present?
7 Bar spring air is provided to air piston with non return valve which hold the valve.

42. Main Engine bottom end bearing clearance procedure?

1. Lead wire: Traditional method, but requires that bearing are tightened just to obtain clearance. Accurate as long as load
is not over squeezed. Lead is not to squeeze blow 1/3rd of original diameter.

1. Turn the crank shaft and set the crank at TDC position.
2. Remove locking arrangements, mark the nut position.
3. Slacken the nut and lower the bottom half with bolts.
4. Then three lengths of lead wires would be laid circumferentially in the bottom half at three places.
5. Place the bottom half into position and tighten the nut to its tightening torque.
6. Lower down the bottom half again.
7. Remove the lead wires and take the measurement.
8. It must have within the limit, if out of limit, the bearing shell must be replaced with new ones or readjust the
clearance by adjusting shims.

Feeler gauge: Quick method, but more difficult to be accurate when using the long feelers as measuring point may not be
the minimum point.
1. Turn the crank shaft and set the crank at BDC.
2. Insert the feeler gauge between lower half and crank pin.
3. Take the measurement readings.

43. Crosshead- Why is it there in two stroke and what is its primary purpose?
It minimizes the force imposed upon the cylinder liner by the piston. It also causes the piston to move centrally in liner.
Using it is possible to built engines with very large strokes - which means the engine can burn a greater quantity of
fuel/stroke and develop more power. The fuel used can be of a lower grade than that used in a trunk piston engine, with
higher sulfur content, whilst high alkalinity cylinder oils with a different specification to that of the crankcase oil are used
to lubricate the cylinder liner and piston rings and combat the effects of acid attack.

44. 2 stroke and 4 stroke difference and difference between there lubrication system?
1. In 2 stroke cylinder oil is used for liner lubrication while in 4stroke same crankcase oil is used.
2. In 2 stroke the oil return is going down to the scavenge drain tank while in 4 stroke it is going back to sump.
3. In 2 stroke it is going through the crosshead bearing to the piston for the bore cooling and then return back to the sump
while in 4 stroke it is going through the main bearing to the gudgeon pin and from there it is going up in the piston and
holes are given there from where it is going for the liner lubrication.
45. Characteristics of cylinder lubricating oil?
1. High alkalinity (70)
2. Resistance to oxidation
3. High thermal stability
4. Oilyness
5. Detergency and disperancy
6. High load c carrying capacity
7. Higher flash point 238*c
8. Higher viscosity 250cst@40*c

Properties of c/case oil

1. Low TBN around 20-25
2. Resistance to oxidation
3. High thermal stability
4. Oilyness
5. Detergency and disperancy
6. High load c carrying capacity
7. Anti foaming properties
8. Low demulsification no

Cold corrosion:- It is occasionally seen that corrosion occurs in the gas duct of the exhaust valve housing around the
spindle guide boss and opposite the cooling water inlets.
Such corrosion is caused by sulfuric acid condensation from the exhaust gases at the temperature levels that prevail in the
gas duct during service conditions and standstill.
If such corrosion occurs and is allowed to continue, the results could be serious, as cooling water could eventually leak,
down into the combustion chamber. For this reason corrosion rates must be carefully observed and recorded so that
appropriate action can be taken in due.
It is also called low temp corrosion in liner when SO (sulfuric oxide) in gaseous form combustion space mixes with
condensate or water or moisture at low temp.

Q46-Piston cooling in 2 stroke and 4 stroke

Piston cooling in 4stroke:
Oil is pumped through main brg upper half to the gudgeon pin and upwards into the piston and drained back to the crank
case
Piston cooling in 2s
Oil is pumped via the xhd brg upper half to the piston bore to cool the piston (inlet @40deg o/l @60 deg)

Q47- jacket cooling parameters

Inlet @ 65 deg and outlet at 85 deg with high temp alarm at 90 deg and sld @ 95 deg

Q48 cylinder lubrication in 2s & 4s

Lower part of liner is lubricated in 4s by means of drilled holes in piston which supply oil to the liner and the spreader
ring is responsible for spreading oil in the upward stroke of the piston and scrapper ring is responsible for scrapping off
the excess oil in the downward stroke of the piston.
Cylinder lubrication in 2s is by the lub oil quills which are arranged in 2 rings on the upper and lower part of the liner. In
B&W they do not pierce the Jacket of cooling water hence are dry quills and in Sulzer they pierce the Jacket for cooling
water and hence are called wet quills. They inject cyl oil as per the crank angle giving pre determined oil quantity inside
the cylinder.

Q49 Scavenge Fire?

Scavenge fire takes place due to heavy blow past occurring from the piston rings when the piston rings have worn out.
Excessive sludge deposition in the under piston spaces leads to coke like formations which ignite when sparks from
combustion spaces reaches the under piston spaces. Indications of of scavenge fire will be high under piston temp with
excessive heating of the under piston door, high exhaust temo of the affected unit, black smoke, jw temp high for the unit,
surging of t/c
Actions to be taken in case of scavenge fire:
Inform bridge and request for slow down
Cut off fuel to the affected unit
Increase lub to the unit
Keep running on slow speed till fire stops
All scavenge drains to be closed
Stop aux blowers
Cover t/c air filter
Release fire extinguishing medium. Once fire has stopped open up scavenge space and look for damages and carry out
necessary maintenance

Q50 Crank case explosion

Crank case explosion occurs due to hot spot formation in the crank case. Hot spot can occur in the crank case due to
running in of two surfaces and lack of lubrication since oil vapours are present in the crank case.
In case of crank case explosion inform bridge and slow down the engine and shut down. Keep the lub oil pump running.
Feel the crank case for hotness. When it has cooled down sufficiently carefully open the crank case door and inspect the
crank case for hot spot. It will be characterized by black patch. Now carry out the necessary repairs. Usually main bearing
damage results in a hot spot being developed and causing crank case explosion and therefore renewal of the bearing may
need to be carried out.

Q52 Safety valve on main engine?

Safety valve on main engine is spring loaded valve which will lift up on excessive pressure build up inside the combustion
chamber. Unlike the boiler safety valve it will lift up for a short period of time and relieve the cylinder of excess pressure
building up inside the combustion chamber.

Q53 Prepare main engine?

Start the lube oil pump 30 min prior to starting main engine . manually start the cylinder lube oil supply and check that all
the balls in the gauge glass for lube oil are going up and down. Make sure that the indicator cocks are open.
Inspect around the engine if somebody is working or some part of the engine is opened up. Check that the flywheel has
nothing under it and it is clear.
Turn the main engine on turning gear with cylinder lubrication on. Observe the turning gear for the current that it is
drawing. Excess current may be indicative of some seizure inside the cylinder or water inside cylinder . If everything is
normal, proceed to blow through the engine. Open the main starting air and check through the indicator cocks if any air is
coming out of the engine the starting air valve of that unit is leaking and will have to be replaced by the spare valve. Now
blow through the main engine and close the indicator cocks of all the units.
Try out the main engine in ahead and astern direction and transfer the controls to the bridge.

Q54 Cylinder liner lubrication oil properties.

The cyl line lube oil has to be of high tbn value to neutralize the acids being formed as a result of combustion in the
combustion chamber.

Q55 Full shaft arrt of the main engine?

Driving end of the crankshaft is the flywheel. To this flywheel the propeller shaft is attached by a flanged connection.
This shaft is arranged in two pieces being supported in the middle by the intermediate bearing. When this shaft is resting it
is in contact with the lower half of the bearing and thus is grounded. But when the shaft starts to rotate it is floating on the
oil film caused by hydrodynamic lubrication. The propeller when churning water develops static electricity and its for this
reason that a shaft earthing device with slip rings and brushes is fitted aft of the intermediate shaft brg. Now the shaft is
piercing the aft end to be attached to the propeller and at this point a stern tube is fitted to allow for cooling of the stern
tube. Here either sea water or lube oil can be used for cooling and lubrication of the stern tube. The propeller is shrunk fit
in the propeller shaft

Q57 Valve timing of the loop scavenged and uniflow scavenged engines?
Both valve timing diagrams are the same. Only difference is that in the loop scavenged engines the exhaust port timing is
fixed whereas in uniflow scavenged engines the exhaust valve timing can be adjusted(Variable Exhaust Closing)

Q58 Specific Fuel Oil Consumption? What is it and why is it calculated??

Specific fuel oil consumption is grams of fuel consumed by engine to develop 1kw of power in 1 hour. Hence it is
expressed in gms/kwhr or gms/bhp hr.
Now fuel consumption can increase in an engine due to varying sea conditions. This provides a check whether the engine
is functioning normally and that it is not consuming excessive fuel.
To calculate the sfoc take the counters for 1 hour and subtract. This will give fuel consumed in 1 hour. Now multiply this
with 1000xspecific gravityxfuel con(L)= grams of fuel consumed.
Now to calculate power take the power card of the engine and using the planimeter calculate the area of the diagram. Now
Mean Indicated Pressure=[(area of the diagram(mm2)xspring constant of the indicator instrument)/length of the
diagram(mm)]. Now Indicated Power = Mean Indicated Powerx length(stroke)xarea(bore area)x revolution(rps).

Q59 Liner Caliberation which tool is used?

For liner caliberation a template for marking points fwd aft & port stbd on the liner is provided. For taking measurements
between these points a micrometer is provided.
Q60 what is the least count and zero error of the micrometer?
Least count is the smallest measurement that a micrometer can take. It is .001mm . zero error of the micrometer is the
error in reading when the spindle is completely inside and cannot be moved an more inside and the reading should be
zero. If the micrometer is showing some reading on its scale then that reading is the zero error of the micrometer

76. Safeties of crankcase, Function of breather pipe, Flash point of Lub. Oil?

a. Crankcase explosion door:

To relieve excess pressure inside the crankcase thereby normalizing the pressure
To prevent the flames inside the crankcase from coming out and causing further damage

Construction and Working

All the explosion safety relief valves are spring loaded self-closing valves, which stop the entry of atmospheric air in to
the crankcase. Moreover, the design, size and arrangement of the valves depend on the size and capacity of the engine.
For example, a large slow speed diesel engine consists of two door type relief valves fitted to each crankcase, whereas in a
medium speed diesel engine only one valve is used. So basically the relief valve is a one-way entry which only allows
inside pressure to escape when excess, without allowing the other way round.
As shown in the figure, an explosion relief valve consists of a light spring that holds the valve closely against its seat. The
whole arrangement is enclosed in a cover, which is tightly bolted from all the sides. The assembly is mounted on the door
of the crankcase. On the outside of the valve a deflector is fitted which safeguards the personnel from escaping
pressurized gases. On the inside of the engine, an oil wetted gaze acts as a flame trap to prevent any flame leaving the
crankcase.
As the pressure inside the crankcase increases the valve raises compressing the spring. The excess pressure is released to
the atmosphere. The Oil wetted Gauze assembly prevents the flame in the crankcase from escaping. The valve closes
automatically under the tension and action of spring once the pressure reduces. Hence we can see that though the basic
principle of operation is quite simple, yet it is a very useful mechanism which gets activated during times of need.

b. Oil mist detector

The Oil mist detector takes continuous samples from the main engine crankcase and check whether the sample
concentrations of mist are well below the level at which a crankcase explosion can take place. The oil mist is drawn into
the instrument with the help of small fan which takes suction from each crankcase through sampling tubes provided on
each crankcase.
The oil mist detector consists of a small rotator with which it takes sample from one cylinder at a time and the rotator then
turns to the next after approximately 4 seconds. The sample from the rotator goes to the measured cell and the reference
cell takes sample from rest of the crankcase to evaluate the difference in oil mist.

An overall mist density of the crankcase is also measured by comparing the samples with the fresh air once every rotation
of the sampling valve is done. A beam of light from a common lamp is reflected through mirrors and output is measured
from a photo cell.

Under normal conditions the output from the reference and measured contact is same and hence no deflection is measured.
However, a deflection in the output gives an alarm indication and the valve rotator stops at position to know which
chamber has high mist concentration.

Some engines are even fitted with slowdown alarms so that when the oil mist alarm rings, the engine automatically slows
down to prevent crankcase explosion.

c. Breather pipe:

They are used to remove the oil fumes present in the crankcase (The outlet of breather pipe is connected to the air filter
intake).

Flash point of lub oil is

77. OMD alarm gets activated at what % ?

78. Reversing of main engine, Lost motion principle.

The propeller thrust must be reversible in order to do manoeuvring of a ship. Usually manoeuvring is done while entering
a port or leaving a port. In case of a controllable pitch propeller an unidirectional engine is sufficient. In case of limited
power systems like medium speed engines of high speed engines, clutches and reverse gears may be used. But in large
diesel engines, the main engines must be reversible and should be able to produce thrust efficiently in both the directions
(ahead and astern )

To reverse an engine the engine cycle may require re-timing.

Large diesel engines have scavenge ports which controls the scavenge timing. This remains unchanged when reversed.
Engines working with constant pressure turbocharge systems also have symmetrical exhaust valve timing and hence no
change in timing is required. Only the fuel timing to be changed since it will be the opposite flank of the cam.
In this article we shall discuss the different methods of reversing of marine diesel engines.

Reversing of old M.A.N engines:

In old M.A.N engines, the reversing procedure is carried out by means of shifting the camshaft axially. For this purpose a
separate astern cam is fitted to the camshaft.
Each astern cam is fitted next to the corresponding ahead cam.
The whole camshaft can be shifted axially with the help of hydraulic cylinders fitted to the camshaft. The hydraulic oil
gets pressurized and forces the piston inside the cylinder which moves the entire shaft from ahead to astern or from astern
to ahead.
Locking devices and safety cutouts are fitted to that the correct positioning of the cam is achieved.
In some engines reversing is carried by the above same procedure. Only one change is that instead of hydraulic pressure,
air pressure is used for shifting the camshaft axially.

Sulzer engines
Sulzer engines have lost-motion servomotors on the camshaft. These servomotors are
useful to rotate the fuel pump cams to their astern positions. In RTA engines a servomotor
is fitted in between a pair of adjacent cams.
Lost motion is a term which means the timing has been retarded by a certain angle with
respect to the new direction of rotation.
 M.A.N. B&W MC Engines
These engines have a separate method. In this method instead of
shifting the entire camshaft, we are shifting the cam follower
rollers to alter the timing. Compressed air from the starting system
is used to actuate the pneumatic cylinder and piston which
displaces each follower unit.
If the position is not properly locked in its place, the fuel delivery
will be stopped. This is done by a sensor fitted to each pump.
These are some of the basic methods used for reversing of marine
diesel engines which of course plays a vital role while
manoeuvring.
79. Crankshaft deflection- how taken? How to plot a graph?

The figure shown below gives an idea of which measurement is taken to find the
deflections of the crankshaft. As you can see from the picture a dial gauge is inserted
between the crank-webs to find out the distance between them. If the deflection is
measured after the specified interval, it is necessary that it is taken at the same point
otherwise the reading will not give a real reflection about the degree of deflection.
Normally a center punch is used to make markings so that each time the deflection is
taken at the same point.

Apart from using the same point on the crank-web for measuring deflection there are other
factors which need to be kept in mind and these include load on the ship, trim, hog, sag etc.
Ideally the deflection needs to be taken at four points of the crank namely top, bottom and the
two sides. In actual practice however the bottom reading is not taken due to chances of fouling
by the connecting rod and instead reading is taken on both sides of the bottom position,
thereby in total 5 readings are taken from each crank-web at the positions shown by the
following figure.

Plotting the Deflection Curve

A majority of the people find that the graphical representation of data is more appealing and easily understood, rather than
a list of numbers hence we will see how we can use the above data to plot the deflection curve. Take a look at the
deflection curve diagram first so that you can correlate to what you read next.
 As you can see above on the top is the crankshaft which shows the 7 units and the vertical misalignments written
on top of each unit (these values are taken from the last row of the table above).
A straight line is drawn beneath the crankshaft and the center lines from each unit are drawn downwards through
this line. This now acts as our basic infrastructure upon which to start plotting the deflection curve.
Since the first deflection is -5.2 units (remember they are normally mm unless otherwise specified), we plot this
distance downwards from the reference line on the center line of unit 2 (not unit 1) and make the line ab which is at an
angle proportional to the deflection at a. This line is further extended to intersect the center line of the next unit.
The next step is to measure the deflection from this point of intersection (downwards for negative value and
upwards for positive value) and join the point from the previous point, in this case which gives rise to the line bc.
This step is repeated till the last unit
A smooth curve is drawn between these points and the position of this curve with respect to the base line XY gives an idea
about the state of various bearing. For example in this particular case you can easily make out that bearing of units 1 and 2
are too far away from the base line and hence need attention.
You must have realized by now that why only comparing the values of vertical misalignment against the manufacturers
specifications is not sufficient? This is so because even if the values are within limits, the relative wear and tear might be
sufficient to cause too much misalignment hence this is a method to be double sure about the crankshaft being aligned
properly.
80. Difference between turbocharger of 2 stroke and 4 stroke.

81. Safeties on main engine.

Safety devices: Safety Trips:
1. Crank case relief door 1. Over speed trip
2. Scavenge space relief door 2. Lube oil low pressure trips
3. Cylinder head relief valve 3. Camshaft lube oil low pressure trip
4. Starting air relief valve 4. JCW low pressure trip
5. Starting airline flame trap 5. Piston cooling low pressure trip
6. Oil mist detector 6. Thrust bearing high temperature trip
7. Rotation direction interlock 7. Main bearing high temperature trip
8. Turning gear interlock 8. Oil mist detector alarm
9. Spring air low pressure trip
10. Manual emergency trip

82. Main engine LO line diagram including cross head lubrication and piston return lines.
83. How to calculate power? How its done on ship? How to calculate power if there is no cylmate no digital
indicator, and no old school stylus.

84. RT- Flex distributor reversing. How is it done and construction diagram?

85. Draw card and indicator card difference? Explain.

The draw diagram is used for measuring the compression pressure and maximum pressure, and for evaluating the
ignition characteristics of the fuel oil.

The indicator diagram (pv diagram: work diagram), illustrates the pressure variations in the engine cylinder as a function
of the main piston position. The diagram area can, be integrated by means of a planimeter, and the mean indicated
pressure calculated. (Used with engines fitted with indicator drive or MIP-equipmen)

FAULT FINDING FROM DRAW CARD/ INDICATOR DIAGRAM

Diagram 1

In diagram 1,
Maximum pressure too low, but compression pressure is normal.
Fuel injection too late.
Fuel pressure too low.
Detective fuel valve(s).
Defective fuel pump suction valve.
Exceptionally poor Fuel (bad ignition properties)
Fuel pump lead too little.

Diagram 2
In diagram 2, Maximum pressure is high, but compression pressure is normal.

Fuel Injection too early (Fuel pump lead too large)

Diagram 3

In diagram 3, Both Maximum pressure and compression pressure are low

Leakages, increased cyl. volume, or fouling.
Piston ring blew-by:
Exhaust valve seat leakage.
Piston crown burnt.
Low scavenge pressure.
Fouling of exhaust and/or air system.

86. What is puncture valve?

A puncture valve is fitted in the top cover of the pump. It is opened when
compressed air from the control air system acts on top of a piston fitted in the top
cover. Fuel oil from the discharge side is then returned to the suction side of the
pump and no injection takes place. The puncture valve is operated in the event of
actuation of the shut down system (all units), during the air start sequence or
when excessive leakage is detected from the double skinned fuel pipes.

Puncture Valve
The puncture valve consists of a piston which communicates with the control air
system of the engine. In the event of actuation of the shut-down system, and
when 'STOP' is activated, compressed air causes the piston with pin to be pressed
downward and 'puncture' the oil flow to the fuel valve. As long as the
puncture valve is activated, the fuel oil is returned through a pipe to the pump
housing, and no injection takes place. I have also added a few more comments
and attached a file to further explain the function(s) of the puncture valve.
MAN B&W reversing: Reversal of the fuel pump follower only takes place while the engine is rotating. If the engine has
been stopped from running ahead and started astern,the fuel pump follower will move across as the engine starts to rotate
and before fuel is admitted by venting the fuel pump via the "puncture" valve.

87. Difference between ME and MC engines.

The electro-hydraulic control mechanisms of the ME engine replace the following components of the conventional MC
engine:
Chain drive for camshaft
Camshaft with fuel cams, exhaust cams and indicator cams
Fuel pump actuating gear, including roller guides and reversing mechanism
Conventional fuel pressure booster and VIT system
Exhaust valve actuating gear and roller guides
Engine driven starting air distributor
Electronic governor with actuator
Regulating shaft
Engine side control console
Mechanical cylinder lubricators.

The Engine Control System of the ME engine comprises:

Control units
Hydraulic power supply unit
Hydraulic cylinder units, including:
Electronically controlled fuel injection, and
Electronically controlled exhaust valve activation
Electronically controlled starting air valves
Electronically controlled auxiliary blowers
Integrated electronic governor functions
Tacho system
Electronically controlled Alpha lubricators
Local Operating Panel (LOP)
MAN Diesel PMI system, type PT/S off-line, cylinder pressure monitoring system. The system can be further extended
by optional systems, such as:
Condition Monitoring System, CoCoS-EDS on-line

88. Type of fuel pump in your ship and explain.

The pump is basically a jerk type with a plunger moving in a matched barrel, using two helical grooves machined in
the plunger to control the end of injection by uncovering spill ports and causing the discharge pressure to drop
rapidly, thus causing the needle valve in the injector to close.

Oil is supplied to the barrel via the spill ports and a suction valve. The
suction valve, situated at the top of the barrel opens when the pressure in
the barrel falls below the supply pump pressure; i.e. during downward
stroke of plunger, while spill ports are covered by plunger.

Replaceable erosion plugs are fitted in the pump housing opposite the
spill ports. The high pressure oil, spilling back, as the edge of the helix
uncovers the spill ports at the end of injection, hit the plugs, which
prevent damage to the pump casing
Fuel oil leakage past the plunger to the cam case is prevented by the use of an "umbrella" seal
A spring loaded damper is fitted to the side of the pump connected through to the suction side of the pump. This
smoothes out the pressure fluctuations as the high pressure fuel spills back at end of injection.

89. Why FQS lever is provided?

It is provided to adjust the ignition delay due to bad quality of fuel in ignition delay.
90. Main engine cooling water test, values and actions.
Test recommended to maintain cooling water within the prescribed limits.
Nitrite - Recommended Limits can be in the range of 700-2400 ppm as NO2. Please refer to the inhibitor Product Data
Sheet for product specific control limits. The nitrite concentration should be maintained within the above recommended
limits to effectively inhibit any corrosive or scaling action within a closed cooling system. Too high a concentration
should be avoided to minimize the cost to maintain the system. Insufficient dosage can set up a condition where
accelerated corrosion can occur in areas which become unprotected.

pH - Recommended Limits 8.3-10. The effectiveness of a corrosion inhibitor is restricted to within a certain pH range.
Treatment ensures that this pH range is observed when the nitrite level is sufficiently maintained to prevent corrosion.

Chlorides - Recommended limit max. 50 ppm. The chloride value of the cooling water should be kept as low as possible,
any increase in value whether sudden or gradual, will be an indication of sea water contamination. Check with engine
manufacturer for other specified limits. If the chloride level exceeds 50 ppm, the possibility of corrosion in the system
increases because chlorides have a negative effect on the passivation film created by nitrites. Therefore, until corrective
action has succeeded in bringing the chloride level back down below 50 ppm, the nitrite level should be kept close to the
upper limit (2400 ppm).

91) Maneuvering block diagram and explain.

92) How will airline explosion occurred ? What are the causes? How to test starting air valve leakage?

1. The main cause of starting airline explosion is the leaking starting air valve or jamming at open position of the valve.
Initially, the oil which is discharged from the air compressor to starting air line system it will deposit as a thin moist film
on the internal surface of the pipes but not ready to combustion.
If starting air valve leaked or jammed at open position, hot gas or flame may enter the starting air manifold, vaporize the
oil and set the fire to oil mist and greasy matters, which generally deposit on the surface.
At that condition, mostly arrival first start for manoeuvring time, high pressure compressed air coming into contact with
the fire and may cause explosion.

2. Causes:- a) air bottles not regularly drained of water and oil.

b) oil carry over from compressor into air lines in the form of thin layer of oil.

c) Heat sources comes from combustion gas leaking from defective starting air valves, leading to an
explosion.

3. How to test starting air valve leakage ?

By hand touch feeling to adjacent pipe to the valve while in engine is operating.
If leak hotter than others

By means of pressure testing prior to the sailing. (In port)

Shutting the isolating valve to air pilot distributor

All indicator cocks must be opened
Disengage the turning gear
Open the main air bottle stop valve
Set the control lever to starting position
Check all the indicator cocks
Escape of air through indicator cock will show a leaking starting valve
It should be replaced immediately

93) Tie rods Functions and pre tensioning methods.

Bind the cylinder block, A frame & bed plate firmly together .
Keep the structure under compression
Keep load on structure within admissible limits
Prevent fretting between the component.
Transfer firing load to cover studs,

Pretension of tie bolts

1) Take the crankshaft deflection reading.

2) Ensure that the clamping screw are slack
3) Remove the thread protecting hood from all the tie rod and clean the contact faces of the intermediate ring.
4) Screw both the pre tensioning jacks on the two rods opposite to each other until the lower part of jack cylinder rests on
intermediate ring and the work should from the centre tie bolts in pair.
5) Connect the jack to the high pressure pump and vent the system
6) Operate the pump until tension pressure is reached and maintained this pressure.
7) Using feller gauge check the clearance b/w tie rod nuts and intermediate ring,if clearance exists tighten the nuts wid
tommy bar until its resist firmly on intermediate ring.
8) Check the clearance again and then release the pressure.
9) If no clearance exists the pressure can be released immediately and the pre-tensioning jacks removed,
0) After checking the pre-tension, apply acid free grease on threads fit the protective cap. Tighten the clamp screw and
take crankshaft deflection and compare with earlier reading.

94) Fuel valve diagram and working.

95) What is the turbocharger surging ?

When the discharge volute pressure exceed the pressure built up in the diffuser and the impeller. It produces a back flow
of air from discharge to suction and it is characterized by noise and vibration of turbocharger

Cause of turbocharger surging ?

It is caused by
Scavenge space fire / Exhaust trunking fire
Poor power balance
Dirty nozzle and blades
Individual cylinder misfire
Chocked scavenge /exhaust ports
Suddenly load change by heavy sea
Incorrect matching of turbocharger to engine.
Poor scavenging or leaky exhaust valve

96) Main engine reversing.

The fuel pump cam on the MAN B&W MC series engine is designed to raise the plunger on the injection stroke and then
keep the plunger at the top of its stroke while the follower stays on the peak of the cam until just before the next delivery
stroke when the follower returns to the base circle of the cam, and the fuel pump plunger moves down on its suction
stroke.

The animation on the left shows the cam follower just beginning to move up the slope of the cam with the camshaft
rotating in anticlockwise direction. (i.e. start of injection)

If the engine direction is reversed at this point, then air will enter the pneumatic cylinder as shown and will move the
piston to the right. The cam follower will be moved across and would finish in the position shown which would be at the
correct fuel pump timing for running astern.

It should be noted that the reversal of the follower only takes place while the engine is rotating. If the engine had been
stopped from running ahead, and then started astern, the fuel pump followers would move across as the engine starts to
rotate, and before the fuel is admitted by venting the fuel pump puncture valves.

A micro switch shown on the LHS detects whether the follower has moved across. If not, an indicator light is lit in the
control room, However the engine will still start if a follower fails to move, perhaps due to corrosion in the servo
cylinder. A high exhaust temperature deviation alarm would operate within a short time. Allowing the engine to start in
this situation could be useful during manoeuvring in confined waters.

Reversing Servomotor on MAN B&W 2 Stroke Engine Indicator Lights for Camshaft
99) Difference between hydrostatic and hydrodynamic lubrication.

Hydrostatic lubrication
(1) A form of thick film lubrication, but instead of being self- generated, it is supplied from an external source by oil
under pressure from a pump.
(2) Lubrication for Crosshead Bearings, with attached pump.

Hydrodynamic lubrication
(1) Applies to line contact or nominal point between rolling or sliding surfaces, such as rolling contact bearings and
meshing gear teeth.
(2) Thin film or squeeze film lubrication limits metal to metal contact.
(3) Elastic deformation of the metals occurs, and there is effect of high pressure on the lubricant

100) Working of VIT.

VARIABLE INJECTION TIMING (VIT)

The pump is capable of Variable Injection Timing (VIT). This overcomes the disadvantage of the basic jerk pump,
where although the end of injection is infinitely variable, the start of injection is fixed by the position of the spill ports,
injection commencing shortly after the ports are covered by the top edge of the plunger.

As well as having the normal fuel quantity control (i.e a rack which
rotates the plunger in the barrel), the fuel pump is fitted with an
adjustable barrel which has a large pitch thread machined on the
bottom. The threaded barrel is located in a threaded sleeve which is
rotated by a second rack. As the sleeve cannot move axially, and the
barrel is prevented from rotating, then as the sleeve rotates, the
barrel moves up and down, thus altering the position of the spill
Quantity Control ports relative to the plunger, and varying the start of injection. Timing Control
Using Fuel Rack Using VIT Rack

REASON FOR USING VARIABLE INJECTION TIMING

The reason for using VIT is to achieve greater fuel economy. This is achieved
by advancing the injection timing so that maximum combustion pressure
(pmax) is achieved at about 85% MCR(maximum continuous rating).

The system is set up so that there is no change in injection timing at low loads
(40%MCR). This is to avoid frequent changes of pump lead during
manoeuvring.

As the engine load is increased above 40%, the start of injection advances.
When the engine has reached approximately 85% MCR at which the engine
is designed to have reached pmax, the servos retard the injection timing so that
the maximum combustion pressure is kept constant between 85% and
100%MCR.

Graph Showing Effect of VIT on

Max Cylinder Pressure

At 90% MCR a fuel saving of 4-5g/h.p.hour is claimed to be achieved.

Variable Injection timing also allows for small adjustments to the fuel
pump timing to be made to allow for fuels of varying ignition qualities.
Wear on the fuel pumps can also be compensated for as can changes in
the camshaft timing due to chain elongation (up to 2 degrees)
HOW VARIABLE INJECTION TIMING IS ACHIEVED
1. Mechanical-Pneumatic: Older System
Low pressure air is fed to the pressure control valve, the output of which is fed to the VIT servos on the fuel pump. A
link from the governor output (or fuel pump control handwheel) moves a pivoted bar, the position of which determines
the output of the pressure control valve.
The position of the control valve is adjustable which can be used to allow for fuels of varying ignition qualities and
changes in the camshaft timing due to chain elongation.
The pivots are also adjustable for initial setting up of the VIT and adjustment of breakpoint position.

Linkage Between Fuel Quantity and VIT

POSITION OF VIT CONTROLLER AT VARIOUS ENGINE LOADS

 2. Electro Pneumatic: Later Engines.
The air signal to the fuel pump VIT actuators which
operate the VIT racks is implemented within the
electronic governor as an electrical signal between 4 and
20 milliamps. This signal is sent to an IP converter which
generates the pneumatic control signal between 0.5 bar
(min VIT setting) and 5 bar (Max VIT setting).
The essential difference between the mechanical and
electrical system is the use of the breakpoint and how the
pressure rise is controlled. With the mechanical system
the breakpoint is fixed, with the electrical VIT system the
breakpoint is variable depending on the scavenge
pressure

If the scavenge pressure is high, then the resulting

compression pressure within the cylinder will be higher:
This means that unless adjustments are made, the
maximum pressure in the cylinder could rise above the
design point. By altering the breakpoint to a lower
percentage point of engine load, Pmax is reached earlier
and maintained at that point until 100% load.

Similarly, if scavenge pressure is low, then the

breakpoint moves closer to 100% engine load, so that
Pmax is still reached.

The electronic control is only active when running ahead when the engine is in bridge control or ECR control. When
running astern or in local engine side control, the manoeuvring system delivers a preset pressure to the VIT actuators.
Adjustments during running are simpler, as correction values are entered directly into the governor. Change in fuel
quality or wear in the fuel pumps may make it necessary to adjust the VIT.
The correct method of doing this is as follows:
Take a set of indicator cards with engine load just above the breakpoint.
Adjust the Pmax by altering the governor Poffset value. (this is the value by which the Pmax can be raised or lowered)
Take a further set of indicator cards to verify adjustments.
In the case of badly worn liners giving poor compression, or excessively worn fuel pumps, it is recommended that the
VIT function is disabled in the governor settings.

103) Purpose of Each indicator diagram

Power diagram - To calculate indicate power. It also shows peak pressure.
In phase with piston movement, with fuel on.

Out-of-phase diagram - An out-ofphase diagram (draw card) is required to be taken if the compression pressure is to
be accurately determined.
It shows Pmax (more accurately), P compression and ignition delay period (Nature of expansion curve). It also shows
combustion process (early or late combustion)
To evaluate injection, ignition delay, fuel quality, combustion, loss of compression, expansion process, fuel pup timing,
and after-burning.
90 out of phase with piston movement, with fuel on, to determine Pmax

Compression diagram - To know compression pressure of the cylinder and cylinder tightness.
In phase and fuel cut-off.

Light spring diagram - This diagram are taken for determining the pressure variation in the cylinder during the exhaust
and scavenging periods
The diagram shows-
Choke exhaust ports or valves
Loss of scavenge air

In phase, using light spring, with fuel on, to determine

104) Difference between RTA and MAN MC engines.

Q106) How lubrication is taking place in the LMC engine? Xhd lubrication and how such small pressure is
maintaining the lube oil film?
Lubrication in the LMC engines taking place by a lube oil pump which is pumping lube oil at a pressure of 4 to 5 bar and
oil at this pressure is fed to the main bearings, Xhd bearing and also is sent to piston cooling oil. Now the Xhd pin in LMC
engines is made bigger in diameter and has a mirror finish. Due to this oil at low pressure forms a very thin oil film on the
Xhd pin and the lubrication on Xhd takes place

Q 109) What type of lubricators in RT flex engines.

Lubricators in RT Flex are wet type. That is to say that they are arranged in two rings the upper and the lower rings of
lubricator quills and they both pass through the jacket of cooling water for the liner , hence wet type. Lube oil is pumped
in to a lub oil manifold at high pressure and this high pressure is fed in to the cylinder

Q111) Piston Clearences?

Three types of piston clearences are to be measured. But before taking any clearences the ring grooves have to be
thoroughly cleaned as there are carbon deposits in the groove and they will give false readings of the clearences. Once the
grooves are cleaned the clearences are measured as follows:
1 Axial Clearence: These clearences are measured between the top part of the piston a and the lower face of the piston
grooves. This clearance is provided to allow for longitudinal movement of the piston rings in the grooves so that they
dont get stuck up inside the piston grooves and get stuck up. Too small a clearance will not allow proper movement of
the piston rings and the carbon deposits will have to be cleaned to restore the proper clearance. In case the clearance
exceeds then the prescribed limits either the piston rings be replaced or piston be sent for reconditioning.
2 Radial Clearence: this clearance is between the inner dia of the piston rings and the outer dia of the piston ring grooves.
This is provided for the movement of the piston rings inside the grooves. This can be measured by measuring the outer dia
of the ring grooves and the inner dia of the piston rings
3 Butt clearance: These are provided to allow for the expansion of the rings inside the cylinder when combustion takes
place inside the cylinder. If too less then the rings will press against each other and break and hence have to be as per the
prescribed clearance. If too much then the efficient sealing of the combustion will not take place and blow past may occur.
For new piston rings these are taken at the liner where there is maximum wear and for the old rings these are taken at the
place where there is least amt of liner wear.
Q113) Scavenge Space inspection??
When the scavenge space is opened up first of all it has to be thoroughly cleaned up of all the sludge deposited inside the
scavenge space and the under piston areas. Once that has finished the following points will have to be looked at:
Scavenge Ports: Look for the amount of carbon deposit on the scavenge ports. Very heavy carbon deposits may lead to
blocking of scavenge ports and will have to be investigated for cause.
Piston Top Land: Look for deposition on the piston top land. Too heavy carbon deposit may be due to excessive
lubrication or unburnt fuel.
Piston Rings: Check for the piston rings conditions. If they are broken or not and whether they are able to move in the
grooves, Both radially and axially
Lub Oil Quills: Switch on the lub oil quills and look for the flow of lub oil flow pattern from the lube oil quills.
Cylinder Liner Condition: Visually check for the condition of the liner. Look for any scratch marks or scuffing , scouring
or micro seizure marks on the liner.

Q115) Stuffing Box

Stuffing box is provided primarily for two purposes- to prevent oil from crankcase entering the scavenge space and to to
prevent air or sludge from entering the crankcase. There are two types of rings provided in the stuffing box:
Sealing Rings: Made up of brass. They are plain rings and job is to prevent sludge and air from entering the crankcase. To
maintain the contact pressure on the piston rod, garter springs are provided.
Scrapper Rings: They scrap the oil from the piston rod and lead it back to the crankcase. Oil scrapped from the last 3
scrapper rings is pure crankcase oil and will be led back to the crankcase but the oil from the top most scrapper ring is
mixed with some sludge from the scavenge space and is led to the scavenge drain tank.
Butt clearance is provided between the rings. Over the years of usage these rings will get worn out and if the butt
clearance is lost the rings will push against each other and the contact pressure exerted by the garter springs will be lost
and consequently the sealing between the crank case and the scavenge space will be lost.

Q117) Why turbocharger? Can we run the engine without it? How?
Turbochargers are provided to provide combustion air at increased pressure than the atmospheric pressure. The
turbochargers compress the atmospheric air and give it to the engines for combustion resulting in higher power output for
the same amount of fuel used. Thermal efficiency of the engine increases with reduction in the smoke emitted from the
engines. Earlier blowers were being driven by the engine itself hence the name superchargers. But today they are driven
by turbines which are driven by the exhaust gases and hence the name turbocharger. Two types of turbocharging systems
are available for marine use. Constant Pressure Turbocharging systems and Impulse turbocharging systems.
The engines can be run without the turbochargers but at reduced loads. The power output is less when turbochargers are
not in use. If the turbochargers are not in use the blowers will have to be started manually to supply the air required by the
engine or else the engine will starve of air.

Q120) OMD and its principle.

Oil mist detectors are provided in the crankcase of the engines to give an alarm in case there is an oil mist forming in the
crank case due to the presence of the hot spots. As per SOLAS either a oil mist detector or bearing high temo alarm has to
be fitted in engines of 2250 KW and above. These days infra red type oil mist detectors are being used. They have an IR
Emitter and a check receiver. The IR emitter is continuously emitting Infra Red Rays on the check receiver. When there is
an oil mist formation infra red rays will get deflected and will not fall on the check receiver. Now for 2 stroke engines the
lower limit for the activation of the alarm is 2.5% LEL and for $ stroke engines the lower limit for the activation of the
alarm is 1.25% LEL.

136. Valve timing diagram of 2 stroke, p-v diagram for the same and draw card for 2 stroke, then the position of
TDC on draw card.

If a timing diagram for a two stroke engine is examined, it can be

seen that the exhaust valve starts to open at about 110 after TDC
(position 4 on the diagram). After the initial blowdown of the
exhaust gas from the cylinder, the scavenge ports are opened at
about 140 after TDC (position 5), as the piston moves down the
cylinder.

The position of the scavenge ports is fixed in the cylinder liner, and
so it should be obvious that their opening and closing must be
symmetrical about BDC, and therefore they close at 140 before
TDC as the piston moves up the cylinder on the compression
stroke. When the engine is operating in the reverse direction, the
timing of the opening and closing of the scavenge ports remains the
same.

The exhaust valve can be timed to open and close symmetrically

about BDC, and so again it means that when the engine is reversed, the exhaust valve will open and close at the same time
as when the engine is running ahead. This means that there is no need to alter the position of the exhaust cams for astern
running.

Engine builders may not time the exhaust valve symmetrically about BDC; instead, to achieve
more economical and efficient operation when running ahead may retard the opening of the
exhaust valve by up to 15. For instance the exhaust valve may be timed to open at 125 after
TDC and close at 95 before TDC. This of course will mean when the engine is running astern,
the exhaust valve will open and close early.

However, because the engine runs astern for only a very small percentage of it's operating life, the
advantages gained when running ahead far outweigh the disadvantages when running astern.

P-V diagram Power card

137. How is chain case lubricated?

138. How can the chain be tightened if it has become loose?

Chain Tightening Procedure for MAN B&W Engine

Following procedures to be followed:

1) Inform company and take permission
2) Take immobilization certificate from the port officials
3) Read the manual and have a toll box meeting with everyone involved in the job. Discuss the procedure
4) Prepare important tools and spares
5) Prepare risk assessment which must include all the personnel involved in the operation
6) Shut starting air for main engine. Paste notice and ply cards
7) Engage turning gear
8) Open indicator cocks
9) After stopping and cooling down of engine for sufficient time, stop main lube oil pump
10) Open crank case doors for forward, aft unit and the door incorporating the chain drive
11) Put blower and ventilate it thoroughly.
12) Prepare enclosed space entry checklist which involves checking of internal atmosphere for oxygen and hydrocarbon
gas
13) After sufficient ventilation wearing proper PPE you can enter the Crankcase.
14) Open tab washer for nut A & B and C & D.
15) Loosen the nut A, B, C, D to free the chain tightener bolt.
16) Turn the engine so that the slack side of the chain is on the same side as the tightener wheel.
17) Make sure that the balance weights are hanging downwards.
18) Now tighten nut B as it is loose on the chain tightener bolt (keep measuring with feeler gauge) until there is a
clearance of 0.1mm between the shaft and the nut.
19) Now tighten nut B as stated in D-2 (Tightening angle 720 = 12 hexagons)
20) Tighten nut C hard against the contact face of the shaft.
21) Tighten nut D and then lock nut C & D with a tab washer.
22) Tighten nut A and lock nut A & B with a tab washer.
23) Measure distance X.
24) If the chain is worn i.e. X >165mm repeat the whole tightening procedure. But tighten nut B on a reduced
tightening angle i.e. reduced tightening angle 600 = 10 hexagons.
25) If the distance X exceeds the max distance of 265mm find and eliminate the cause of abnormal chain elongation e.g.
defective chain, damaged chain wheel or bearing etc.

139. What is a SAC volume in a fuel injector?

The Sac is a small volume within the fuel flow path of an electronic
fuel injector. In this study, it is defined as the volume between the
valve seat (fuel shut off point) and the entrance to the final metering
orifice of the injector. This sac causes fuel injectors to deliver
uncalibrated excess fuel when the engine is operated under closed
throttle, high manifold vacuum conditions such as vehicle
decelerations or idle.
140. What is the pressure of lub. Oil at ME main bearings?

It is same pressure as of the line because the pressure we maintain is enough to reach and lubricate all bearings.

141. The line from the expansion tank connected to the suction or discharge side of the pump? Explain reasons for
that.

Line is connected to the suction side of the pump to make up the losses caused due to leakage or evaporation of water.

142. Draw main engine lub oil line.

143. What is the purpose of having back flush filter in lub oil line.

Working:

During the filter operation, the lubricating oil to be filtered passes through the inlet flange into the housing section(1). A
partial flow of ca. 50% of the unfiltered oil is fed via the central riser pipe in the mesh insert into the upper part(2) of the
filter housing and into the filter candle (3), which is open at both ends, from above. The other half flows from below into
the filter candle. The

candles filter mesh makes it possible to have filtration grades of up to 25 micron. The cleaned lubricating oil passes
through

the additional protective mesh to the filter outlet and is fed back to the engine (4). The candles are cleaned continuously
and in sequence, without interruption to the filtration process. A turbine (5) mounted in the inlet flange drives the back
flushing mechanism. It moves the flushing arm (6) continuously from filter candle to filter candle. A high surface cross-
flow occurs on the inside of the candles which are separated throughout the flushing process. In addition the reduced
pressure inside the candles
produces a counter-flow of the cleaned oil from the outside of the filter candle back to the inside. These flows effect a
thorough cleaning of the layer of dirt which has built up on the inside of the candle, whilst protecting the filter mesh. Even
back flushing over a long period is achieved with small quantities of flushing oil and prevents any drop in the operating
pressure. Inspection glass (7) in the cover is provided for operating check of backflushing. If the filter candle cleaning
operation is disturbed or interrupted, once the differential pressure reaches 2 bar, the overflow valves (8) open and the
lubricating oil is filtered via a protective mesh (9) incorporated as a second filter stage. However before this stage is
reached, the differential pressure indicator (10) will register the disturbance and trigger an alarm if it continues.

147. What type of lubrication used for thrust bearing?

As thrust collar rotates, it draws oil with its creating pressure and because of the shape at the back of the thrust pad, it tilts
pivoting on its inner edge. As a result oil wedge is formed for lubrication. Therefore hydrodynamic lubrication occurs.

149. What is the procedure to take indicator card?

150. How peak pressure measured in generator? Can we use same instrument for main engine?

151) What is the material of crosshead bearing, telescopic pipe and crosshead bearing.

Material of 1) Crosshead bearing :- Al matrix + Si( minor)+Overlay(Pb+Sn)+ steel Backing

2) Telescopic pipe :-
3) Articulated pipe :-

152) What is Piston Slap?

153) How to calculate power if Planimeter is not there onboard?
IF PLANIMETER IS NOT THERE ONBOARD WE CALCULATE AREA BY MID ORDINATE METHOD

Calculate the indicted power diagram by Mid ordinate Method

Calculate mean height of diagram = Sum of the mid ordinate / number of part in diagram
Calculate MEP = Mean height of diagram x Spring scale

157) How to check the integrity of piston rod gland without opening it??

As the Piston rod passes up through the stuffing box,

the oil from the crankcase is scraped off by the lower
sets of rings and is returned via drillings to the
crankcase. Any oil that passes this primary set is
scraped off by another set of rings, and is led away
through a drain to a tell tale open ended pipe into a tun
dish outside the engine from where it drains to a
recycling tank.

stuffing box in engine

As the piston passes down through the stuffing box,

the top set of scraper rings will scrape off the
contaminated oil into the bottom of the scavenge
space, where it is drained away via the scavenge
drains. However if these rings are faulty, then the oil
may drain into the recycling tank.
 By observing the open ended tell tale referred to above, a guide to the condition of the rings can be ascertained. If a large
quantity of oil is draining out, then the lower set of rings are faulty. If air is blowing out, then the upper rings are worn.

Oil in the recycling tank can be purified back to the crankcase. However this is not necessarily a good idea. It may be
contaminated by used cylinder oil which if mixed with crankcase oil causes an increase in viscosity of the crankcase oil.
calcium deposits in the bearings lead to damage and the oil may carbonise and deposit on the underside of the piston
crown when used as a piston coolant. Often this contaminated oil is just landed ashore or burnt.

Regular maintenance of the stuffing box will keep it in good condition. checking garter spring tension, ring butt and
axial clearances, and replacing worn rings are all part of the overhaul procedure.

Excessive wear will take place if the crosshead guides are out of alignment or if the guide clearances are excessive.
Worn stuffing boxes and excessive leakage can exacerbate the incidence of scavenge fires and increase the risk of a
crankcase explosion.

Acording to samant sir:- 1-2 ltr of oil drain daily in stuffing box drain tank .if the rate increases then there is leakage in
the ring.

158) Why 1.4 mm lift is given in injector? why not more or less?
Higher lift will impinged needle on its seat and damage take place drastically.
Lower lift will reduce the amount of flow required.

160) UEC stand for?

Uniflow scavenging, exhaust gas turbocharging, crosshead type engine.

161) How to find out the elongation of chain in chain case? How to measure percentage elongation?

Students sometimes have difficulty in visualising the effects of the elongation of a timing chain on the timing of the
camshaft. This model may help in understanding what happens.

It should be made clear from the start that timing chains do NOT stretch, The factor of safety is too high. However, they
wear on the bushings and rollers, and this causes elongation and thus a change in the pitch of the chain.

For the model, I used bicycle parts, two large wheels of 42 teeth and a smaller 21 tooth wheel for the jockey on the
tensioner. Two chains were used; a brand new chain with a pitch of 0.5 inch (12.7mm) and an old worn chain. The
percentage elongation between old and new chains is about 2.5% which is way above the max allowable on an actual
engine of 1%, but because my model is not to scale, will show the effects more clearly.

It will be noticed that a series of 29 links have been painted red and white on both
chains. This is to highlight the difference in length and also to highlight why the
camshaft timing alters as the chain gets longer. The 29 links spans the distance
between the chain leaving the camshaft drive wheel and engaging with the
crankshaft drive wheel. These points on the wheel teeth are also highlighted.

For our model the crankshaft and camshaft are turning clockwise when running in
the ahead direction as indicated by the arrows. TDC of the crankshaft and camshaft
for No 1 unit are indicated by the marks on the crankshaft and camshaft wheels. It
can be seen that with the new chain the timing marks are correctly aligned.

As the chain gets longer so the pitch of the chain increases. BUT there is still the
same number of links between the camshaft wheel and the crankshaft wheel.
Because of this the camshaft chain wheel is effectively retarded when turning the
crankshaft wheel in an ahead direction. This can be clearly seen from the timing
marks. Because of this, chain elongation results in alteration of valve, fuel pump
and air start distributor timing.
 164) What is oil analysis?

Oil analysis is a quick, nondestructive way to gauge the health of an engine by looking at what's in the oil.

What does a standard analysis include?

In our standard oil analysis, we perform four tests:

Spectral exam:
In the spectral exam, we take a portion of your oil sample and run it through a machine called a spectrometer. The
spectrometer analyzes the oil and tells us the levels of the various metals and additives that are present in the oil. This
gives us a gauge of how much your engine is wearing. To learn more about the elements we look at and where they
come from in your oil, go to our Report Explanation page.

Insolubles test:
The insolubles test measures the amount of abrasive solids that are present in the oil. The solids are formed by oil
oxidation (when the oil breaks down due to the presence of oxygen, accelerated by heat) and blow-by past the rings.
This test tells you how good a job the oil filter is doing, and to what extent the oil has oxidized.

Viscosity test:
The viscosity measures the grade, or thickness, of the oil. Whether it's supposed to be a 5W/30, 15W/40, or some
other grade, we will know (within a range) what the viscosity should be. If your viscosity falls outside that range,
there's probably a reason: the oil could have been overheated or contaminated with fuel, moisture, or coolant.

Flash Point test:

The Flash Point test measures the temperature at which vapors from the oil ignite. For any specific grade of oil, we
know what temperature the oil should flash at. If it flashes at or above that level, the oil is not contaminated. If the oil
flashes off lower than it should, then it's probably been contaminated with something. Fuel is the most common
contaminant in oil.

165) Difference between 2S & 4S by looking?

1) Under piston area.
2) Exhaust v/v
3) Aux blower
4) Tie rod
5) 3structure ( cyl head , A-frame, bed plate) while 4S is two structure.

Q166) Priming Of fuel injector?

Q167) Difference in lubrication of Xhd of sulzer rta and man b&w mc Engines?

Xhd lubrication is extremely difficult. Primarily because the load is not fluctuating as in the case of main bearings. But is
continuously acting downwards. Also there is no rotating movement of the Xhd pin but a oscillatory movement is present.
It is for these reasons that a hydrodynamic lubrication of the pin is not possible and only boundary lubrication is possible
for the Xhd.

The lower half of the bearings have grooves axial as well as radial for the oil to flow the lower half of the pin. Sulzer RTA
has crosshead pump which takes suction from main lub oil line and pumps it up to 12 bar to be supplied to the Xhd via an
articulated lever.

B&W on the other hand utilizes a bigger pin dia and reduced length of the pin so that the cross section of the area of
contact is considerably increased. The Xhd pin is made to have mirror finish so that an oil film thickness of even .001mm
would suffice for the lubrication of the pin.
Q169) Why pulse type turbocharging used in auxiliary engine and constant pressure turbocharging in main
engine??

Constant Pressure Turbocharging: Here exhaust manifold acts as a constant pressure exhaust gas reservoir. Blow down
effect at the exhaust valve causes the exhaust gases to come out with great kinetic energy. This kinetic energy is converted
into pressure energy in the exhaust manifold. This exhaust manifold acts as a source for the exhaust gas at constant
pressure for the turbine. This tpe of turbocharging system has high efficiency at high loads as well as the exhaust manifold
becomes simple in construction with the flexibility of positioning of turbocharger. This type turbocharging system is not
efficient at low load conditions and also has a lag in responding to sudden load changes. Hence makes it best suitable for
main engine which are meant to run at constant loads.

Pulse Turbocharging : As the exhaust gas is released from the cylinder, a pulse is formed and this pulse is directly to the
turbocharger and hence the name pulse turbocharging system. Here the exhaust pipes are short so that the exhaust gases
are fed to the turbocharger quickly and the pulse does not die down. This type of turbocharging system has good response
at low load conditions and also response to sudden load changes is very quick. Hence it is best suited for auxiliary engines
which has constant load changes. Now here the exhaust piping becomes complicated as the they cannot be arranged in the
order of firing as the pulse of one will interfere with that of the other and thus back pressure will be created in the exhaust
manifold.

Q170) How to adjust cam shaft timing with respect to crankshaft timing?

Q171) Difference between VIT and Super VIT?

Variable Injection timing is the altering of the beginning of injection at low loads so that the power output can be
increased. In B&W Engines this is done by altering the position of the barrel with respect to the plunger to advance the
fuel injection. Whereas in Sulzer engines it is done by adjusting the time when the suction valve closes. This process starts
when the load is around 60% of the MCR.

Now once this timing has been advanced it will increase the power from 60% of load to 80 % of the load but the engine
with its previous timing had been optimized for performance between 80% to 100% load. And thus the timing of the fuel
pump that has been advanced previously will have to be returned to its original position. If not then it will lead to excess
pressure being developed inside the cylinder and cracking of the cylinder head. Therefore the advancement of the
injection timing is brought back to its original position. This is called Super VIT

Q172) Difference between specific fuel oil consumption and total fuel consumption?

Specific Fuel Consumption is the amount of fuel required by the engine to produce 1kw of power for 1 hour. Whereas
total fuel oil consumption is the total amount of the fuel consumed in 24hours by main engine and auxiliary engine.

Q174) What is supercharging? Parts of turbocharger and function of each part?

Supercharger is one where the compressor meant to supply pressurized air to the combustion chambers is driven by a
chain drive or is directly driven by the crankshaft.
Parts of turbocharger
1. Impeller Imparts Kinetic energy to the air
2. Inducer Guides air to the impeller
3. Oil Pump supplies oil to the ball bearing for cooling and lubrication
4. Ball bearing meant to support the rotor shaft
5. Filters for cleaning the air that is being taken from the engine room of carbon and suspended particles
6. Volute Casing & diffuser converts the kinetic energy of the air into pressure energy
7. Turbine rotor and blade meant to convert pressure energy from the exhaust gas into kinetic energy and thus rotate the
shaft
8. Nozzle Ring to guide the exhaust gas to the turbine blades
9. Labyrinth Seal to prevent exhaust gases from mixing with the lubricating oil
10. Oil Pump to supply the oil to the roller bearings
11. Roller Bearing to support the shaft and take the load.

Q175) Why is JCW tank is provided. If there is oil in the tank where it can come from?

JCW tank is primarily provided to provide for expansion of the water when it heats up. If not then the lines will burst due
to the pressure developing in the lines when the water expands. It also serves as the place where fresh water can be added
to the system without the possibility of a thermal shock and also chemicals for JCW treatment can be added here. Also it
acts as a header tank for natural circulation of the JW. If there is oil in the tank then it can be because of lube oil line
bursting in a cooler where oil is at higher pressure or due to the breaking of the inner o ring of a wet type lubrication quill.