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SINGAPORE MER CLASS 1 ORALS PREPARATORY GROUP SINGAPORE MER CLASS 1 ORALS PREPARATORY GROUP

SOME OF THE QUESTIONS ASKED BY MPA SURVEYOR JULY 2013 ONE ONE THIRD OF TOTL QUESTIONS ARE AVAILABLE

Discussion started by Sanjay Kumar 6 years ago

    
1.fuel pump both ,working ,timing,fuel metering?
2.manoeuvring diagram working explain?
3.service tank drain choke?action
4. lube oil differential pressure alarm?action
5.forging and types of forging?
6.crank shaft material and construction?
7.slow steaming precaution?
8.seca change over procedure?
9.bllast pump not giving 100% efficency?cause and action as c/e
10. overhead crane construction and safety checks?
11.low insulation action
12.propeller damage and repair
13.boiler not firing action
14.cascade  tank chloride content high action causes
15.tail shaft survey
16.boiler survery
17.bottom survey
18.load line survey
19.unit survey
20. compressor survey
21.dry dock specification
22.two days before docking and undocking as a c/e
23.duties of c/e
24.bunker calculation for sailing
25.maximum liftable bunker
 

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ANAND VARDHAN TIWARY
ANAND VARDHAN TIWARY
Engine room overhead crane:

Please download file attached ," ENGINE ROOM OVERHEAD CRANE"

This link will also be a brief overview...http://www.marineinsight.com/misc/marine-safety/a-general-overview-of-engine-room-crane-and-safety-features-2/
6 years ago
ANAND VARDHAN TIWARY
ANAND VARDHAN TIWARY
CHECKING BALLAST PUMP EFFICIENCY :

1. check the filters(as an operational precaution) of the pump and seachest.

2. close the suction valve instantly for a very short time and check the suction pressure, if pressure goes well to negative side, then pump is good and air leak( if pressure is positive) or blockage (if pressure is negative side) is suspected in the pipe line before the suction valve.

3. If both suction and discharge side pressure is less, then wear ring clearance or the condition of impeller has to be checked.

4. Normally in practice the ballast tank suction valves are hydraulically operated and there happens most often that any of the valves in the empty tanks does not close fully and takes the air.To negate such possibility one has to open and again close all hydraulic valves one by one to make all of tem shut.

5. A proper diagnostics by watching suction and discharge pressure( with individual valves in the line opened and closed) of the pump will most probably tell the cause of inefficient pump operation.

6 years ago
ANAND VARDHAN TIWARY
ANAND VARDHAN TIWARY
SECA changeover procedure:

It has to be ship specific and the procedure and plan should be kept recorded in a manual(as been mentioned in the SMS manual).
Normally the 48/24 hour notice is served by bridge before entering the SECA and the engineers should start the Change over procedure as per there Plan.
Various times and positions to be logged during C/O such as when change over is started, when acheived and when fuel is again c/o to high sulphur fuel.
6 years ago
ANAND VARDHAN TIWARY
ANAND VARDHAN TIWARY
Slow steaming precautions:

1. As a general Engine-care procedure in slow steaming, the engine should be run at MCR rpm for one hour per 24 hour of running of M.E. at slow speed and soot blowing the economiser and M.E. Turbocharger cleaning during that period of fast running.

2. If the ship managers economy allows than adding of FUEL-CONDITIONING Chemical in Fuel will reduce the soot buildup and better combustion of the fuel.

3. Engine performance to be taken at the Running slow speed RPM, the units should be balanced to acheive the same amount of fouling in all the units.In an unbalanced engine,continiously running at slow rpm,the unit which is producing less power will get fouled earlier and the malfunctioning of the Exhaust valve can be experienced for that unit.

4. The Exhaust valve will be the first casualty,due to carbon buildup in the exhaust valve.Thus the functioning of the same has to be checked daily. It would be prudent to keep atleast two spare exhaust valve always ready along with tools for any such failure.

5. Regular cleaning of the underpiston spaces and scavange spaces,at short interval will not only keep the engine clean but also give the engineers the chance to see the condition of piston/piston rings at short regular intervals.
6 years ago
ANAND VARDHAN TIWARY
ANAND VARDHAN TIWARY
ACTION TO BE TAKEN FOR CHOKED SERVICE TANK DRAIN:

The choking of the service tank is a serious issue, but is less alarming then the choking of Settling Tank.

There is no other real alternative than the cleaning of the tank itself. So if you have two service tanks,this can be acheived easily(while considering the factors like changeover for SECA areas, capacity of a single tank and consumption,etc).

Some type of draining systems are been provided with a cleaning plug in the pipe before the drain valve and after a stop valve(butterfly type), i.e. the system is having two valves(one butterfly and another for draining as spring loaded valve). In this type of arrangement it is possible for time being to avoid the tank cleaning and clearing the choke by opening the cleaning plug and blowing by air or using a Snake wire to clear the choked pipe.

Possibility of a choked service tank is very less as it receives treated and cleaned fuel and is often an agenda during Dry-docks.

LUBE-OIL DIFFERENTIAL PRESSURE ALARM:

It denotes the choking of the filter, thus the bypass filter has to be opened and the main filter has to be cleaned after closing the valves.

(I had a very amazing incident in one of my ships:- the L.O.Cooler was internally leaking of cooling water and thus the L.O. is getting mixed with water and which in a course of one day had done so much bacterial degradation of the oil that it was full of flaky material and getting choked in the L.O.Auto filter and even the manual bypass filter was not able to maintain the main L.O. pressure.We had to run the M.E. without the filter and keep cleaning the oil from L.O.Purifiers at the same time)

Thus for often choking L.O.Filters, the L.O. has to be checked of its water content and colour and smell.

A wrong grade of L.O.in the system could also be a cause of often choking L.O.Filters and thus D.P. alarm.
6 years ago
Sanjay Kumar
Sanjay Kumar
Many thanks Tiwari ji for your kind help.If you can send some link related to sulzer ehgine .I wish to see old version, not electroic, and functunioning of vit .I have doen mostly BnW engine since past 10 years.My is is [email protected]
6 years ago
ANAND VARDHAN TIWARY
ANAND VARDHAN TIWARY
M.E.Fuel pumps;;

These would be most probably VIT type Jerk fuel injection pump ,i.e. the start of fuel injection could be varied to maintain the Pmax at low loads for higher fuel effeciency.

The VIT mechanism could be mechanical type (with cams operating the pumps)or electronically controlled hydraulic pump(as in MANB&W ME engines or as SULZER RTFLEX ).

In mechanical type of VIT fuel pump, the mechniam could be classed as Simple VIT, having two control racks per fuel pump,where the barrel can move up and down to control the start of fuel injection inside the unit(these type of pumps are used in MAN B&W engines).In another variant of the mechanical type of VIT fuel pump, which is also called SUPER VIT (used in SULZER engines),where the fuel timing is controlled by the spill valves.

In electronically controlled fuel pumps there is no cam shaft and the actuation of the fuel pump is controlled by the solenoid valves in the hydraulic system.

TIMING OF FUEL PUMP:

In electronically controlled fuel pumps the timing is set by setting the opening time of the hydraulic solenoid valves,which is done by a maze of electronic controls operated by the computer(PMI computer )of the engine.

In simple VIT ( having two fuel rack/ fuel pump) the timing of injection is set by the upper rack mechanism which controls the vertical position of the barrel.

In Super VIT pump, the spill valve opens and closes to stop and start fuel injection respectively. The spill valves are controlled by the angular movement of a cam which changes the actuation of the spill valve operating link.

In all type of VIT controls, the timings can be altered unit wise and for all the units by a manual operator adjustment, which is useful to make changes as per the fuel quality and to balance the units of the engine.

FUEL METERING:

In electronic engines this is again acheived by the same computer algorithm and Hydraulic solenoid controls.

In the Super VIT, it is acheived by the timing of opening of suction valve and closing/opening of spill valve, While in the simple VIT the plunger rack of the pump controls the metering of the fuel.

To have detailed view of working of fuel pump ,click the links below:
1. http://www.marinediesels.info/2_stroke_engine_parts/Other_info/MANBW_VIT_pump.htm
2. http://marineshelf.blogspot.in/2013/07/variable-injection-timing.html
6 years ago

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