Main Engine Flashcards
State what the compressed air system controls in the M/E. (3 total)
Fuel Isolation Pneumatic v/v, Low Temperature Water(LT/W) v/v, Mist Detector Vacuum v/v.
State the 2 purposes of the charged air/exhaust system.
- Provide supply of combustion air for M/E operation
- Remove exhaust gases safely
State the purpose of the fuel oil system, and the 2 purposes of the lubricating oil system.
Fuel Oil: Inject pure oil into cylinders at a precise timing in an atomized form for combustion
Lubricating Oil:
1. Reduces friction between moving parts in the M/E
2. Cools and cleans certain M/E components
State the purpose of the cooling system.
State what LT/W, J/W, and S/W cools.
Maintains optimum operating temperature for M/E components and systems during combustion
Low Temperature Water cools charged air
Jacket Water cools cylinders
Seawater cools coolants (LT/W, J/W) and lubricating oil
State Tier 0 to Tier 3 of the Control Points for the M/E and their locations.
Tier 0: M/E Auxiliary Starter Panel E/R
Tier 1: M/E LOP in E/R
Tier 2: PCMS in MCR
Tier 3: Throttle Lever in MCR/Bridge
State the pre-start checks for the Main Engine. (4 general checks, 6 start conditions)
General
- Check header tank ¾, top-up if needed
- Check M/E L/O level >2 fingers above “MAX”, top-up if needed
- Check Governor L/O level ¾, top-up if needed
- Check air bottle pressure >30 bar, E-bottle pressure >27 bar
Start Conditions (check all from SCMMS pg 14)
- Turning gear not engaged
- Barring gear not engaged
- Fuel rack lever not locked down (as this would cut off fuel supply)
- M/E zero speed
- Gearbox at neutral/clutched out/disengaged
- Shaft not locked
Describe GENERALLY what flushing and its purpose is.
Decompression valves are used to “open” the cylinders to allow operators to clear them. The engine must be primed before flushing as it involves moving parts.
Flushing is done before starting the M/E to clear the cylinders of any foreign particles like carbon or water.
State the 9-step flushing procedure for the Main Engine.
Procedure:
1. Drain air bottle and 40 bar manifold to get rid of any water condensate
2. Open all 16 decompression v/vs
3. On the M/E ASP, switch to “LOCAL” and press “START” for L/O priming p/p
4. Depress fuel rack lever to cut off the fuel supply
5. Open start air v/v
6. Press manual air start button for 1s to clear/check for any carbon particles, water or any other small particles inside the cylinders
7. Close all 16 decompression v/vs
8. Close start air v/v (not needed if you are starting M/E immediately after)
9. On M/E ASP, switch back to “REMOTE”. This should also turn off the L/O priming p/p
State the 8-step process for starting up the M/E using the LOP.
State the 9-step process for starting up the M/E using the PCMS.
(Hint: Got Sets A and B)
Set A:
1. Drain air bottle and 40 bar manifold
2. On M/E ASP, switch to “Remote”
3. Opens start air v/v
4. Pull up fuel rack lever to supply fuel
Set B:
1. Go to M/E ASP, check that L/O priming p/p and Crankcase Extractor Fan is on.
2. Check for Leaks
3. Close start air v/v
LOP:
1. Set A
2. At M/E ASP, switch to “LOCAL”, press start
3. Set B
PCMS:
1. Set A
2. On the M/E LOP, Switch to “REMOTE”
3. On the PCMS, press “START” (Make sure “RELEASE START” is not on “0”)
4. Set B
Describe what “SEMI” mode in the PCMS means and when it is used.
“SEMI” mode allows engine speed and CPP pitch to be controlled independently.
Usually used by tech department when testing and maintaining M/E from the MCR to not unnecessarily affect CPP.
Describe what “AUTO” mode in the PCMS means and when it is used.
“AUTO” mode causes engine speed and CPP pitch to change together according to presets described by Combinator Curve. Usually used by Ops department when controlling M/E from the Bridge.
State how to transfer control rights of the M/E from the MCR to the Bridge.
MCR → Bridge
1. Contact Bridge to inform them to request handover M/E
2. Bridge will request pressing “Bridge” under the “Control Position” Section on the PCMS and this will cause “BRIDGE” light blinking and audio feedback (beeping sound) at the MCR
3. Accept the request by pressing the “BRIDGE” button at the MCR. This will cause the button to turn solid.
State how to transfer control rights from the Bridge to the MCR.
State how to transfer control rights from the Bridge to the Bridge Wing and vice versa.
Bridge → MCR
- Wait for Bridge to contact MCR to inform them to request handover of M/E
- MCR will request by pressing “MCR” under the “CONTROL POSITION” section on the PCMS and will cause visual (“MCR” light blinking) and audio feedback (Beeping sound) at the bridge
- Bridge will accept the request by pressing the “MCR” Button at the Bridge. This will cause the button to turn solid
Bridge ←→ Bridge Wing
- Press “Bridge Wing” on midship control (no accept required) to transfer control to Bridge Wing
- Press “MIDSHIP” on midship control to transfer control back to Bridge.
State the shutdown procedure of the M/E while using the LOP and while using the PCMS.
LOP
1. On the M/E LOP, switch to “Local” and press “STOP”
2. Wait a while to let the engine settle down and then depress the fuel rack lever (Otherwise camshaft will jam)
PCMS
1. On the M/E LOP, switch to “Remote”
2. On the PCMS, press “STOP”
3. Wait a while to let the engine settle down and then depress the fuel rack lever (Otherwise camshaft will jam)
State the first response locations for the emergency stop button for the M/E and how to reset them.
M/E LOP → Forcefully ‘pull’ red circular button
PCMS MCR/Bridge → Press red square button again
State the 3 backup solutions to e-stopping the M/E in case the emergency button fails.
- Depress fuel rack lever
- Governor button
- Close air supply for LT/W thermostatic valve, fuel oil pneumatic iso valve and mist detector vacuum pump at control air supply panel
State the 3 last resort solutions for e-stopping the M/E SHOULD ALL ELSE FAIL.
- Hydraulic snap valve at STBD stairwell
- Manually trigger overspeed trip
- FM200/EGRS machinery shutdown
State the purpose of securing the engine and its procedure.
Securing the engine prevents it from being started from a remote location, especially useful as a safety measure during maintenance.
- On the M/E LOP, Switch to “Local”
- Depress fuel rack lever
Define a non-fatal shutdown and a fatal shutdown.
A non-fatal shutdown is idling and slowly reducing the rpm of the engine for a certain amount of time before shutting down.
A fatal shutdown is where the engine is shut down immediately to prevent further damage to the engine or its surroundings. This causes major damage to certain components in the engine.
State the 4 conditions for a non-fatal shutdown to automatically occur.
Gearbox low L/O p <12 bar
Metal particles detected
Crankcase mist detected
Journal bearing temp > 91 Degree C
(only one condition needs to be met for shutdown)
State the 8 conditions for a fatal shutdown to automatically occur.
- GBX L/O p < 10 bar
- Low L/O p (M/E <550rpm) < 0.7 bar, (M/E >550rpm) > 2 bar
- High L/O temp > 95 Degree C
- High J/W temp > 95 Degree C
- Overspeed trip > 1150 rpm (115% of max speed)
- M/E Failed to prime - L/O pressure unable to reach 0.4 bar in 30s
- M/E Failed to start - M/E unable to reach 150 rpm in 8s
- E-Stop Triggered
(only one condition needs to be met for shutdown)
State why the M/E needs a L/O Priming p/p.
- The L/O p/p in M/E is “Engine driven”. This seems that they will only pump when the engine they are attached to is running.
- This means that M/E cannot be lubricated before being started, with the L/O p/p alone.
- The L/O priming p/p is an electric p/p, so it can be turned on with just electricity alone to lubricate the M/E.
