Oral Exam Topics

Note Book for Marine Engineers

CONTINUOUS MACHINERY SURVEY (CMS):
The Aim:
To enable the society to know the general condition of the machinery and equipment of a ship through a
planned and systematic, continuous procedure of inspection, overhaul and recording of data.

Assumption:
 Continuous machinery survey is done by the Chief Engineer of the ship in a regular basis and the
records are kept.
 The attending surveyor is provided with accurate information on the shipboard maintenance at each
application for CMS.

Condition:
 Maintenance and examination is carried out according to the ship's maintenance schedule in a
manner such that each item is opened up at least once in a 5 years period cycle.
 Items which have been opened up for examination serves as a reference, together with records of
performance and systematic inspection, for similar items not yet opened for examination may lead to
unscheduled maintenance requirement.
 Any defects found during examination of an opened up item may require examination as found
necessary by an attending surveyor.

Items not covered by CMS:

 Propellers and propeller shaft.
 Sea valves below load water line.
 Boilers, economizers, thermal oil systems.
 Cargo handling equipment.
 Measurement of crankshaft deflections.
 Stern tube-wear down measurement.
 Rudder bearing and pintle measurement.
 Performance and pressure tests.
 Special equipment designs (prototypes etc).
 Small capacity and low operational frequency equipment.

LOAD LINE 1966:

 Load Line Convention 1966 entered into force on 21st July 1968.
 Load Line Protocol 1988 entered into force on 3rd February 2000.
 The convention establishes uniform principles and rules with respect to the limits to which ships on
international voyages may be loaded having regard to the need for safeguarding life and property at
sea.
 These limits are given in the form of freeboards, which will ensure reserve buoyancy to the ship.
 It is assumed that the nature and stowage of the cargo, ballast etc are such as to secure sufficient
stability of the ship and the avoidance of excess structural stress.
 Minimum intact stability requirements are:

Load Line Assignment:

Load line assignment is an administration requirement and is mandatory.

The classification society will do this at the request of the administration.

Procedure:
 Builder applied for load line assignment.
 Plans submitted by builder.
 Plans reviewed and amended where required.
 Surveyor will inspect construction at intervals.
 Classification society calculates freeboard.
 Inclining test carried out and stability data obtained.
 Freeboard assigned by classification society.
 Builder puts permanent marking on hull.
 Surveyor checks marks and provisional Load Line Certificate issued.
 Full term Load Line Certificate issued by Classification Society.

Engineer M. A. Hamid 1
 Oral Exam Topics
Note Book for Marine Engineers
CHECKING PRIOR TO OPERATION IN UMS-MODE:
To ensure a safe and efficient operation of the machinery during the unmanned period in the engine
room, the following routine check shall be implemented prior to leaving the engine room unattended:

UMS Checks:
1. Sufficient quantity of fuel and diesel oil in both main and auxiliary engines service tanks.
2. Sufficient pre-requested electric powers are in stand-by mode or on the main switchboard.
3. Necessary cooling-pump capacity included valve operations are in stand-by mode or in service.
4. Safety systems for the main engine, auxiliary engines and boilers are checked connected up and
checked in working condition.
5. Lube oil level in the main engine and auxiliary engine's sump tank are checked and refilled if
necessary.
6. All cooling systems expansion tanks levels are checked.
7. Bilge wells, ducts keels in engine room and pipe tunnels in connection to the engine room are
checked empty.
8. The engine room is checked for any kind of leakages from piping systems and machinery that may
be threat to the safety of the vessel. Special attention should be given to the fuel oil high-pressure
piping.
9. Vital pressure and temperature readings and set points monitored by the engine control room
monitoring systems are checked being in accordance with stated figures.
10. All fire fighting, monitoring and alarm systems to be checked to be in operation and functional.
11. All sounding pipes and inspection covers connected to oil tanks to be closed.
12. Oxygen and Acetylene main closing valve in deck store to be closed.
13. Dead man alarm is ready to be activated immediately upon entering engine room during unmanned
period.
14. No work to be carried out or unauthorized personnel to be allowed in engine room during unmanned
period.
15. Any obstacles or oil spills endangering free access to be removed before changing to UMS.
16. Alarm history to be checked on computerized vessels. Check that all alarms previously put to rest is
re-setting in operation mode.
17. The UMS-monitoring is switched to Bridge-mode and the Bridge Officer is informed who Engineer
Officer is on duty.

General Precaution:
 The engine room must be free for all kind of materials, which can create any risk of fire or cause
damage if shifting in bad weather.
 It is the watch engineers duty to call for assistance from Chief Engineer if an alarm occurs, which can
lead to power failure or a risk for damage to the machinery.

The check to be recorded in the logbook and signed.

HOT WORK PERMIT / CHECK LIST:

Immediately before hot work is undertaken, the compartment or area the hot work to take place, shall be
checked as follows:
1. The atmosphere contains less than 1 % LFT measured with combustible gas indicator.
2. All sludge, scale and sediments being removed from an area of at least 10 m off the repair area.
3. Adjacent areas (reverse side of frames, bulkheads etc) and areas immediately below are cleaned as
above.
4. Qualified fire watch established, areas to be watched agreed and appropriate communication
between parties established.
5. All pipelines connected to an oil transfer pipe system passing through the working space is insulated
and filled with water or inerted.
6. Frequent gas measuring is planned being carried out.
7. Concurrent pumping of cargo and other liquid that may affect the hot work is suspended.
8. Adequate fire fighting equipment is prepared and checked in functioning condition.
9. If at a port installation or alongside an other vessel, work permit from the other party obtained.

Subject above conditions are appropriately met and the work permit is granted for the below stated
period.
Date: From: To:

---------------------
Master
Engineer M. A. Hamid 2
 Oral Exam Topics
Note Book for Marine Engineers

REGULATIONS FOR THE PREVENTION OF POLLUTION FROM SHIPS

IMO/MARPOL 1973/1978 ANNEX V: GARBAGE

M. E. T. # 515 - 33CFR. 151.51 through 151.77

1. The disposal into the sea of any plastic, included but not limited to synthetic ropes, synthetic fishing
nets and plastic bags is prohibited.

A dedicated storage container appropriately marked and painted red to be arranged for such
garbage. Such garbage to be disposed off in incinerator on board or to be delivered ashore for
destruction.

2. The disposal of dunnage, lining and packing materials which will float shall be made as far as
practical from the nearest land but in any case at least 25 miles off the nearest land.

A dedicated storage container appropriately marked and painted black to be arranged for such
garbage.

3. The disposal of food waste and all other garbage including paper products, rags, glass, metal,
bottles, crockery and similar refuse shall be made as far as practical from the nearest land but in
any case at least 12 miles off the nearest land

A dedicated storage container appropriately marked and painted green to be arranged for such
garbage.

If the ship is operating in a special area as,

a) Mediterranean Sea
b) Baltic Sea
c) The Black Sea
d) Red Sea
e) Gulfs (Persian & Oman)

The only refuse that may be disposed of in the sea, is food wastage. Food wastes only to be
disposed of when more than 12 miles off the nearest land.
A dedicated storage container appropriately marked and painted white to be arranged for such
garbage.

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 Oral Exam Topics
Note Book for Marine Engineers

IOPP CERTIFICATE:

1. Shall be issued after the initial survey in regulation 4, Annex – I, MARPOL 73 / 78.
a) Initial survey.
b) Intermediate survey.
c) Periodical survey.
d) Unscheduled inspection.
2. Shall be carried at all times on board.
3. Language is English or French.
4. Valid for 5 years, unless –
a) Significant alteration has been made.
b) Equipment is not maintained properly.
c) Ship is transferred to another Flag State.
5. IOPP Certificate contains –
a) Particulars of ship.
b) Equipment for the control of oil discharge from machinery space bilge & fuel tanks e.g.
· ODM, OWS.
· 15 PPM alarms.
· Auto stopping device for oil discharging if exceeds 15 PPM.

c) Means of retention and disposal of oil residues e.g.

· Incinerator.
· Sludge tank.
d) Standard discharge connection pipe from machinery space to reception facilities.
e) Ship is provided with Shipboard Oil Pollution Emergency Plan (SOPEP) in compliance with regulation
26.
· Reporting any oil pollution incident.
· List of authorities or person to contact in the event of an oil pollution.
· A detailed description of action to be taken by ship staff to control oil pollution.
· Procedure to co-ordinate shipboard action with nation and local authorities in
combating the pollution.
6. Port State Control surveyor checks for IOPP-
a) Oil record book.
b) ODM, OWS and its control circuit.
c) Slop tank sounding.
d) Overboard valve shut and locked.

Cause of Shaft Vibration:

1. Engine overloaded or particular unit/units overloaded.
2. Slack chain.
3. Loose holding down bolts, tie bolts or top bracing bolts.
4. Vibration damper defective.
5. Bearing wear more or less cause crankshaft deflected.
6. Stern tube bearing wear down too much / propeller drop.
7. Shaft misalign.
8. Slippage of shrink fits in crankshaft.
9. Hull deflection.
10. Propeller damage: Indication
a) Engine rpm racing.
b) Ship speed reduce.
c) Intermediate shaft bearing and stern tube bearing hot.
d) Thrust bearing temperature high.

Conversion Factors:
1 HP (metric) = 735.5 W
1 BHP (BS) = 745.7 W

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 Oral Exam Topics
Note Book for Marine Engineers
1 Bar = 1.02 Kp/cm2 = 0.1 Mpa = 105 Pa = 105 N/m2 = 100 KN/m2
1 mBar = 10.2 mmWC = 0.75 mmHg

SPECIFIC FUEL CALCULATION:

 Engine power 16560 BHP
 Fuel Data: Sp. gravity 0.9364 gm/cm3 @ 15 oC, Sulphur 3.0%.
 Fuel consumption 11.2 m3 during 4 hrs period.
 Fuel temperature at flow meter 119 oC.
 Scavenge air temperature 57 oC and Air inlet temperature 43 oC.
Calculation:
 Sp. gravity @ 119 oC = 0. 9364 – 0.068 (from fuel chart).
= 0.8684 gm/cm3
11 .2 x0.8684 x1000 x1000
 Specific consumption = gm / bhph
4 x16560
= 146.8 gm/bhp h
 Lower calorific value LCV1 = 9723 @ 3% S.
 Consumption = (LCV1 / LCV2) x sp. cons.
= (9723/10200) x 146.8
= 139.9 gm/bhp h
 Consumption correction for from chart
a) At 43 oC air inlet temperature  1,24 gm/bhp h.
b) At 57 oC scavenge air temp.  1.42 gm/bhp h
 Corrected consumption = 139.9 – (1.24 + 1.42 ) gm/bhp h
= 1.37.2 gm/bhp h.

How do you ensure the purifier is working satisfactorily?

Following factors influence satisfactory performance of the purifier.
1. Viscosity: Lowe viscosity facilitates separation. Viscosity is reduced by heating.
2. Density difference: Greater density difference easier separation. Density difference can be
increased by raising separating temperature.
3. Separating temperature: High separating temperature is normally favorable in oil separation.
The temperature should be uniform throughout separation.
4. Rate of throughput: Optimum throughput must be maintained for better purification.
5. Optimum utilization of machine.
6. Position of interface: The interface of the liquid seal should be as close as possible to the
bowl periphery.

Factors influences the interface are:

(a) Oil viscosity and density Higher density of oil will position the interface closer to the
bowl periphery.
(b) Throughput and back pressure Higher throughput will shift interface towards bowl
periphery.
(c) Gravity disc Bigger diameter gravity disc will shift interface towards bowl periphery.

Can not take Suction from Bunker Tank, what to do?

1. First thing, I’ll conform bunker tank heating temperature, it must be 5 ~ 10 oC above the
pour point temperature.
2. Check the transfer pump suction filter is clean and conform it is not vapour locked by excess
heating.
3. Check the transfer line tracing steam is open ( especially in cold region).
4. Check the bunker tank suction is open.
5. Check pump coupling either it is rotating with motor rotation or not.
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 Oral Exam Topics
Note Book for Marine Engineers
6. Check transfer pump motor ampere
a) Too high amps indicate suction line restriction.
b) Too low amps indicate suction line vapour locked.
7. Check pump suction pressure gauge:
a) No vacuum indicates vapour locked or sucking air from filter vent or from line.
b) Too high vacuum indicates suction line flow restriction.

Types of Corrosion
1. Direct chemical attack.
2. Electrochemical corrosion
a) Electrolytic corrosion
1) PH corrosion
2) Acidic corrosion
3) CO2 corrosion
4) O2 corrosion
b) Air bubble pitting corrosion
c) External fire side corrosion
3. Caustic corrosion.
a) Caustic cracking or caustic embritlement
b) Caustic gauging
4. Acid corrosion and H2 damage.
5. Mechanical corrosion
a) Fretting corrosion
b) Stress corrosion
c) Corrosion fatigue

Types of Fire Detectors

1. Heat detectors
a) Bimetalic strips heat detectors
b) Rate of rise heat detectors
c) Quartzoid bulb heat detectors
i) Red  68 oC
ii) Yellow  79 oC
iii) Green  93 oC
d) Fusible alloys heat detectors 55 ~ 180 oC range.
2. Smoke detectors
a) Ionization type smoke detectors
b) Optical type smoke detectors
i) Obscuration type
ii) Light scattered type
3. Flame detectors
a) Ultra-violet detectors
b) Infra-red detectors

RUDDER PROBLEMS
1. Sluggish Rudder  Time factor
Hydraulic and mechanical problem
a) Air in the system
b) Gland sealing leaking
c) Valves leaking: Shock relief valve, bypass valve or line relief valve.
d) Internal leaking of the pump.
e) Leak across control valve.

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 Oral Exam Topics
Note Book for Marine Engineers
f) Pump stroke less.

2. Erratic Rudder  Time and Position factor.

Hydraulic power and mechanical problem
a) Time factor: Causes of sluggish rudder.
b) Position factor:
i) Slogged in control and hunting gear mechanism. Repair and replace pins and
bushing.
ii) Excessive lap on control valve.
iii) Rudder angle indicator malfunctioning.
iv) Receiver links require adjustment.
v) Excessive wear and tear of linkage and pins for hunting gear floating mechanism
and pump actuating link.
vi) Excessive wear and tear of pump ball head and joints.

3. Hunting Rudder  Position factor

a) Same as 2.b iii, iv, v & vi of erratic rudder.
b) Auto pilot malfunctioning or wrong setting.
c) Rough sea.
d) Internal or external of the hydraulic system leaking.

STATUTORY CERTIFICATES
Tonnage
1. International Tonnage Certificate: Validity life long if no change of tonnage.

Load Line
2. International Load Line Certificate (ILL): Validity 5 years  A + R
3. International Load Line Exemption Certificate: Validity 3 months

MARPOL
4. International Oil Pollution Prevention Certificate (IOPP): Validity 5 years  I + R

SOLAS
5. Cargo Ship Safety Certificate: Validity 5 years  A + R
a) Cargo Ship Safety Construction Certificate: Validity 5 years  A + R
b) Cargo Ship Safety Equipment Certificate: Validity 5 years  A + R
c) Cargo Ship Safety Radio Certificate: Validity 5 years  A + R
6. Passenger Ship Safety Certificate
7. Exemption Certificate
8. Document of Compliance (DOC):
9. Safety Management Certificate (SMC):
10. Enhance Survey Report File:
11. Certificate of Civil Liability (CLC): Ship’s carrying > 2000 tons of oil as cargo.

PREVENTION OF FIRES

If carbon deposits are not present fires will not occur.

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 Oral Exam Topics
Note Book for Marine Engineers
Causes of Deposit
 Malfunctioning of the engine will cause incomplete combustion of the fuel with consequent
dirty exhaust gases. this conditiotin is affected by the fuel and its treatment, the condition
and setting of the engine , and lubricant burning.
 Slow running will cause engine inefficiency with increased carbon in the exhaust gases and,
with reduced gas velocity, the carbon is more readily deposited on the element heating
surfaces. The problem is aggravated if an incorrect type of fuel valve nozzle for slow
running is fitted.
 When turbo blowers are washed in service there is a resultant increase in deposit in the
boiler.

Early Detection
 Engineers should be trained in observation of situations which may prove to be a hazard.
 In the case of exhaust fires, however, the bridge crew may be the first to observe
unsatisfactory funnel emmission.
 The earliest indications in the engine room of the possible existence of a fire will be an
increase in the temperature of the exhaust gases and consideration should be given to fitting
flue gas temperature sensors in the boiler with alarms in the main control room.
 A Ship Procedure should be established for dealing with soot fires and training arranged to
ensure that all aspects of the procedure can be carried out quickly and effectively.

CONCLUSION

Fires in waste heat boilers can occur if equipment is not maintained correctly.
Fires should be avoided by:
 Preventing carbon deposits from accumulating in the boiler
 Cleaning off any deposits which do collect on the boiler heating surfaces
 Never allowing deposits to build up to such an extent that they present a fire hazard
 Observing exhaust gas pressure differentials across the boiler. An increase may indicate
build up of deposits.
 Cleaning the heating surfaces before and after manoeuvring
 Bypassing gases during manoeuvring.
 Cleaning more frequently during slow running periods.
 Cleaning after turbo blower washing in service
 Running the circulating pump when gases are passing through the boiler except under
emergency conditions.
 Keeping the circulating pump running on shutdown until residual heat is lost frorn the boiler.
 Ensuring complete removal of deposits when washing.
 Ensuring that sootblowers, water washing equipment, and circulating pumps are always in
servicable condition and operating according to the design conditions.

EXHAUST GAS BOILER MONTHLY ROUTINES:-

EXHAUST BOILER CLEANING:-

1. Carry out water washing when the main engine is off.

2. Check insulation condition of boiler all around.
3. Check tightness of fastening bolts .
4. Condition control of all mountings for leakages from gaskets, stuffing box e.t.c.
5. Check drain line of safety valve if clear.
6. Operate the safety valve manually .

Engineer M. A. Hamid 8
 Oral Exam Topics
Note Book for Marine Engineers

Main Engine all Unit Exhaust Temperature gradually increased – Causes?

1. Cylinder condition became bad.
2. Problem in fuel injection system.
3. Turbocharger fouling:
a) Air side
- Air system fouling
- Air cooler airside fouling.
- Air cooler seawater side fouling.
- Scavenge passages/ports
b) Gas side
- Exhaust passage blocked.
- Turbine nozzles and blades fouling.
- Economizer fouling.

4. Engine overloaded due to-

a) Propeller fouling.
b) Hull fouling.
5. Slack chain causes –
a) Retarded fuel timing.
b) Retarded suction/discharge valve timing
6. Analysis by-
a) Power card
b) Draw card.
c) MIP Vs Fuel Index
d) Average RPM Vs MIP
e) Exhaust temp Vs MIP

Main Engine One Unit Exhaust Temperature High – Causes?

1. Fuel injector faulty: Low pressure setting; larger atomization holes etc.
2. Mechanical problem: Excessive cylinder liner wear; piston ring wear excessive / ring
breakage.
3. Piston running hot: Low cooling; poor lubrication
4. Exhaust valve leaking/blockage/burning
5. Improper jacket cooling
6. Fuel rack stuck up in affected unit in maximum position.
7. Exhaust valve wrong timing.
8. Fuel timing retarded in affected unit.

Main Engine One Unit Exhaust Temperature Low – Causes?

1. Fuel injector faulty or blockage.
2. Fuel rack minimum position.
3. Fuel timing advanced/early injection/low injector pressure setting.
4. Fuel pump plunger barrel wears excessive.
5. Cam profiles worn out.
6. Delivery valve leaking, suction /spill valve leaking
7. Fuel oil pump high pressure pipe leaking
8. Puncture valve leaking
9. Fuel pump spring broken

Engineer M. A. Hamid 9
 Oral Exam Topics
Note Book for Marine Engineers

Emergency Steering
1. As per vessel contingency plan chief engineer or second engineer along with a deck officer,
a helms man and a junior engineer will be present in the steering room for emergency
steering.
2. Establish good communication between steering room, wheelhouse and engine control
room (ECR) by telephone, walkie-talkie and loud speaker.
3. Confirm local gyro compass is on
4. Confirm auto pilot power is off- Bridge to steering gear telemotor power off
5. Change over local power to local and start the pump.
6. Meanwhile advice junior engineer to check oil level and linkages if require top up oil
7. Disconnect the receiver linkage (remote operation) pin from floating lever and engage the
floating lever to emergency steering wheel.
8. Follow the wheelhouse order to give required steering movement and feedback to
wheelhouse after the movement is achieved by the emergency steering.
Ship’s speed need not be reduced if two identical powers are provided

Black out in English Channel or Malacca State

1. Engine room already manned as the ship is crossing channel or manned the engine room if
not yet
2. As per vessel’s contingency plan chief engineer to ensure proper manpower available and
utilization.
3. Safety – Fire patrol and spillage or pollution prevention to confirm

Immediate action:
1. Raise engineer’s alarm.
2. Change over standby generator in manual mode main engine control to ECR
3. Electrical officer to check emergency generator starting and power supply and report
4. Third engineer to start stand by generator locally and take on load
5. Second engineer to check steering gear and report
6. Diagnosis:
 Chief engineer to accept and find out the alarm- causes for black out
 Fourth engineer to stop overflow of purifier etc
 Chief engineer to communicate with wheelhouse to know outside position
 if the problem is found like auxiliary engine jacket cooling water temperature high then
open sea water valve to cooler more
7. Emergency generator will supply power to the emergency equipment
8. After starting emergency generator check all parameter
 Start auxiliary sea water pump first to prevent second blackout
 Reset all circuit breakers
 Start all blowers
 Start main engine LO pump, camshaft LO pump, JCW pump, FO booster pump etc
 Reset boiler plant and start boiler circulating pump
 Start other generator and run parallel
 Reset main engine by fuel lever to zero position
 Inform bridge that power is available and main engine ready to start
 Start main engine without air by inerting –Fuel lever to start position
9. Reset all auxiliary plant like refrigeration, air conditioning, domestic supply etc

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Note Book for Marine Engineers
10. Electrical officer to stop Emergency generator
11. Take complete round to check all parameters for auxiliary engine, main engine and others
12. Start all purifiers
13. Log down in log book- problem , causes and action with indicating time

Oil Contamination in Boiler

Small oil contamination

1. Reduce boiler load
2. Increase boiler level and carry out surface blow down
3. Maintain alkalinity
4. Add antifoaming agent
5. Use liquid coagulant if to remove oil and sludge by bottom blow down

Excess contamination
1. Off load boiler and let it cool down
2. Overflow boiler water from top manhole with adequate safety
3. Boiling out or Chemical cleaning to carry out
4. If Epson salt present on board, add 350 gm/ton at boiler offload and 100 gm/ton at boiler on
load condition. Repeat every 24 hrs
5. After an hour carry out flash blow down to engine room – Don’t blow down overboard
pollution!
6. Maintain alkalinity
7. Add antifoaming agent

Boiling out procedure

1. Off load boiler and maintain normal water level
2. Add 4~5 kg Na3Po4 per ton of water through top manhole
3. Close manhole, shut main steam stop valve and all other opening, stop feed pump and valve
shut
4. Fire the boiler and maintain working pressure for 6~8 hours with steam valve shut
5. Carry out scum blow down to engine room
6. Blow down boiler completely and wash out with clean fresh water
7. Refill the boiler with normal waterlevel add all chemical
8. Start firing and pressure up the boiler

Effect of oil in boiler:

1. Reduce heat transfer- consequences over heating of tubes, finally tube failure
2. Foaming of water and carry over with steam
3. Causes acidic corrosion of boiler

Boiler Tube Leakage – Immediate Action?

Minor Leakage:
a) Indication:
i) Water lever comes down frequently and gives cascade tank low-level alarm.
ii) Water consumption increases.
iii) White smoke through funnel.
iv) Difficult to maintain water level.
v) Drop of alkalinity, chloride level and T.D.S. of the boiler water.
b) Action: Off-load the boiler, maintain water level till cool down and do pressure test to find
out the leakage.

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Note Book for Marine Engineers
Major Leakage:
a) Indication:
i) Water level reduces drastically.
ii) Steam pressure drops faster.
iii) Bursting noise inside the boiler.
iv) Burner out of fire.
v) Very high water consumption and frequent low-water-level alarm.
b) Action: Off-load the boiler, maintain water level till cool down and if require do pressure
test to find out the leakage.

Temporary Repair:
1. Mark leaky tube – proper venting, measure O2 content and other safety procedure to be
followed.
2. Do water washing and clean inside completely to avoid fire risk.
3. Take hot work permission and fill up check list.
4. Prepare proper ventilation and illumination.
5. Prepare proper working environment and arrange skill attendance.
6. Prepare fire fighting equipment and put off fire alarm to the nearest zone.
7. Put fire blanket/asbestos sheet around the tube to be welded to collect hot welding material
to avoid fire hazard.
8. Carry out welding by an approved welder.
9. After completion of welding do pressure test the boiler.
10. Inform company and class about the repair work and for permanent repair.

LUBE OIL TEST:

On Board Lube Oil Test: Shore Based Lube Oil Test:
1) Viscosity Test, 1) Spectrographic Analysis (SA),
2) Alkalinity / TBN Test, 2) Particle Quantifier (PQ),
3) Water Content Test or Dispersiveness Test, 3) Rotary Particle Depositor (RPD)
4) Spot Test or Insoluble Test

Lube Oil Property Limitation of Change

1 Density -5% +5%
2 Viscosity - 15 % + 40 %
3 Flash Point Min 180 oC
4 Total Acid Number (TAN) Max 2
5 Strong Acid Number (SAN) 0
6 Alkalinity - 30 % + 100 %
7 Conradson Carbon Max + 3 %
8 Ash Max + 2 %
9 Insoluble Max 2 % Benzene Max 2 % Pentane Max 1 %

Engineer M. A. Hamid 12