IAMI Revision answers

IAMI.s Auxiliary

EOOW Responsibility

1.

 Inform the bridge that you are now in command of the engine-room.
 Activate the dead-man alarm system and carry out a through engine-room walk around. Check and
drain off sludge from settling and service tanks, check all fuel treatment plant. Check the condition of
running plant, heat, pressures vibration.
 Check the sump levels of main engine, the flow of oil to turbochargers and main bearings as-well-as
intermediate shaft lubrication.
 Check the auxiliary plant, the aux engines for correct sump levels pressures, the boiler for water level
and steam pressure.
 Check the steering gear for correct operation, temperatures and sufficient hydraulic oil reserve. Check
all bilges and structural condition of machinery spaces, rectify any leaks if possible.
 Upon return to the ECR record and log all findings, reset the dead-man alarm system.
2.

 Engine Room Logs

 Alarm Record
 Planned Maintenance Schedule
 Chiefs Standing Orders
 Physical condition of outgoing watch keeper is he/she well
 Fuel oil storage tanks, level, temperature drain of water
 Lubrication sump levels and temperature
 Structural condition
 Fresh water supply, tank level and ensure enough being produced.

3.

 With the dead man alarm system activated a full tour of the engine-room and machinery spaces must
be conducted.
 All sump levels must be checked for correct level.
 All running plant must be checked for safe and correct condition. Fuel service tanks should be topped
off.
 Bilges and bilge wells should be inspected.
 All watertight doors closed.
 All standby plant, fire pumps and emergency generator must be placed in Auto, Remote or Standby
controls for immediate activation.
 All header tanks hydraulic, lubricating oil and water should be topped off.
4.
 Arrive at the watch 20 minutes prior to starting time.
 Talk with the outgoing engineer officer and discuss the happenings from his watch.
 Read through the engine-room log book identifying any abnormalities and the general
trend Check the standing orders for any special requirements.
 Check through the planned maintenance book identifying any tasks that could be
undertaken in your watch.
 Check all readings from the engine-control-room and the main-switchboard.
 Contact the bridge and check everything is ok, and inform them you are about to take a
walk round of the engine-room.
 Check the condition of all running plant, for abnormal noise and running conditions.
Check the levels of the settling and service tanks, drain sludge and water
accumulation.
5.
 Sound tanks fuel is being bunkered to.
 Establish communication with barge and choose a common language.
 Ensure the bunker plan is ready.
 Sound the tanks on the barge using water indicating paste.
 Have SOPEP equipment ready for fast action in case spill.
 Close the scuppers to prevent oil easily getting into the water.
 Secure and support inlet hose usually with deck crane.
 Establish a flow rate suitable.
 Erect bunker flag to ensure everyone knows you are in bunker operations.
 Receive permission from the port before starting operation and once received commence
bunkering.
 Ensure watch keeper knows what tanks are to be filled and opens the valves accordingly, keeping in
mind to leave room in the tanks for the final blow down.
 Conduct final soundings to ensure received the correct quantity.
 C/E signs final paper work and hose can be released.

6.
 Ensure that all bilge wells are emptied sufficiently.
 Ensure that all watertight doors are closed.
 Ensure that all heavy items are securely stowed and lashed.
 Ensure that any chemicals, noxious liquids, flammable or otherwise are stored correctly and
securely.
 Stop all maintenance work, stow all tools and parts securely.
 Ensure all tanks are sufficiently full.
 Sufficient water within boiler and boiler system to compensate for rolling.
 Sufficient lubricating oil within machinery sumps and service tanks.
 All tank vents on deck covered with water-proof hoods.
 Ensure that all external openings are securely closed.
 All non-essential over-side discharges stopped and valves closed.
7.
 Abnormality or drastic change in behaviour of main propulsion plant
 Oil mist detector alarm
 Main engine slow-down or shut-down t r i p
 Fire
 Any situation of which you are unsure of the correct action to take
 Electrical black-out
 Oil found in the boiler, gauge glass or hot-well
 Death or injury of any crewmember within the engine-room

8.
 Raise the nearest fire alarm call point.
 Inform the chief engineer, bridge and inform them of the situation.
 Request that the engine is stopped, once stopped turn off auxiliary blowers, fuel supply and ER fans
closing all flaps also.
 Start the emergency generator and fire pump, set up fire hoses around the area and start boundary
cooling on outside areas.
 Block all turbocharger air inlets, and remove lagging.
 Using flood quantities of water to cool the area and attack the fire.
 Start emergency bilge if levels increase beyond that of the bilge pump.

9.
a) Raise the nearest Alarm call point.
Isolate all supplies of fuel and electrical supply.
Use a portable appliance to extinguish the fire if safe to do so.
b) Evacuate the machinery spaces and carry out a head count ensuring all persons are present. Start the
emergency generator, close all machinery fan flaps and stop mechanical ventilation.
Isolate all fuel supplies and stop running machinery within the space.
Set up boundary cooling outside the machinery space.
A second count should be carried out and once all persons are present, the entire CO2 system may be released.

10.
a) Using a portable foam extinguisher attack the fire.
Fully extinguish the fire and cool using water.
Inform the bridge and chief engineer of the event.
Logs should be made and the issue raised at the safety meeting
b)Regular bilge cleaning and the removal of combustible materials from these spaces
The use of drip trays under plant.
The correct maintenance of plant preventing fuel oil, oil leakage.
Regular inspection of machine positions adjoining or close to bilge areas and rectifying leaks promptly.
11.
a) Raise the alarm.
Open emergency bilge suction valve.
Close watertight doors.
Try to locate the problem.
Start other circulating system and isolate the leaking pipe, pump or cooler.
Close the inlet and outlet valves of affected system to stop the leak.
If leak doesn’t stop start emergency generator.
If tank leakage, transfer water from affected tank to minimise leakage.
b) The emergency suction valve is fitted in order to deal with engine room flooding. It is
suctioned onto the highest capacity pump which goes overboard, usually the seawater
system. It is a large non-return valve whose suction pipe draws from the tank tops with a
strum-box and pipes should be 2/3’s of the system pipe diameter.

12.
 Acknowledge the alarm and report it to the bridge and C/E.
 Activate dead man alarm and go to both port and starboard bilge wells to ensure no false alarm.
 Go back to ECR and sound alarm, letting bridge know engine room flooding.
 Start the emergency bilge suction valve, which is connected to the highest capacity pump in the
engine room.
 Close water tight doors.
 Once more personnel arrived, try and locate the source of flooding.
 Once located start the circulating system, isolating the leaking pipe, pump or cooler.
 Close the inlet and outlet of affected component to stop the leak, if it doesn’t stop, start the
emergency generator.

13a)
 Oil record book.
 Engine-room log book.
 Sewage Management l o g .
 Engine-room tank sounding log.
b)
 Inform the bridge and chief engineer that the person is not to be found inform them you are about
to search the engine-room.
 Check for log entries the last date and time.
 Tour the engine-room searching the regular spaces. Return to the control room and await further
instruction.
Heat exchanger/FWG/STP

1.

2.

A plate heat exchanger consists of a series of thin corrugated metal plates between which a number of
channels are formed, with the primary and secondary fluids flowing through alternate channels. Heat
transfer takes place from the primary fluid steam to the secondary process fluid in adjacent channels across
the plate. A corrugated pattern of ridges increases the rigidity of the plates and provides greater support
against differential pressures. This pattern also creates turbulent flow in the channels, improving heat
transfer efficiency, which tends to make the plate heat exchanger more compact than a traditional shell and
tube heat exchanger. The promotion of turbulent flow also eliminates the presence of stagnant areas and
thus reduces fouling. The plates will usually be coated on the primary side, in order to promote the drop
wise condensation of steam.
3.
a) At the evaporator outlet the water has been boiled, but it still isn’t safe to drink. This is due to it
being boiled at a much lower temperature than 100℃, usually 55℃, which doesn’t sterilise it.
This means bacteria dangerous to human health can still be present in this water, as it isn’t
tested before it enters the fresh water generator.
b) Ultra-Violet sterilisation.
Addition of mineral salts.
Chlorination.
Katadyn Silver Ion.

4.

5.
Advantages:
Larger surface area for heat exchange.
Smaller and more compact than a shell or tube type.
Allows turbulent flow.
Usually made of titanium which is strong, has hard wearing and has good thermal conductivity.

Disadvantages:
Expensive to manufacture and repair. Large
surface area means lower pressure.
Not enough head pressure on low pressure systems to push liquid through all plates.
Use special gaskets which can only be used at low temperatures and cannot be used with steam.
 Steering Gear

1.

 Inform bridge and C/E you’re going to test the SG.

 Start additional Generator for manoeuvring power supply.
 Check oil levels.
 Check SG for oil leaks.
 Check SG system alarm.
 Check SG rudder carrier bearing is well lubricated.
 Check hunting gear/lever are in good condition.
 Check communication between SG and bridge is OK.
 Test movement of SG from bridge 35°P to 30°S and then time to ensure within 28 seconds.
 Test emergency steering from 15°P to 15°S within 60 seconds.
 Oil filter checked.
 SG floor must be clean and tidy.
 Handrail secured.
2.

 SG motor and pump.

 Emergency power.
 SG alarm tested.
 Automatic failure changeover of steering gear pumps.
 Hydraulic oil low level alarm.
 Position repeaters to bridge.
 Fixed communication systems.
 Rudder bearing grease or lubrication system.
 Rudder stock cooling system.
 35°P to 30°S in 28 seconds.
 15°P to 15°S in 60 seconds.

3.
 Check the electrical load of the steering gear motors.
 Check the oil level of hydraulic header tanks, top up as required.
 Check the temperature of the hydraulic oil.
 Check the pumps and motors for excess noise, vibration and heat.
 Check the grease pump for operation, that sufficient reserve of grease is available.
 Check all bilge wells for oil/water accumulation.
 Check the carrier bearing (rudder stock) for excess leakage.
 Check the condition of all linkages, pipe brackets for security and damage.
 Check pump pressure.
4.

 Inform bridge and C/E you’re going to test the SG.

 Start additional Generator for manoeuvring power supply.
 Check oil levels.
 Check SG for oil leaks.
 Check SG system alarm.
 Check SG rudder carrier bearing is well lubricated.
 Check hunting gear/lever are in good condition.
 Check communication between SG and bridge is OK.
 Test movement of SG from bridge 35°P to 30°S and then time to ensure within 28 seconds.
 Test emergency steering from 15°P to 15°S within 60 seconds.
 Oil filter checked.
 SG floor must be clean and tidy.
 Handrail secured.
Centrifugal separator

1.
a) The gravity disc is required to create sufficient back pressure on the water seal to maintain the oil
water interface as close to the edge of the bowl as possible without losing the water seal. This
results in the oil which has to be purified having a longer dwell time in the bowl in order for
centrifugal forces to separate the water which then leaves through the water outlet.
b)
i) The oil water interface is displaced too near to the bowl periphery. Resulting in a collapse
of the liquid seal, oil may now pass out the water outlet. Escaping oil via the water outlet
could potentially drain the sump of a machine, overfill the sludge tank or cause substantial
damage within the machinery spaces.
ii) The oil water interface is too near the bowl centre, not creating an effective water-oil seal
and poor solids removal. Water seal may therefore pass out via the oil outlet risking extreme
contamination of the oil. Water within oil reduces and inhibits its ability to lubricate
efficiently, causing machinery damage; or in the case of fuel oil emulsification of the fuel
resulting in poor injection and combustion.
2.
a) The oil density.
The oil temperature. The
oil viscosity.
b) Shaft misalignment.
Damaged motor.
3.
a) To remove solid particulate and water from the fuel.
b) To remove solid particulate only, slower throughput due to longer dwell time.
c) No gravity disc in clarifiers as there’s no oil water interface to maintain, larger discs and bowl size
than purifiers for a longer dwell time. A clarifier also has a blind disc and a purifier doesn’t.
4.
a) When a fluid such as oil is subjected to gravity, substance of different densities separates. Before the
process beings a small amount of water is needed to prime the machine and prevent the oil carrying
over into the water discharge. Centrifuging amplifies the effects of gravity using centrifugal force to
make the separation happen much quicker, this is due to the gravitational force being increased.
When oil is inside the bowl, the high-speed rotation causes impurities such as water to be forced to
outside of the bowl leaving the much clearer oil near the centre. This is due to the water and solids
being less dense than the oil. Separation is aided by the addition of a disk stack which enlarges the
bowls surface area. Within the oil outlet there is a gravity disc which controls the oil water interface
during operation which help prevent cross contamination. Periodically the purifier will automatically
de-sludge to discharge any solids that are collected and the bowl.
b) For fuel of a lower density, a smaller gravity disc will be needed in order to maintain the oil-water
interface. If the gravity disc wasn’t changed oil would be lost in the water outlet, which could drain a
sump, fill the bilge sludge tank or even cause damage to a machine.
5.
a) Using the correct size of gravity disc in a fuel oil purifier is important in several ways. If the disc
was too large the oil water interface is displaced too near to the bowl periphery. Resulting in a
collapse of the liquid seal, oil may now pass out the water outlet. Escaping oil via the water
outlet could potentially overfill the sludge tank or cause substantial damage within the
machinery spaces. If the disc was too small the oil water interface is too near the bowl centre,
not creating an effective water-oil seal and poor solids removal. Water seal may therefore pass
out via the oil outlet risking extreme contamination of the oil. Water within fuel oil causes
emulsification of the fuel resulting in poor injection and combustion. It can also cause corrosion
and etching; corrosion is the most common cause of fuel injector failure, water in the fuel rapidly
speeds the corrosion process resulting in significantly shorter life of a fuel injector. Etching is
caused by a water-induced fuel which produces sulphuric acid that eats the metal surfaces.
b) The fuel oil separation temperature. The
fuel oil density.
The feed rate required for the fuel oil.
 Refrigeration

1.
a) Pump the system down until the condenser is full.
Using an approved service vessel and pump, the refrigerant may be extracted. Re-charge with fresh
refrigerant.
Fill out the log book for the system recording type of gas and quantities.
b) Attach the filling line to the suction side of the compressor tightly.
Invert the refrigerant canister and start the compressor. Observe the condenser sight-glass for the correct
level. Log how much and type of gas added.

2.
a) Bubbles seen within condenser sight glass
Compressor knocking
Icing of pipe-work
Fluctuating pressures
b) Compressor Over-running
In-effective cooling
No liquid visible within condenser sight-glass
Low suction pressure

3.

b)

Evaporator – compressor (Superheated vapour)

Compressor – condenser (Superheated vapour)

Condenser – Thermostatic expansion valve (Sub cooled liquid)

Thermostatic expansion valve – evaporator (Liquid & vapour mix)

4.

a) The gas in the system is compressed in the compressor, raising its temperature and pressure to a
superheated vapour. The vapour is then led to the condenser where its cooled by seawater and
changes to a sub cooled liquid, due to it remaining at high pressure at this stage. A thermostatic
expansion valve then dramatically drops the pressure of the sub cooled liquid which causes the
saturation temperature to fall. As it crossed the valve the saturation temperature falls below its
actual temperature causing some liquid to flash off before reaching the evaporator where latent
heat in the surrounding are boils off remaining liquid meaning a superheated gas leaves ready to
re-enter the compressor.
b) To stop liquid returning to the compressor, a solenoid is connected to a thermostat inside the
evaporator. As the room is cooled to the pre-determined temperature, the solenoid shuts off the
expansion valve, stopping the flow of refrigerant in the system. The compressor will continue to
run briefly but will be stopped once drop in pressure.
 Pumps

1.
 Strainer or filter fouled.
 Pump damaged or obstructed.
 Insufficient level within bilge to maintain
suction. Pipeline damaged inducting air.
 Pump Discharge Valve Closed.
 Fluid too viscous for the pump to handle.
 Other bilge suction valve open or damaged on the
line. Electrical supply isolated.
 Empty bilges.
2.

b) The sketch above shows a gear pump suitable for use with fuel or lubricating oil on a small 4 stroke engine.
One shaft is motor driven and is fitted to the gear (the driver gear), this drives the other gear (the driven gear).
During rotation, oil is carried around the casing trapped in the space between the gear teeth. When the teeth of
both wheels squeeze together the oil is directed towards the discharge ports. The pump id s type of positive
displacement pump and should have a pressure relief valve on the casing that can’t be isolated by valves.

3.

a) As the impeller of the pump rotates at high speed, a centrifugal force is created. The force gives
kinetic energy to the fluid as its thrown from the eye of the impeller to the outer part. The impeller
rotates inside a volute casing; whose cross-sectional area increases as it nears the pump outlet. This acts
as a diverging nozzle that converts the kinetic energy in the fluid to pressure energy. As energy cannot be
created or destroyed, the rise in pressure energy is limited to the amount of velocity in the fluid.
Therefore, it is perfectly safe to start the pump with the discharge valve closed, without causing over
pressure in the system.

b) Strainer or filter blocked.

Insufficient level within tank.
Pump wear-rings and seals damaged.
Pipe-work damaged inducting air.
Hole in suction pipes.
Impeller coupling failure.
Control system

1.

The 3-way valve senses the temperature going to the M/E, it then adjusts the flow through the
cooler to achieve the required temperature.

2.

Pressure head is measured by a displacement diaphragm, altering resistance, which is measured and
displayed as a tank level reading.