Thursday, February 24, 2011

ME CRANKCASE OIL MIST DETECTOR ALARM , ON CHEMICAL TANKERS-- CAPT AJIT VADAKAYIL


Yesterday I was in Chennai MMD to get my Masters' Certificate of competency revalidated.

A  junior engineer appearing for his exams, recognised me from my blog photograph , and thanked me for writing valuable engineering stuff.  The same happened 3 weeks ago with a 2nd engineer.

To both I had this to say " My engineering posts are NOT for passing exams, but for you to work safely and bring your hard earned money home. Because hardly anybody else cares for your safety. This is why enclosed lifeboats have been falling for 30 years , thousands of AE conrods have been busting -- and 500 MIG 21 fighter jets have crashed, with no early solution in sight".

(Read my post dated Nov 22nd -- THE FLYING COFFIN MIG 21--  FISH BEDS OF IAF )

This motivates me to post another one.

I do NOT care for vested patronising praises from shore chairs. A genuine compliment received from a sailing engineer is indeed taken and valued.

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                                         OIL MIST DETECTOR ALARM – Capt Vadakayil

Ck
Sr No

Description
1
You must be familiar with the oil mist detector fitted on YOUR ship. Read the manual and check the number of detection points in the crank case.
2
Temperature sensors monitors only main bearings, --- if you ME is fitted with oil mist detector it monitors ALL bearings as well as the piston rod hotspots .
3
Be aware that modern oil mist detectors using light scatter as sensing method rarely give false alarms unlike old oil mist detectors using the principle of obscuration where lenses become fogged.  It is better to assume that the LEL of 50 mg MECC oil/ litre has been exceeded which can ignite at temperature of about 200 deg C
4
A fine mist of MECC oil of size 3 – 10 mic will catch fire faster than a mist of gasoline/ Naphtha

5
Quickly thermocheck Crankcase doors using finger tips to detect any temp deviations of  units.
6
Check bearing temperatures if crankshaft bearing  monitoring system is dually provided.
7
White metal inside CC indicates bearing failure and MUST be reported by ER crew to C/Eng.

    ACTION
Ck
Sr No

Description
1
Inform bridge and find out traffic condition or possibility of running aground..
2
Inform Chief engineer
3
Change over controls to ECR & reduce engine speed at once and prepare for stoppage. Reduction of rpm will minimize further creation of oil mist. However the ships forward momentum will cause propeller will turn the crank shaft.
4
Increase the cooling of bearings by increasing MECC oil circulation.
5
If the problem is due to blow past , cut out Fuel pump on ME unit affected if stopping has to be delayed.
6
Stop ME . Engage the turning gear. Keep FFA  in readiness.
7
Open sky light, ventilate engine room and crew away from ME crankcase doors and more important , crankcase relief valves / flame arrestor.

8
Continue with lubrication for at least 30 minutes.  Do not open crankcase doors for at least 30 minutes after stopping, to avoid closing the fire triangle with oxygen.

9
Stop the lub oil pump.  Open all lower most doors , and try to locate hot spot.  Look for discoloration at the surface, squeezed out white babitt metal. Find out the hot spot by looking for excessive flow of lub oil, high temperature at sliding surfaces .
10
After repairing defect, start Lub Oil Pump and check oil flow through each bearing, while turning the engine on turning gear.
12
Clean the detector and check the `ZERO’ setting and sensitivity test of the mist detector.
13
Start the engine and gradually increase the speed.

14
Stop the engine again after about 15 minutes of running and do a MOST serious recheck.




Notes:--
When a Crank Case explosion occurs usually there is another secondary explosion due to sudden inrush of fresh air into the vaccumised crank case.

Oil mist builds up when the equilibrium is lost—generation of oil mist versus condensation on colder surfaces and drainage back into crankcase and sump.

Modern oil mist detectors also measures crank case pressure in the event of large pressure buildup by piston seal leakage, giving an alarm and an auto shutdown. The detection points are sensed simultanelously , not one by one using microprocessors.

CC explosions and pressure piling usually cause loss of life. ER fires are caused by mist being sucked towards air inlet of turbocharger.

Bearings become hot usually due to insufficient TOP clearance restricting flow of MECC leading to hot spots.

Spurious piston rod stuffing box parts like springs have also caused CC explosions.

Flame arrester quenches the slower propagating flame front preventing a major ER fire.


CAPT AJIT VADAKAYIL
..
Posted by at

5 comments:

  1. Oil Mist detector [or the alarm] failure is an expensive affair bcoz when such failure happens, UMS notation is suspened and ship's compliment should be increased [immediately fly additional crew] to increase the manning to a non-UMS level. As a surveyor I have seen this couple of times.

    ReplyDelete

  2. The oil mist alarm detector is very helpful thank for this blogs.
    Long range Metal Detectors | Detech metal Detectors

    ReplyDelete

  3. http://ajitvadakayil.blogspot.in/2011/02/naive-sailor-low-sulphur-fuels-capt.html

    FOR MARINE ENGINEERS ONLY

    STEP MOTHERLY TREATMENT GIVEN TO THE BOILER FURNACE -- WHILE MOTHERLY TREATMENT IS GIVEN TO THE MAIN ENGINE CRANKCASE

    boiler ACC does NOT understand the FIRE TRIANGLE,
    the way the main engine crank case understands it.

    the crank case equates a hot spot to HEAT, the FUEL
    is already there, and wont allow the third leg of OXYGEN
    to make up the fire triangle for at least 30 minutes.

    while boiler ACC ( step motherly treatment ) is desperate
    to PURGE with FD fan ASAP -- ( a dribbling nozzle can
    produce a STEADY glowing lump underneath which wont
    activate the photo electric cell flame sensor and NOT gate
    of " NO FLAME / NO FUEL " ( reminds me of NO
    WORK/ NO PAY ! ) HO solenoid ,

    -- or if the burner assembly is set back in too much,
    a circle of incendive heated lifeless plastic refractory
    provides the HEAT leg ). unburnt explosive gases is
    already there-- and as soon as FD fan gives the purge
    -- BOOOOM!

    WHEN THE HIGH TEMP ALARM COMES FOR THE MAIN ENGINE CRANKCASE--THE HOT SPOT IS ALLOWED TO COOK--

    THE ENGINE ROOM IS ABANDONED FOR 30 MINUTES

    I WAS ASKED AS A DECK BOY TO LAY DOWN ENGINE ROOM SAFETY PROCEDURES .. I AM NOT AN ENGINEER..

    MORE THAN 20 ENGINEER SUPERINTENDENTS OF THE SHORE OFFICE SULKED FOR MONTHS

    WHAT IS BELOW IS NOT FOUND IN BOOKS ---IT COMES FROM THE FERTILE BRAINS OF A BAD BOY HARDCORE CAPTAIN NAMED VADAKAYIL

    http://ajitvadakayil.blogspot.in/2011/02/me-crankcase-oil-mist-detector-alarm-on.html

    KOI SHAKH ?

    capt ajit vadakayil
    ..

    ReplyDelete

  4. nm rk
    November 2, 2017 at 12:02 PM
    Dear Captainji,Readers

    This is regarding NTPC RaeBareily Accident involving many lives.


    https://timesofindia.indiatimes.com/india/ntpc-plant-boiler-explosion-18-dead-toll-may-rise-as-many-feared-trapped/articleshow/61426217.cms
    XXXXXX

    Heads responsible must be dismissed and severely punished.I pray to Bhagwan wishing the departed souls to rest in peace.


    With Regards,
    Rajkiran

    Delete
    #####################
    Capt. Ajit Vadakayil
    November 2, 2017 at 1:05 PM

    I HAVE PREDICTED SEVERAL MAJOR DISASTERS AT SEA-- AND INCLUDED IT IN THE SHIPS SAFETY COMMITTEE REPORT WELL IN ADVANCE.

    ALL OF IT CAME TRUE

    AS A CAPTAIN I COULD NOT GO TO ENGINE ROOM TO SABOTAGE , RIGHT?

    LET ME REMEMBER THE LAST ONE ABOUT A BOILER

    I RAISED THE ISSUE IN THE SHIPs SAFETY COMMITEE MEETING --AND THE STUPID SARDARJEE CHIEF ENGINEER STARTED FIGHTING WITH ME-- HE SAID MY FEARS ARE UNFOUNDED

    BASICALLY HE WAS TRYING TO KEEP HIS OWN CHAIR SAFE— AND HE DID NOT EVEN UNDERSTAND BASICS .

    #################

    I JOINED THE SHIP AT PANAMA CANAL

    THE WINCHES WERE STEAM--THE BOILERS WERE HUGE

    WHILE ENTERING THE CANAL THE WINCHES WENT PHUTTT AS BOILERS TRIPPED

    SOMEHOW I MANAGED BY GETTING ALL HANDS ON DECK TO PULL ROPES WITH SHEER MUSCLE POWER-- AND I ASKED THE PILOT NOT TO REPORT IT ( WHISKY ) AND CAUSE A DELAY

    IN SUCH SCENARIOS IF CAPTAIN PUTS PRESSURE ON HIS ENGINE STAFF--THEY BYPASS USUAL SAFETY PROCEDURES, TO SAVE THEIR OWN JOBS

    THE SHIP HAD COME OUT OF DRYDOCK ONLY A MONTH AGO, AND DURING BRIEFING AT THE US OFFICE , I FOUND THAT THE ATMOSPHERIC CONDENSER TUBES -- 900 OF THEM WERE RENEWED.

    THE BOILER WAS TRIPPING AS WATER MUST ENTER THE BOILER -- NOT STEAM

    WHEN YOU HAVE STEAM WINCHES THE " NARROW" INLET TUBES ON DECK OF A 900 FOOT LONG SHIP TAKES THE STEAM TO THE WINCHES --IT EXPANDS AFTER THE WORK IS DONE AND THE DEPLETED STEAM COMES BACK VIA A " WIDE " RETURN PIPE.

    IT S THEN CONDENSED TO WATER AND SEND BACK TO BOILER --AS A CLOSED LOOP SYSTEM

    HOWEVER IF THE STEAM IS USED TO HEAT CARGO INSIDE TANKS -- THE ENGINEERING IS REVERSE—

    HERE THE INLET STEAM TUBES ARE "WIDE" AND THE RETURN WATER TUBES ARE "NARROW" AFTER EXCHANGING HEAT-- WATER IS INSIDE THE RETURN TUBES GO BACK TO THE BOILER HOTWELL AND THEN INTO THE BOILER --AS A CLOSED LOOP SYSTEM

    I HAVE NEVER SEEN ANY CUNT ENGINEER AT SEA UNDERSTANDING THIS SIMPLE CONCEPT

    EVERY SHIP I GO, I TELL THE SHORE OFFICE TO CHANGE THE INSTRUCTIONS IN THE TECHNICAL MANUALS .

    ON CHEMICAL TANKERS IGNORANCE CAN BE DANGEROUS

    http://ajitvadakayil.blogspot.in/2010/06/steam-heating-on-chemical-tankers-capt_06.html

    http://ajitvadakayil.blogspot.in/2011/11/marine-engineering-self-examiner.html

    SO SO SO

    AFTER TRANSITTING THE PANAMA CANAL, I HELD A SAFETY COMMITEE MEETING

    I FOUND THE SARDARJEE CHIEF ENGINEER ( WE HAD SAILED BEFORE WHEN I WAS SECOND MATE ON A 3 LAKH TONNER CRUDE CARRIER VLCC-- HE WAS TRAINEE FIFTH ENGINEER ) AND HIS ENGINEERING TEAM TO BE STUPID-NAY –CUNTS .

    ANYWAY I GAVE ORDERS - -THE STEAM WINCH "WIDE" SILVER PAINTED RETURN PIPE CARRYING STEAM BACK TO THE ATMOSPHERIC CONDENSER ( ALMOST ALL TUBES CHOKED BY TOUGH SCALE ) --800 FEET IN LENGTH MUST BE PAINTED BLACK--

    THE COLOUR BLACK IS A GOOD RADIATOR OF HEAT

    THE CUNT ENGINEER DID NOT EVEN KNOW THE PROPERTIES OF SILVER AND BLACK COLOUR

    CONTINUED TO 2-

    ReplyDelete
    Replies

    1. CONTINUED FROM 1-

      THE NEXT FIAT WAS-- TILL THE 90% CHOKED TUBES OF THE ATMOSHPERIC CONDENSOR WAS CLEARED , THE STEAM WINCH MUST BE KEPT ROTATING IDLE --FOR AT LEAST 20 MINUTES BEFORE ACTUAL USE

      THIS WAS TO PREVENT JHATKA ( SURGE )- WHERE WATER FROM COLD RETURN PIPES GOES INTO THE BOILER FIRST AND THEN SUDDENLY HOT STEAM ENTERS

      JATKA CAN MAKE HONI INTO ANHONI-- AND ANHONI INTO HONI ( MAKE OR BREAK WHERE REVERSE HOLDS TRUE )

      I USED JHATKA AS A CHANGE MANAGEMNT TOOL TOO.—THE FAMOUS VADAKAYIL KALARI TAP ON NOSE

      LATER I USED THE SAME JHATKA PRINCIPLE TO CLEAR THE SCALE CHOKED TUBES WITH HOT STEAM AND COLD FREON GAS

      http://ajitvadakayil.blogspot.in/2011/10/marine-engineering-self-examiner-water.html

      YOU KNOW HOW A CHAMPION RACE HORSE FEELS WHILE IN THE SOLE COMPANY OF DONKEYS -- AND HE IS FORCED TO BRAAAAY --JUST TO BLEND IN AND BE PART OF THE FUCKIN’ TEAM

      LATER THE SAME BOILER FURNACE HAD A EXPLOSION ( THE WEAK AREA OF THE FURNACE GAVE WAY ) AND SAVED THE SHIP-- I KNEW THE SPOT ..

      WHEN THE FURNACE EXPLODED I ASKED THE CHIEF ENGINEER TO CHECK THE DELIBERATE WEAK CRUMPLE ZONE SPOT AND HE CONFIRMED IT— LEST THE EXPLOSION BECOMES A BOMB . HERE A BOMB IS CONVERTED TO A WEAK POOFFFF

      I HAD PREDICTED THIS A WEEK IN ADVANCE AND SEND SEVERAL MESSAGES TO THE SHORE BOSSES.

      THIS WAS ABOUT THE WATER WALL PROTECTING THE REFRACTORY. IF THERE IS NO WATERWALL THE REFRACTORY OF THE FURNACE BECOME WHITE HOT --AND BECOMES A PERMANENT HEAT LEG OF THE FIRE TRAINGLE

      IN BOILER FURNACE-- AS SOON AS THE BOILER TRIPS HUGE FD FANS INJECT FRESH AIR BY ACC ( AUTOMATIC COMBUSTION CONTROL )

      SO SO SO

      HEAT IS THERE . FRESH OXYGEN IS INJECTED AND FUEL REMAINS IN A PUDDLE ( FURNACE OIL ) AT THE BOTTOMF THE FURNACE AS THE INJECTION NOZZLE AND SWIRLER IS NO GOOD WITH IMPROPERLY MAINTAINED OIL TEMPERATURES FOR FUEL INJECTION VISCOSITY

      http://ajitvadakayil.blogspot.in/2011/02/naive-sailor-low-sulphur-fuels-capt.html

      ASK ANY MARINE ENGINEER ANYWHERE ON THIS PLANET TO READ THIS COMMENT AND EXPLAIN THE GIST-- HE WILL SHIT IN HIS ENGINEERING LANGOT AND KEEP QUIET. HE WILL NOT BE GOOD ENOUGH TO COMMENT

      FUCKIN' CUNTS !

      READ THE SOLE COMMENT IN THE POST BELOW--

      http://defenseblog-njs.blogspot.in/2012/09/ins-vikramaditya-trial-malfunctions-to.html

      http://ajitvadakayil.blogspot.in/2011/01/economiser-on-chemical-tankers-capt.html

      http://ajitvadakayil.blogspot.in/2011/01/naive-sailor-fire-fighting-capt-ajit.html

      http://ajitvadakayil.blogspot.in/2011/02/me-crankcase-oil-mist-detector-alarm-on.html

      http://ajitvadakayil.blogspot.in/2011/02/main-engine-scavenge-fire-on-chemical.html

      BELOW IS AN EXAMPLE OF JHATKA—HONI CAN BECOME ANHONI

      http://ajitvadakayil.blogspot.in/2012/05/liquid-hammer-on-chemical-tankers-capt.html

      capt ajit vadakayil
      ..

      Delete

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