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How To Stop Grinding Your Teeth Bruxismo Y Scavenge Fires - How to Prevent & Extinguish Marine Main Engine
Scavenge fires come from oil igniting at the combustion air inlet ports inside scavenge spaces on main engine diesel engines. They are frightening and dangerous, nonetheless they can be avoided by undertaking good watch keeping duties and regular upkeep of the fuel system and fuel injectors.
Scavenge fires originate from lube-oil, diesel or heavy fuel oil gathering around the area in the scavenge ports. This is ignited by sparks form the combustion area passing the piston rings and in contact with the flammable oil. It is section of the watch keeping engineers remit to be familiar with the delimas, control and prevention of scavenge fires however engine. It is also imperative the scavenge spaces needs to be cleaned out at every opportunity in port and regular inspection with the scavenge drains to the sludge tank carried out by the watchkeeper.
The following sections examine scavenge fires and also the actions required of the senior watch keeping engineer,
The senior watchkeeping engineer with a main engine diesel engine should familiarise himself while using fuel system. This entails knowledge of how the fuel is purified by centrifuge and kept in the ready use tanks plus the fuel pump and injection system. He should also be aware with the Chief Engineers standing orders regarding fuel oil injector nozzle cooling temperatures, fuel oil temperatures, fuel oil filter change intervals and keep these in her watchkeeping duties.
This is normally done by the third engineer; I used to get it done whilst on watch during quite sea passages. I sailed with one Chief who insisted that this Second engineer performed the maintenance. In any case the Chief or Second should at the very least witness the testing in the injectors.
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The ship should carry a lot of spare fuel injectors; enough to alter a couple at every port and leave a few of spares to change after scavenge fires.
The spare injectors ought to be stored in racks using the nozzles well clear from the deck to avoid acciDental knocks which could block the nozzle atomising holes.
The injector must be gripped in a very vice containing jaw protectors and also the nozzle removed. The parts ought to be washed in diesel and then any clinker carefully taken out of the face of the nozzle using a copper scraper.
The nozzle should then be gripped inside the vice along with the needle ground in to the seat using fine grinding paste. Once again wash the nozzle and needle carefully ensuring all the grinding paste has become removed. Dry all parts and reassemble the injector, connecting the inlet for the injector testing pump outlet. Pump inside the pressure to the recommended level and adjust the spring accordingly until the injector needle lifts and fuel is injected into a suitable receptacle.
At the recommended pressure the atomisation with the fuel should be visible plus a squeak should be simultaneously heard. No dripping from the nozzle after atomisation is permitted.
Record the injector serial number, pressure which it lifted at and date of test, in the injector maintenance log and re-rack, ready for witnessing from the Chief or Second if needed. Be sure to mark for the injector that it has been tested.
Finally, anything about safety - marine diesel engines fuel supply reaches high pressure and if using heavy fuel oil will be very hot; I still need the scar on my wrist from an oil spill when I was changing an injector. That was 1967 when I was an engineer over a Sulzer engined Denholm Company Sulphur Tanker. Yuc! What a reek, glad I wasn't a Deck Officer.
Also when testing a fuel valve about the test rig do not put you hands anywhere nearby the atomising fuel, and wear goggles!
A sketch of the injector plus a scavenge space is shown below;
Regular maintenance of the piston, rings and liners ought to be carried out, depending on the Chief or Second engineers maintenance programme that will involve the periodic pulling of a piston (more so if a particular cylinder has a record of scavenge fires) along with the examination from the rings and liners. A survey of these needs to be carried out to make sure that all components are inside makers recommended specs.
Rings needs to be checked for defects and clearances, liners being checked for scratching, wear and ovality.
Regular purifying in the fuel oil by centrifuge, whether it be diesel or heavy fuel must be carried out to ensure an acceptable clean availability of fuel to the main engine. I had issue with scavenge fires using one ships engine and was obtaining a lot of stick as I maintained the fuel injectors. However we'd a new Fourth who, against his Junior Engineers advice still did not clean the oil filters or centrifuges regularly. The dirty fuel blocked the injector nozzles causing them to leak after atomizing, leading to scavenge fires. The junior finally came to me for advice; I promoted him as well as the Fourth got the boot on the next port and sent home ' no more scavenge fires, so I cannot emphasis enough the importance of fuel oil filtering and centrifuging.
Page 2 continues the complexities of scavenge fires; along with the method of extinguishing them.
This used to be done by individual cylinder lubricators which in fact had their reservoirs stuffed with lube oil every watch and pumped metered levels of lube oil towards the different cylinders, piped via quills inside cylinder walls. Nowadays I believe it is all area of the lube oil system, but the principles are probably similar. The main problem is over-lubrication, again whilst on the ocean we were experiencing high numbers of lube oil usage, combined with scavenge fires. The lubricators supply oil for the cylinders through quills connected towards the cylinder liner walls along with the lubricators might be operated by hand if need be. The culprit was an Indian greaser who whilst topping up the lubricators was merrily hand cranking away with the lubricators to have the level down so he could put an entire Quart of oil inside reservoir! A quiet word in the lug along with a boot in the whatsit sorted this. So it is imperative that you record how much lube oil used per day with the main engine, and adjust the production accordingly.
Once a scavenge fire starts, hit the engine room emergency button, reduce the engine to its slowest possible revolutions this will limit the quantity of fuel oil being admitted to the cylinders. It will also reduce the quantity of combustion air to the cylinders, decreasing the oxygen content being supplied towards the scavenge fire.
The fuel have to be isolated to the cylinder in which the fire is occurring by lifting the relative fuel pump plunger clear with the operating cam. The bridge ought to be informed and also the engine room telegraph put to dead slow ahead, recording the times and the movements inside the log book for future reference.
This might appear a lot to do at once, but I have had some serious scavenge fires while senior watch keeper on Sulzer two-stroke main engines and it may be done with a little help through the recently startled off-duty engineers (most of us have been awakened from the banshee wail in the engine emergency siren and subsequent slowing down in the engine beat)
The watch keepers The senior engineer should remain in the controls, junior engineer adjusts the seawater on the lube oil and jacket coolers maintaining operating temperatures.
Other Engineers The rest of engineers should operate scavenge CO2 or mist sprays if fitted, Isolate the fuel by lifting the pump piston rod with the offending cylinders fuel pump cam, increases lube oil fot it cylinder yourself operating the lubricator to prevent the piston seizing and, keep an eye for the exhaust condition out in the flu, scavenge door temperature and drains to sludge tank. Once the greasers have cleaned out the scavenge space, the senior engineer should inspect the piston rod and gland for signs and symptoms of excessive scorching. The gland might need stripping if your springs holding the scraping rings have mislaid their tension through heat from the burning oil; excessive oil usually accumulating surrounding this area. Excessive scorching is going to be evident through the blue color from the gland top keep ring and hang up screws.
Engine room Greasers - Once it may be determined that the fire continues to be extinguished, along with the scavenge space has cooled enough for cleaning, the scavenge inspection doors should be slowly and carefully removed. The resultant carbon residue and fuel oil can scraped away then cleaned using rags leaving the room dry and clean. The exhaust gas boiler ought to be fired up to keep up boiler steam pressure and the offending cylinder lube oil reservoir kept topped up.
Note: It is many, a long time since I was a seagoing engineer, so please permit a bit of age and alcohol related brain harm to this old retired Irish marine engineer, I would be thrilled to answer any relevant queries with the comments section at the end from the article. How To Stop Grinding Teeth At Night Naturally Yours Hair Studio
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