ENGINEMAN 1 & Cproper operating condition and to minimize theoccurrence of casualties caused by materialfailure.A comparatively minor engine malfunction,if not recognized and remedied in its early stages,might well develop into a major casualty. You andyour work center personnel must be able torecognize the symptoms of any developingmalfunction by using your senses of sight,hearing, smell, or even touch or feel(heat/vibration).Your personnel must be trained to payparticular and continuous attention to the follow-ing indicators of oncoming malfunctions:1. Unusual noises2. Vibrations3. Abnormal temperatures4. Abnormal pressures5. Abnormal operating speedsAll operating personnel should thoroughlyfamiliarize themselves with the specifictemperatures, pressures, and operating speeds ofequipment that are required for normal operation,so that any departure from the normal willbecome more readily apparent.If a gage, or other instrument for recordingoperating conditions of machinery, gives anabnormal reading, the cause of the malfunctionmust be fully investigated. Normally the installa-tion of a spare instrument, or a calibration test,will quickly indicate whether the abnormal readingis due to instrument error. Any other cause mustbe traced to its source.Because of the safety factor commonly incor-porated in pumps and similar equipment, con-siderable loss of capacity can occur before anyexternal evidence is apparent. Changes in theoperating speeds (from those normal for theexisting load) of pressure-governor-controlledequipment should be viewed with suspicion. Mostvariations from normal pressures, lubricating oiltemperatures, and system pressures indicate eitherinefficient operation or poor condition ofmachinery.When a material failure occurs in any unit,a prompt inspection should be made of all similarunits to determine whether there is any danger thata similar failure might occur in other units. Thecause of the failure must also be determined andcorrected in order to avoid repeated failure of thesame or similar components. Prompt inspectionmay eliminate a wave of repeated casualties.Strict attention must be paid to the properlubrication of all equipment, including frequentinspection and sampling to ensure that the cor-rect quantity of the proper lubricant is in the unit.It is good practice to make a daily check ofsamples of lubricating oil in all auxiliaries. Suchsamples should be allowed to stand long enoughfor any water to settle. When auxiliaries have beenidle for several hours, particularly overnight, asufficient sample to remove all settled watershould be drained from the lowest part of the oilsump. Replenishment with fresh oil to the nor-mal level should be included in this routine.The presence of saltwater in the oil can bedetected by drawing off the settled water by meansof a pipette and by running a standard chloridetest. A sample of sufficient size for the test canbe obtained by adding distilled water to the oilsample, shaking it vigorously, and then allowingthe water to settle before draining off the test sam-ple. Because of its corrosive effects, saltwater inthe lubricating oil is far more dangerous to a unitthan is an equal amount of freshwater. Saltwateris particularly harmful to units containing oil-lubricated ball bearings.The information given so far relates to theinspections that Enginemen make on operatingengines (either diesel or gasoline). Since the Navyuses more diesel than gasoline engines theremainder of this chapter will deal with dieselengines and with the inspection and maintenanceprocedures that are required by the plannedmaintenance system (PMS) and the manufac-turers’ technical manuals.COMPRESSION AND FIRINGPRESSURESReadings of the compression and firingpressures must be taken every 200 hours for thetrend analysis graphs. They may also be taken atother times when engine operating conditionsrequire additional monitoring such as when anengine misfires, fires erratically, or when any onecylinder misfires regularly. There can be manyreasons for an engine to misfire, some of theseare a clogged air cleaner/filter, an engaged fuel3-2
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