IFR IV EM1

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The Fuel System

Fuels

Introduction

Diesel engines consume Heavy Fuel Oil (HFO) or Marine Diesel Oil (MDO, or DO). The latter type of fuel

may be used when the vessel is manoeuvring. HFO is merely a residue that remains after the refineryproess of crude oil. !t is made suitable for driving Diesel engines by adding ertain flammable substanes,

suh as MDO.

Combustion of a fuel is the hemial ombination of carbon and hydrogen with oxygen. The "uality of a fuel

is e#pressed by the word "grade", whih basially indiates how well a fuel will burn in the ylinders.

HFO is a low$grade oil and has a high viscosity. MDO is a high$grade fuel of lower visosity. !t is thinner

than HFO, and therefore it will flow more easily.

%ny fuel whose grade lies between HFO and DO is alled Intermediate Fuel Oil (!FO). &hen assessing the

"uality of a fuel, one must ta'e into consideration a large number of standard properties of fuels that will

determine its grade.

The most important properties are

Specific Gravity (density)

The specific gravity of a fuel indiates the density of the fuel ompared to that of water.

One hundred 'ilograms of water will ta'e up less spae than one hundred 'ilograms of oil.

Therefore the sg$indiation of a fuel is essential information for when the vessel is ta'ing bun'ers.

The speifi gravity is always measured at a temperature of * degrees +entigrade.

Viscosity

The 'inemati visosity indiates the resistance a liquid will experience while flowing.

% high visosity grade indiates that a fluid will resist a tendeny to flow.

% low visosity grade indiates that a fluid will flow very easily.

y preheating the fuel before it is entered into the fuel system the visosity will be lowered.

-isosity is most ommonly measured in entisto'es (t).

The t$measurement is related to the amount of time it will ta'e a speifi amount of li"uid to flow

through a calibrated orifice.

Average fuel oil re"uires a visosity grade of at the most /00 t to be able to be pumped from the

bun'er tan's into the system.

Flash Point

The flash point of a fuel indiates the lowest temperature at whih the vapour above a li"uid in losed

surroundings an be ignited by means of a spar.

%de"uate and aessible information onerning the flash points of all the flammable li"uids that are

arried on board will greatly ontribute to safety aboard vessels.

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Pour Point

The pour point of a li"uid indiates the lowest temperature at whih a fuel an still be handled. !t is

important in the proess of transferring fuel from shore!based tans or fuel$boat into the bun'ers aboard

the ship.

Specific Energy

The speifi energy indiates the calorific value of one 'ilogram of fuel $ in other words it indiates the

quantity of heat produed by the omplete combustion of one 'g of fuel.

Solubility

The ability of a fuel to mi# with another fuel, whih may result in a fuel of higher "uality, is indiated by the

solubility!factor.

Cetane-nuber

The etane number indiates the ease with whih a mi#ture of fuel and air will ignite.

The 1gn121on$"uality of a fuel will depend upon the fuel1air$rafab, the temperature and pressure of themi#ture, the density of the fuel and the ambient temperature.

Sedient

Matters suh as grit, lay and sand are non$organi substanes that our in a fuel.

These sediments an be removed from the fuel by settlement, entrifugation and filtration, depending on

partile si3e and density.

Methods to asertain the amount of sediments and water in a fuel are alled 4ediment by e#tration4 and

4&ater and sediment by entrifuge4.

Stability

% fuel an be alled stable when, even after a long period of storage, no heavy components (sediments,)

will be separated and settle on the bottom of the tan'.

Carbon-!esidue

The arbon$residue indiation is used to assess the amount of arbon deposit a fuel will ause in noles,

on piston rings, pistons, e#haust valves and e#haust gas turbines.

Cloud Point

The loud point of a fuel is defined as the temperature at whih a lear transparent fuel (DM5) will beome

ha3y or loudy due to the formation of wa# rystals.

&a# rystals, ausing engine failure, will be formed in a fuel with a high loud point when the engine is

started at a lo# ambient temperature.

"sh

%sh in a fuel refers to the amount of non$organi non!combustible materials present in a fuel, suh as

vanadium, sodium, alium, 3in, lead, iron, ni'el, et.

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$istillate fuels (Marine Diesel Oils) should have negligible amounts of ash$forming omponents.

%esidual fuels, however, ontain higher amounts of ash$forming omponents.

Sulphur

6esidual oils will always ontain a ertain amount of sulphur. The use of high$sulphur$fuels in Diesel

engines will ause severe corrosion.

#arine Fuel $il Standards

!n order to be able to assess the "uality of marine fuels, the international !O$standard is used.

%eavy Fuel $ils

The abbreviation 46M 4 stands for 6esidual Marine Oil.

+orresponding to the visosity grade of a fuel, there are now si# main groups of fuels, indiated by the

numbers 0, *, 7*, 8*, 9* and **. These groups are sub$divided again into groups that are indiated

by the letters %, , +, D, :, F, ;, H, < and =. These letters indiate the "uality of the fuel, ranging from

high "uality fuels (4%4) to low "uality fuels (4=4).

#arine &iesel $ils

There are 9 MDO$grades, indiated by the letters 5, %, and +.

&he fuel system

The easiest manner of bun'ering $ ta'ing the fuels on board $ is by gravity, for whih a differene in level

between the shore$based tan's and the bun'ertan's on board is re"uired.

un'ering under pressure is done by pumps. This standard method goes muh "ui'er than bun'ering by

gravity. However, there is more ris' of spilling.

Heavy fuel oil (HFO) is stored in the bun'ertan's $ or bun'ers. !n the bun'ertan' the HFO is preheated

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before it is pumped up.

From the bun'ertan' the preheated HFO is first passed to the settling tan's, where the fuel is onstantly

heated to lower the visosity$grade and thus "ui'en the separation of fuel from water and impurities.

efore the fuel is passed to the $aily 'ervice &ans the water and impurities are drained off from the

settling tan', after whih the proess of preheating and separation is ontinued by a heater, a purifier

and often a clarifier. The former separates water and impurities from the fuel> the latter separates

impurities from the fuel.

!n most fuel systems the settling tan's and daily servie tan's are so alled gravity tans.

?sually two daily servie tan's have been installed, so that one tan' an be filled while the other is being

used. :ah tan' has the apaity to provide the engine with fuel for 79 hours.

The low$pressure fuel pump (or "booster pump"( now draws the HFO from the daily servie tan' and

passes it to the high$pressure fuel pumps in the engine.

etween the booster pump and the high$pressure fuel pumps the fuel is first preheated and filtered by

a strainer.

% viscosity controller, or visosity regulator, he's the visosity of the fuel. &hen the visosity is too high,the fuel will have to be heated, so that it will beome thinner and suited to be entered into the engine.

Diesel oil (MDO) may be used when the vessel is manoeuvring. !t is stored in the DO bun'ertan'.

%fter the DO has been pumped up from the bun'ertan', the fuel will pass through a purifier.

From the purifier the DO enters the MDO servie tan'.

&hen hanging from HFO to DO (or vie versa), it should be avoided to ma'e this transition too abrupt.

% mixing tan to mi# the HFO with the MDO first will ensure a gradual transition from HFO to DO.

!n this mi#ing tan' the hot fuel fumes aused by the preheating of the fuel will accumulate. The mi#ing

tan' may be fitted with an air vent (or "breather)(, through whih the fuel fumes that have accumulated

an esape. That is why the mi#ing tan' is also alled 4vent tan'4.

To ma'e it even more ompliated this tan' an also be referred to as 4buffer tan'4, or 4irulating tan'4,

beause it holds a "uantity of fuel that will serve as a 4buffer4 that an be irulated and led to the engine.

) !dioms

Find out what the following words mean and learn them by heart.

abbreviation omponent gravity

aumulate onsideration hydrogen

add onsume ignite

agent rude oil ignition

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air vent Daily ervie Tan' impurities

ambient temperature depend upon intermediate fuel

assess determine latter

booster pump drain off level

breather e#periene li"uefied

alibrated flammable li"uid

alorifi value flash point measure

arbon deposit fluid no33le

arboni aid fumes orifie

larifier grade o#ygen

ombustion gradual piston ring

pour point resist storage

preheat resistance strainer

pressure settle sulphur

properties shore!based tan surroundings

provide sodium transfer

purifier solubility transition

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quantity spar vapour

ratio specific gravity viscosity

residue spilling viscosity controller

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'ubrication %n engine ontains many moving parts, and to prevent any wear or damage as a result of frition, a

lubricant must be applied between these parts.

*ubricating oil has many properties that have positive influenes on the engine.

One of its properties is its ooling$ability $ the lube o11will arry away the heat that is generated by the

friction between the various moving parts.

Furthermore, lubriating oil has the ability to prevent impurities from logging together.

!n stead, these partiles will suspend and float on the surfae of the li"uid.

This ma'es it easy to remove them.

The lube oil will also serve as an anti!corrosive agent ! it will prevent the forming of rust.

The thin oil layer +or oil film) will seal off pits and srathes in ylinder walls. This will prevent a 4blow by4 $

lea'ing of e#haust gases through the ylinder$liner.

Finally, the thi'ness of the lubriant will redue engine$noise onsiderably.

This thi'ness of lubriating oil is indiated by the visosity grade. &hen a li"uid is very "viscous) it will

resist the tendeny to flow. % liquid of low visosity, suh as water, will flow very easily through pumps

and piping systems.

&hen the engine$temperature rises, the visosity of the oil will be reduced and the oil will beome less

effetive. That is why it is very important to indiate the visosity grade of a lubriant at higher

temperatures.

The lube oil is stored in the drain tan.

This oil sump, as it is also alled, is often

integrated in the double bottom.

"llage" is the spae between the surfae of

the oil and the top of the tan' and will allow

for the expansion of the oil when the engine

gets hot. The air in this spae will also

expand, and to prevent the lubriant from

being fored down by the pressure that will

arise form the e#pansion of hot air, the

drain tan' is fitted with an air i1en1.Thisair vent, or breather, serves as an escape for

the hot fumes that have accumulated in the

drain tan'. !n a forced lubricating system the

lube oil is pumped from the drain tan' to

the distribution branches in the engine and to the

shafting. efore it is entered into the engine the used

oil must first be filtered and ooled by seawater or fresh water.

'ubrication in a crosshead engine

!n a rosshead engine oil bores lead the oil through the cranshaft, cran#ebs and ran'pins. From there

the oil passes from the main bearing to the cran, connecting rod, rosshead, crosshead guide shoes and

crosshead guides.

'ubrication in a trun engine

*ubricating arrangement of a $iesel -ngine.

breather pipe

sounding

rod

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The rotating ran' auses an oil mist when it throws up the lube oil.

The oil passes through the main lube$oil supply line to the cranshaft!bearings and camshaft! bearings,

after whih the used oil is passed through strainers before it returns to the drain tan'.

efore the lubriating oil is entered into the system again, it must be purified by another strainer in the

drain tan'. The oil!level in the drain tan' an be measured with a sounding rod and read from a level gauge.

) !dioms


ability ran'web level gauge

aumulate rosshead guide level

agent rosshead guide shoes li"uid

air vent derease lube oil

allow for distribution branhes lubriant

anti$orrosive esape lubriate

apply e#pand lubriating oil

bearing fored lubriation lubriation

breather frition main

amshaft bearing fumes measure

onneting rod generate noise redution

ontain grade oil bore

ran' impurities oil sump

ran'pin integrate oil mist

ran'shaft layer properties

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purify serve supply line

redue shafting ullage spae

redution sounding rod visous

remove strainer wear

seal suffiiently worn

Cooling the Engine

$ue to the very high temperatures aused by the combustion of the fuel and the friction between the

various moving engine parts, ooling of the engine is neessary to reduce wear and thermal deformation as

a consequence of the onstant expansion and shrining of these engine parts.

The engine parts that require ooling are

$ the ylinder +liners and covers( the ylinder is ooled by in@eting the oolant between the ylinder liner

and the ylinder /acet. The most common oolant is fresh water.

$ the piston when the piston goes up and down, the oolant (oil) will enter through the piston rod bore and

will leave through the inside return pipe>

$ exhaust valves and housings),

! fuel valves, espeially around the atomisers0

! the housing of the e#haust gas turbines>$ rosshead guides and rosshead guide shoes.

Coolants

The oolants that are used in the ooling proess are seawater, fresh #ater, oil and air.

The advantages of seaater as a oolant are it is free of harge and an absorb a lot of heat.

Furthermore, a seawater ooling$system an be made very simple sine the used seawater an be

discharged into the sea.

The disadvantages of seawater are obvious it ontains a lot of minerals that will sti' to all heated

surfaes and form a deposit. This "scale", as it is alled, must be removed, beause it will form an

insulation that will prevent exchange of heat.

eawater will also ause corrosion to the engine parts and piping.&e do use seawater as a cooling medium in an indiret ooling proess (4ooling the oolant4). efore

the oolant will be irulated through the engine again, it is ooled with seawater by a heat exchanger.

The seawater enters the ship through seawater inlets.

These inlets are fitted with sea!chests that filter the water before it is led to the heat e#hangers.

Fresh ater has the ability to absorb muh heat and will hardly ause any forming of sale.

+ompared to seawater, however, fresh water is very ostly. Therefore it is only used in losed iruits, so

that it an be reused.

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$il as a oolant has a lot of advantages.

%part from ooling, it will reduce engine$noise, beause the thi'ness of the oil will serve as a 4muffler4.

Oil is anti$orrosive and has a purifying funtion (unwanted partiles and impurities will be arried away

by the oil).

%nother advantage is, that the oil will form a thin sealing$layer that will seal off pits and srathes.

%nd, most importantly, oil has a lubriating funtion, whih, in an engine with numerous moving parts, is

a very important aspet.

However, the amount of absorbed heat per ubi metre of oil is less than that of water.Oil may also ause carbon deposit on the surfaes that need ooling.

"ir has the advantage of being free of harge. However, its disadvantage is the enormous amount of air

needed to ool a small area or surfae.

+ooling the engine tas's

) !dioms


advantage due to neessary

apply e#haust valve piston rod bore

area e#pansion purify

atomiser fresh water redue

arbon deposit frition remove

ombustion fuel valve re"uire

ommon oolant guide reuse

onse"uene guide shoe sale

ooling medium heat e#hange sea hest

orrosion heat e#hanger sealing layer

ylinder over housing shrin'

ylinder liner impurities thermal

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deformation inside return pipe wear

deposit insulation wear resistant

disadvantage @a'et worn

disharge muffler

1( Advantage and disadvantage

Fill in the advantage(s) and disadvantages(s) of the various oolants

+ooling Medium %dvantage(s) Disadvantage(s)

eawater

Fresh water

Oil

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%ir

"u*iliary Engines

Pups

%board vessels several pumping$systems are used, and they are all essential for a smooth running of all

ativities and proeedings on board the vessel.

General service pups serve all 'inds of purposes. They may, for e#ample, be used for domestic use.

+allast pups are used to trim the vessel. % proper trim will enhane safety and redue fuel onsumption. %s a

rule argo vessels should not be trimmed do#n by the head, but must be slightly do#n by the stem. =isting willour when there is a differene between draft at port side and draft at starboard side and must be remedied by

ballasting the vessel.

Fresh ater pups provide water for ooling$systems.

Fire pups are used to extinguish fires.

Fuel pups (high$pressure fuel pumps and booster pumps( supply the fuel for the engine.

'ubricating oil pups supply the lubricant tor the lubrication of engine parts.

+ilge pups are used to drain superfluous li"uids suh as fresh and salt water, s#eating #ater, oils, et. from

the holds. These pumps have been fitted with non!return valves that prevent the li"uid from flowing ba'

through the lines. efore the mixture of oils and waters is discharged into the mudbox, it is passed through a

sfra1nerthat filters the substane.

The entire pumping$arrangement on board a vessel must be interconnected, so that in ase of a pump$

failure in one system pumping an still be ontinued by other systems.

The most ommon types of pumps are the displacement pumps and the entrifugal pumps. :#amples

of displaement pumps are the reciprocating pump and the gear#heel pump.

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,he gearheel pup!n a gearwheel pump the li"uid (fuel oils and lubriating oil) enters

through the sution side.

The li"uid is then captured between the teeth of the gearwheels (ogs)

and is arried around to#ards the discharge side.

,he centrifugal pup

The entrifugal pump only wor's when it has been immersed in the

li"uid. !n its stationary casing a rotating impeller causes a entrifugal fore that will

disharge the li"uid at high velocity through the disharge line.

Centrifugal pump

,he "nchor inch

The anchor #inch is used to drop, heave in and pay out the anhor.

,he reciprocating pup

!n a reiproating pump a piston (or plunger( moves up and down and

fores the li"uid in and out of the pump chamber by reating a vauum

and a pressure fore.

!n a single acting reiproating pump the li"uid is drawn in when the

piston goes up, and is fored out when the piston goes down.

!n a double!acting reiproating pump the upward and downwardmotions of the piston ause simultaneous suction! and discharge

ations. &hen the piston goes down the lower hamber is emptied

through the disharge valve (D7) by pressure. The other disharge valve

(D) is losed by sution.

The sution valve (8) is opened by sution, allowing li"uid to enter the

upper pump hamber. The other sution valve (7) is losed by pressure.

&hen the piston goes up, the reverse proess will ta'e plae.

$ouble!acting displacement pump

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!t onsists of shafts and winding$mehanisms with braes and

clutches.

%n eletri$ or eletri$hydrauli motor drives the driving shaft,

whih drives the intermediate shaft, whih drives the main shaft.

The main shaft is divided into two setions that arry the starboard

and port gearwheels and cable lifters.

+able lifters are fitted with band bra'es that control the dropping

speed of the anhors.

The oupling between the gearwheel and the able lifter is usually

a dog clutch.

y shifting the able lifter the anhor winh will be engaged or stopped.

The anhor hain is hove in through the ha#se pipe and stored in the chain locer.

The intermediate shaft is fitted with #arping drums at its extremities.

&arping drums are used to pi' up any slac and 'eep the shipAs lines tight.

They are also used to shift the vessel)s berth. !n this way the vessel will not have to use her engines

when shifting berth along the embanment.

,he Steering Engine

% telemotor is a motor that is operated by means of remote control.

% typial e#ample of the telemotor is the steering engine,

Anchor #inch +#indlass(

#

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whih operates the rudder.

!t is bridge$ontrolled, whih means that it is operated from the

bridge by the mate or the helmsman.

The most ommon type of steering engine consists of a

starboard$ and port ylinder, in whih rams are actuated by

eletroni signals that are transmitted when the steering

wheel on the bridge is turned.

The two rams are connected to eah other by a s#ivel bloc ina crosshead. The rosshead is fi#ed to the tiller. This tiller has

an opening, alled the rudder trun.

The rudder stoc is part of the rudder and goes through rudder trun'.

&hen the steering$wheel is turned, the pressure in the hydrauli system is built up, foring the ram in

one of the ylinders to be pushed out and the other ram to be pushed in. This atuates the

rosshead with the swivel blo' and the tiller, ausing the rudder to turn and the ship to ma'e an

alteration of course.

The e#haust gas boiler

The effetive power obtained from heavy fuel oil (HFO) is about *0B

(provided that both engine and engineers perform their tas's well).

This means a heavy loss of energy, whih for the ma@or part is wasted inthe e#haust gases through the flue and funnel.

These gases are very hot, and by 4apturing4 this heat before it esapes

into the air, they are passed through an e#haust gas boiler.

The position of the e#haust gas boiler, or waste heat boiler, may be in the

engine room or in the funnel.

The idea is "uite simple in stead of letting the e#haust gases esape from

the engine through the flue and funnel, the gases are first passed through

a boiler.

The type of boiler that is used for this purpose is often a so alled fire tube

'teering engine

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boiler.

!t has a steam hamber in its hemispherial top.

The boiler shell onsists of steel plates that are welded together.

To prevent any thermal loss and to protet the boiler shell from being damaged by the heat, fire bri's

are used.

:#haust gases enter the boiler through the e#haust gas inlet. The e#haust gases heat up ban's of fire

tubes, whih heat up the water in the boiler. The e#haust gases then leave the boiler through the

e#haust gas outlet.The water in the boiler is turned to steam, whih may be used for heating purposes. On large vessels

the steam may even be used to drive a turbo$generator that will produe eletriity that an be used to

drive au#iliary engines or for the lighting system.

The e#haust gas boiler is often fitted with an oil$firing installation. !n suh a ase the boiler is alled a

ompound boiler, whih means that it an be run both on e#haust gases and by oil firing when the ship

is in port and the idle engine does not produe any e#haust gases.

Generators

!n order to provide eletri power for the lighting system, au#iliaries, ranes, derri's, hathes and for

domesti use, the ship is e"uipped with one or more generators. %board vessels a generator produes eletriity of 8/0 volts or 990 volts.

The voltage an be stepped down (redued) to 770 volts or even 0 volts by a transformer.

% generator produes either alternating current +A2C( or direct current +$2C(.

% converter is used to onvert (hange) %1+ into D1+.

%lternating urrent hanges polarity about *0 times per seond (4*0 Hert34).

!n the ?..%. generators produe eletriity of C0 H3.

The main parts of a generator are the rotor, the stator and the commutator.

The rotor is a rotating eletro$magnet. !t produes a magneti field.

The rotor rotates within the stator.

%round this stator, or armature, oils of wire are wound. These oils indue (4ma'e4) eletri urrent.

The proess is alled indution. The indued urrent is olleted by the ommutator.

Carbon brushes pass the urrent to the iruit.

owadays the modern generators do not have arbon brushes beause they re"uire regular

maintenane. !nstead, the rotor is excited by the diret urrent that is delivered by the stator.

Electric otors

%board vessels the eletri motors and hydrauli systems perform most of the hard labour. They are

indispensable in daily operations. The maintenance and overhauling of eletri motors and appliances

is therefore of the utmost importane.

:letri motors and generators are similar in onstrution.The main omponents of an eletri motor are the rotor and the stator (or armature(.

!n an eletri motor the rotary motion of the rotor within the stationary stator is employed to actuate

pumps, winhes, derrics, et.

Most eletri motors are run on alternating urrent (%1+).

The old$fashioned compound motor ombines the advantages of the even more old fashioned shunt

motor and the series motor. The ompound motor has a high starting torque and a onstant running

speed.

owadays we 'now two main types of eletri motors the a-synchronous induction otor whih is

widely used aboard ships, and the synchronous induction otor whih is hardly used aboard ships.

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The advantage of a$synhronous indution motor is the la' of vulnerable arbon brushes that re"uire

fre"uent maintenane.

!ts disadvantages are the large amount of initial urrent that it re"uires, and the low starting tor"ue it

produes.

!n the synhronous indution motor three$phase alternating urrent, either 770, 8/0 or 990 volts,

passes through oils of copper #ire in the stator, reating an alternating magneti field.

+arbon brushes onvey the urrent to the rotor, whih will start to rotate.

The advantages of the synhronous motor are the small amount of initial urrent it re"uires, and itshigh starting tor"ue.

However, the synhronous motor is e#pensive, and the arbon brushes re"uire fre"uent maintenane.

Auxiliaries tass

) !diomsFind out what the following words mean as they appear in the te#t and learn them by heart.

%1+ $ D1+ arbon brushes rane

atuate asing rosshead

alteration of ourse hain lo'er delivery line

alternating urrent ogs derri'

anhor winh oils diret urrent

appliane ollet disharge

armature ombine displaement pump

arrangement ommutator dog luth

band bra'e ompound motor domesti

ban's of fire tubes ompound boiler down by the stern

bilge pump onsist of down by the head

booster pump ontrol drain

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bra'e onverter dropping speed

able lifter onvey effetive power

apture opper emban'ment

employ hatch main components

engage ha#se pipe maintenance

engineer heave in mate

escape helmsman mention

excitation hemisphere mixture

excite idle mudbox

exhaust gas boiler immerse non!return valve

extinguish impeller obtain

extremity indispensable occur

failure interconnected oil!firing

fire brics intermediate opposite

fire tube boiler labour overhauling

fitted #ith latter pay out

flooding lighting perform

flue lightning plunger

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former list po#er failure

funnel lube oil provide

gear#heel pump lubricant pump chamber

ram single ating thermal loss

reiproating sla' tight

reover sphere tiller

redue spherial towards

remote ontrol starting tor"ue transmit

rotary motion stationary trim

rotating statute mile veloity

rudder steam hamber warping drum

rudder trun' steering engine waste

rudder sto' strainer waste heat boiler

shaft sution weld

shift supply windlass

shifting berth sweating water wire

simultaneous swivel blo'

:ngineering Trouble hooting

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Give the Standard ,rouble-Shooting $rder {" remedy " ) that ill solve the proble that is

described.

Standard Trouble-Shooting Orders

/Chec...../0

/$verhaul.....//$verhaul or replace if nee....../0

/!eplace ...../0

/Install...../0

/!eove...../0

/Clean ...../0

/"d1ust...../0

/,ighten ...../0

/2se proper (right) grade ...../

/%eat up ...../0

/!aise tep....../0

/Fill...../0

/!educe level (drain)...../0

/2se ...../0

/Charge...../0

/$pen ...../

/Close ...../

used very generally.

e#tensive repair.used with mehanial applianes and parts that have

been omposed of various omponents

(e.g. valve$mehanisms, pumps, et.).

!f item is beyond repair replae.

ta'e out the old part and replae it by a new one.

when parts are missing.

ta'e away something that shouldnAt be there

(e.g.4remove sale4, or 4remove obstrution4.)

e.g. the outsides of engine parts.

set orretly in relation to other omponents

(e.g. valve learane).

when omponents are not properly onneted

(onnetions, lines, wires, et.).

in ase of an improper (too low) visosity or etane$grade.

when it is neessary to lower visosity grade of oily li"uids.

heat up the engine room when starting at low ambient

temperature.

in ase of an empty reservoir (tan').

in ase of a tan' that has been filled without ta'ing into

aount the ullage$spae.

any aid that will solve the problem (e.g.4?se transfer pump4

when higher pumping$apaity is alled for).

when a battery is underharged.

something that should not be shut.

something that should not be open.

IFR IV EM1

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Transcript of IFR IV EM1