Second Engineer interview questions

I plan from the planned maintenance system, the ship's schedule and the condition of the machinery. Each week I agree the main jobs with the Chief Engineer, and each morning I hold a short meeting with the engineers and ratings: who does what, the hazards, the permits needed and the spare parts.

My priorities are: first, anything that affects safety or the ship's ability to sail, such as critical equipment, emergency equipment and pollution prevention; second, PMS jobs that are due, especially before port stays when we can stop machinery; then improvements and housekeeping.

I make sure every job is properly closed in the PMS with the findings and the parts used, because good records help the next engineer and satisfy inspections.

At the end of the day I report to the Chief Engineer what was done and what is left, and I adjust the plan for rest hours and watchkeeping duties.

The overhaul is planned in advance with the Chief Engineer: the time available in port, permission from the port and the charterer if needed, the spare parts, special tools and the crew.

Safety steps before starting: engine stopped and the turning gear engaged with the starting air isolated and vented, permits signed, the bridge informed, and the engine allowed to cool down before opening the crankcase.

Then the work follows the maker's manual: removing the cylinder cover and the piston, inspecting and measuring the piston rings and grooves, the cylinder liner wear, and the piston crown burning, and recording all the readings for trend analysis.

On reassembly, I use the correct tightening procedures with the hydraulic tools, check clearances and make sure nothing is left inside. Before starting, the engine is turned on the turning gear with the indicator cocks open, then tested. I report the findings to the Chief Engineer and complete the PMS.

An oil mist alarm can mean overheating inside the crankcase and a risk of crankcase explosion, so I treat it as real until proven otherwise.

1. Inform the bridge and the Chief Engineer, and reduce the engine speed (slow down) as the procedure requires, or stop if the bridge confirms it is safe for navigation.
2. Keep people away from the crankcase doors and relief valves.
3. Do not open the crankcase until the engine has cooled down for the time stated by the maker, because fresh air entering a hot crankcase can cause an explosion.
4. Keep the lube oil pumps running to cool the bearings, and check temperatures from a safe position.
5. After cooling, inspect for hot spots: bearings, crosshead, chain drive, signs of white metal.

I record everything and find the root cause before restarting. A false alarm from a dirty detector is better than ignoring a real one.

Signs include a high exhaust temperature on one unit, high temperature in the scavenge space, sparks or smoke from the scavenge drains, loss of power and surging of the turbocharger.

My actions:

1. Inform the bridge and the Chief Engineer, and reduce speed to reduce the fuel supply.
2. Cut off fuel to the affected unit if possible, and increase cylinder lubrication according to the maker's instructions.
3. Close the scavenge drains to prevent the fire from spreading.
4. Keep the area clear and monitor; most small scavenge fires burn out in a short time.
5. If the fire does not die out, stop the engine and use the fixed fire-extinguishing system for the scavenge space.

Afterwards I inspect the scavenge space, piston rings and liner when the engine has cooled. The causes are usually blow-by from worn piston rings, excessive cylinder lubrication or poor scavenge space cleaning, so prevention is regular inspection and drain checks.

Critical equipment is the machinery whose sudden failure could cause a dangerous situation, as defined in the ship's SMS, such as the main engine, steering gear, generators and emergency equipment. For these I make sure the maintenance is never overdue and the minimum spare parts are always on board.

I keep the spare parts inventory in the PMS up to date: every part used is recorded, and when stock goes below the minimum, I prepare the requisition early, because spare parts can take weeks to reach the ship.

Before major overhauls I check the parts physically, not only on the computer, because the stock in the system and the stock on the shelf can be different.

I also keep the store rooms organised and labelled. When an engineer needs a part at night during a breakdown, he must be able to find it quickly.