Third Engineer interview questions

The Third Engineer is an operational-level officer who keeps a watch or acts as duty engineer, and is responsible for a group of machinery under the Second Engineer. On most ships, and on my last vessel, that includes:

• Diesel generators: running condition, maintenance and overhauls by the PMS.
• Boilers and steam plant: operation, water tests and treatment, burner maintenance.
• Air compressors and other auxiliaries assigned by the company.
• Watchkeeping: rounds, readings, alarms and the engine logbook; UMS duty engineer on unmanned ships.
• Assisting with main engine overhauls, bunkering and fuel transfers.

The exact split depends on the company, but in every case the Third Engineer should know the ship's electrical supply and the generators well, because a blackout is one of the most serious engine room emergencies.

1. Start the generator and let it warm up; check the lube oil pressure, cooling water temperature and that it runs smoothly with no leaks.
2. Check the voltage and frequency of the incoming generator and adjust them to match the busbar.
3. Synchronise: using the synchroscope, I adjust the incoming generator's speed so the pointer turns slowly in the "fast" direction, and close the breaker just before the 12 o'clock position, when voltage, frequency and phase match. Most ships have an automatic synchroniser, but I must be able to do it manually.
4. Share the load: increase the speed of the incoming generator and decrease the other, until the load is shared evenly or as required by the power management system.

If the breaker is closed out of phase, it can cause a large current, damage and a blackout, so I never hurry this step.

A low water level is dangerous: if the burner keeps firing without enough water, the tubes can overheat and be damaged.

1. Check the burner has tripped on the low-low level safety, or stop it manually.
2. Check the actual water level in the gauge glass, and blow down the gauge glass to make sure it shows the true level.
3. Find the cause: feed pump failure, feed water control valve fault, low level in the cascade or hot well tank, or a leak.
4. If the level is out of sight in the gauge glass, I do not add feed water to a hot boiler, because cold water on overheated tubes can cause serious damage. I let it cool down and inform the Chief Engineer.
5. After correcting the problem, I refill and restart according to the procedure, and test the level alarms.

I record the event and report it. I also check the boiler water test results, because contaminated water can cause false level readings.

Preparation starts well before the time the bridge gives, following the company checklist:

• Power: an additional generator on load for manoeuvring, with the bow thruster in mind.
• Systems: lube oil, cooling water and fuel systems running, the main engine warmed up to the right temperature.
• Starting air: receivers full, drains clear, valves open.
• Turning and blowing: the engine turned on the turning gear with the indicator cocks open, then the turning gear disengaged and the engine blown through with air to check that no water or oil is in the cylinders, then indicator cocks closed.
• Tests: steering gear tested together with the bridge, telegraph and communication tested, clocks synchronised.
• Try engine ahead and astern, when the bridge and the port allow it.

When everything is ready I report "Engine ready" to the bridge and record the time in the logbook.

1. Raise the alarm and inform the bridge immediately with the location and size of the fire.
2. Attack a small fire with the right portable extinguisher only if it is safe and there is an escape route.
3. Isolate: stop the fuel supply with the quick-closing valves or remote stops, stop ventilation fans and close the fire dampers if the fire is not under control.
4. Follow the emergency plan: muster, firefighting teams in breathing apparatus, boundary cooling of adjacent spaces.
5. Fixed system: if the fire cannot be controlled, the Master may decide to release the fixed fire-extinguishing system (for example CO2). Before release, everyone must have left the engine room, the head count must be correct, and the space must be sealed.

Most engine room fires start from fuel or lube oil spraying onto a hot surface, so on every watch I check for leaks and that hot surfaces are insulated.