Reflections marine engineering Essay Example

specifications were 0.Mm, and the piston clearance should be between 0.Mm and 0.Mm. Both of my piston rings met these specifications. Following the manufacturer's service guide, I inspected the bearings, needle rollers, wrist pins, all of which were in good condition. To measure the runout of the crankshaft, I used a dial gauge. The maximum allowable runout for the crankshaft was 0.Mm. However, the top journal failed this test as it measured 0.Mm, which could potentially cause damage to the bores due to its uneven circle shape. I also measured the side clearance and axial play of the con-rod. The maximum allowable side clearance was 0.45, and the axial play should be 0.Mm. Both measurements were within acceptable limits.

During our examination of fuel systems, we took apart a two-stroke outboard motor's fuel pump and identified all its components. This gave me a basic understanding of fuel pumps and their operation.

We then dismantled a mechanical fuel pump and tested its operation on an engine. We checked the outlet side of the pump for pressure as well as the inlet side.I have gained knowledge and skills in dismantling carburetors and identifying their air and fuel circuits, including checking the needle valve and seat for functionality. It is important to note that a bad needle valve can lead to either an excessive or insufficient amount of fuel entering the carburetor, ultimately affecting performance and fuel efficiency negatively. Additionally, I have learned the importance of organization during the dismantling process by using provided trays to keep track of components, using the correct tools effectively. Dismantling components in a logical order has also taught me to understand the

parts being removed and think proactively. By noting the positions of jets, valves, and external linkages, it becomes easier to comprehend the carburetor's operation and circuits. During the dismantling process, I named the components and examined jet and choke sizes, as well as assessed the condition of the secondary jet which appeared below average and could impact carburetor performance. Lastly, I conducted a thorough visual inspection of the float, needle, and seat, all of which were found to be in satisfactory condition.While servicing an outboard's transmission, I learned about the importance of checking the float level by removing the gasket and positioning the float using its own weight. I also learned how to adjust the clearance between the lip and needle valve by bending the seat lip, with the recommended float setting being 1.1mm. These tasks provided valuable insights into fuel systems and effective dismantling and assembly techniques.

In the cooling system, I gained knowledge on handling coolant safely and understanding the risks associated with hot metal parts, scalds and burns from hot water and steam, as well as potential injuries from moving engine parts. Additionally, I learned about corrosion issues and the hazards of anti-freeze splashes in the eyes. This experience taught me to exercise extreme caution when working with cooling systems.

During the cooling system service, we meticulously identified and named all components while also listing two common faults. Specifically, we discovered that if the water pump operates in the wrong direction, the propellers will turn in the opposite way, which unfortunately cannot be rectified. Furthermore, I acquired knowledge about heat exchangers, potential coolant leak areas, coolant flow dynamics, timing of thermostat opening, coolant blockages,

and proper cooling system flushing techniques. This experience equipped me with effective problem-solving skills for cooling systems and maintenance practices.

In reflection four, I focused on servicing the transmission of an outboard motor.

We provided maintenance for an outboard transmission, which involved noting the condition of the outboard and recording it on the service sheet for future reference. We checked for overheating, overcooking, oil/water contamination, and pressure tested the system. Additionally, we inspected the housing for distortion and corrosion, examined the water pump, gears, bearings, gear selection, engagement area, steering place position, prop size, and prop boss. We used specialized tools to prevent damage to the components. An exploded view of the gear-case was provided and we had to rebuild it.

Before proceeding with repairs, we had to evaluate the overall condition of the unit after dismantling it. It's important to consider any pre-service conditions the customer may have informed us about. We conducted pressure and vacuum tests on the gear-case and inspected various components such as the gear case housing, drive shaft housing, pinions, balls, bearings, thrust washers, lip seals, "o" rings, shift oil pump for gears, relief valve, pump housing, pump screen, and all threads and machined surfaces. We utilized a dial gauge to check the run-out of the drive shafts and examined the bearing surfaces for pitting or damage.

We also learned how to use a service tool sleeve to check the drive shaft. Using a dial gauge, we assessed the Max prop shaft run-out on the propeller shaft and examined its bearing surfaces for pitting or damage.

During the dismantling process of marine out-drive on stern-drives, we followed the manufacturer's instructions. We carefully

inspected all components and identified the gear type and engagement. Additionally, we calculated the gear ratio and made necessary gear adjustments and bearing preload requirements. To ensure proper operation, we checked the engagement and assembled the out-drive according to the manufacturer's instructions.

This experience allowed me to learn and apply safe workshop practices as well as understand and utilize specialist equipment correctly. Furthermore, I gained knowledge on following manufacturer's service instructions and correctly identifying the type of engagement and gear set. I also acquired skills in dismantling and reassembling the transmission.

In aligning the propeller shaft, we utilized metal plates at the four corners. After aligning it, we used a feeler gauge to check for even clearance all throughout. This process provided me with the ability to align a propeller shaft accurately.