ICGSMA Bulletin - Indian Coast Guard

QUARTERLY MARCH 2013 

VOL -3 

ISSUE-11 

An insight to trouble shooters

ICGSMA 

BULLETIN 

Aims 

to provide a forum 

for communication on 

technical issues relevant 

to the ships operation 

An insight to trouble shooters

ICGSMA BULLETIN (JAN - MAR 13) 

Contents 

Technology Savvy 

1 Sustaining Expertise to Address 

onboard maintenance of Modernised 

Equipment 

3 Super Cavitation 

6 Use of Magnetic Pick up 

Technical Experience 

– Case Studies 

7 Defect Rectification on STBD Main 

Engine Control of ICGS Annie Besant 

8 Repair of Main Engine 

Exhaust Overboard Pipe 

10 Defect Rectification on Idle RPM 

on DA 

CENTER COLUMN “Common 

Paint Defect and Remedies” - Article 

covers the problems which occur after the 

painting--- C-153 

SUSTAINING EXPERTISE TO ADDRESS 

ONBOARD MAINTENANCE OF 

MODERNISED EQUIPEMENT 

Commander VR Maharshi 

ICGS Samrat 

1. The AOPV and PCV class of ship’s has 

specialized equipment like integrated Bridge 

system (IBS), integrated Automatic Machinery 

Control Systems (IAMCS) and Pollution Control 

Systems (PCS). The influx of modernized equipment 

has ensured a level of comfort in operations 

management and manpower resources. However, 

maintenance challenges are expected to increase 

in future if logistics management and cadre training 

do not simultaneously keep pace with the 

induction. 

2. There have been three different cases that 

have defined the technical challenges to the 

maintainers onboard:- 

(a) The PME was found to be 

declutching in single engine regimes while 

doing high RPM. The engine and gear box 

parameters were found to be normal. There 

were no alarms recorded in the Automatic 

Integrated Machinery Control Systems 

(AIMCS) panel. 

(b) While starting AC, a significant dip 

was observed in the ship’s main supply 

voltage resulting in Navigation equipment 

like Log, Echo sounder and ECDIS switching 

off. A sudden dip in voltage is observed 

when heavy machinery is switched on with 

direct online starters or even auto 

transformer starters. This should not have 

been the case as the associated soft starter 

should have ensured a smooth starting 

cycle. The logical diagnosis pointed towards 

a defective controller PCB that controls the 

firing cycle of thyristors in the starting cycle. 

An insight to trouble shooters 1


The thyristors themselves were found good. 

However, while the ship has changed the 

controller PCB and the three thyristors in 

the starting circuit (as a precautionary 

measure), the AC continues to trip after the 

starting cycle is complete. AC is presently 

being exploited in Direct Online starter 

mode pending further analysis of defect on 

soft starter by the OEM. 

(c) The stabiliser of the ship has a 

unique problem, its port stabiliser does not 

start from local position and the 

starboard stabiliser does not start from 

remote location. Once started the 

system performance is more than 

satisfactory. 

3. To give credit to our training 

methodologies, I do find that the average 

Yantrik /Navik after his basic training is 

reasonably equipped to arrive at the least 

denominator of maintenance on the 

sophisticated equipment being inducted. 

What I mean by the least denominator of 

training is the level to which he himself can 

apply methods taught to him at school. But, I 

will add a caveat here that the comfort that 

every maintainer settles into of being super 

operator/reset maintainer has to be avoided 

as also the urge to strait jacket every defect 

into the parameters of a previous defect 

experience. 

sometimes fail to explain what role each 

component in the sub system is performing. 

Secondly, circuit descriptions are not provided to 

explain the logic of implementing a design 

philosophy. In such a scenario there is no escape 

for continued dependence on OEM based training 

on each system prior commissioning of a ship. 

But this training has a shelf life. Once the 

trained personnel are not associated with the 

project or are posted out of the ship after their 

tenure resulting in the expertise vanishing with 

them. The subsequent commissions suffer from 

COMMON PAINT DEFECTS AND REMEDIES 

(DO YOU KNOW?) 

Many problems can occur after painting. Sometimes, 

they occur simultaneously during painting. 

Understanding the causes of some of these defects can 

make the paint job easier. Here are some common paint 

defects and their solutions: 

BLISTERING - Blistering or Swelling of paint is caused 

due to the trapping of air, moisture or solvent between 

the surface and the paint film. 

SOLUTION - Remove any unstable paint films and 

allow the wall to dry thoroughly. Then repaint with a 

recommended paint. Avoid painting under direct 

sunlight. 

4. The maintainer of a system is capable of 

handling the systems only when he knows the 

complexity of the system which is not provided 

in abinitio training. Basic training is more broad 

based and is not system specific. There goes an 

argument that the system training can be gleaned 

from manuals and documents provided it. 

However, there are two issues that have made this 

argument unsustainable, firstly the manuals are 

not as comprehensive as they used to be and 

lack of any exposure to the system and are wholly 

dependent on the available documentation which 

is not necessarily comprehensive. 

5. PRE-COMMISSION TRAINING: In the Indian Navy 

there is a concept of Pre-Commission Training 



(PCT) of 

personnel who 

are posted to 

maintain a group 

of complex 

systems. This 

allows for the 

personnel to get 

acquainted with 

the system and 

its 

documentation 

that they are 

going to 

maintain. This 

training is 

conducted in the 

training 

establishments 

which allows for 

system experts 

to interact with 

the future maintainers and share their experiences. 

On minor equipment or in case limited expertise 

exists, OEM trained personnel are called from the 

fleet/their current appointment for giving guest 

lectures so that the transfer of technical knowhow 

is passed on. So once the Individual is posted 

onboard he is better prepared to face the system 

complexities. While lack of a dedicated training 

school is a hindrance in coast guard, it certainly 

does not make the concept of a PCT untenable. A 

two week capsule course from an OEM trained 

personnel can always be conducted for an 

individual EP/Officer who is going to take up a fresh 

appointment on modernised ships. 



PATCHINESS - Patchiness or uneven finish is caused due to the 

highly absorbent nature of the surface. 

SOLUTION - Apply an extra coat of primer or use well-sealer. 

PEELING - Peeling is caused by moisture on the wall, poor surface 

preparation or using an incorrect painting system. This defect 

happens on walls as well as wood or metal surfaces. 

SOLUTION FOR WALLS - Check and repair water seepage. 

Ensure walls are dry before painting. Use an alkali-resistant 

basecoat or sealer. Patch surface defects with putty. 

SOLUTION FOR WOOD - Prime wood before painting, sand surface 

and clean off dust. 

SOLUTION FOR METAL - Remove all paint from metal before repainting. 

Prime surface and re-coat with suitable paint. 

6. CONTINUED TRAINING: A fresh approach to 

development of a trained pool of EPs could also be 

to institute the concept of continued training 

through OEMs. The DRDO’s have always carried 

out a Continued Education Programme (CEP) for its 

recruits. A CEP can be organised on any of the 

modernised equipment through the OEMs every 

two years for target audience of fresh EPs 

maintaining 

modernised 

equipment. 

This allows for 

a refresher 

course for the 

EPs and also 

allows for 

sticky problems 

to be resolved 

through free 

and frank 

discussions 

with trained 

technical 

personnel from 

the firm. In the 

absence of a 

training 

establishment 

and PCT this is 

a viable 

alternative to generate a pool of sailors on the 

target equipment. 

7. In conclusion, I would like to reiterate the 

need to develop and maintain a pool of personnel 

trained on modernised equipment so that there is 

perpetuation of a healthy maintenance philosophy 

and the dependence on OEMs is reduced in the 

ICG. The three methods suggested for such an 

approach is to conduct PCTs, do cadre 

management and/or follow the principles of CEP. I 

strongly recommend the CEP approach in the 

present scenario. 

SUPERCAVITATION 

Asst Commandant Arun Chauhan 

ICGS Bhikhaiji Cama 

INTRODUCTION 

SUPERCAVITATION is the use of cavitation 

effects to create a bubble of gas inside a liquid 



large enough to encompass an object travelling 

through the liquid, greatly reducing the skin friction 

drag on the object and enabling achievement of 

form in a liquid, calculated as the difference 

between local pressure and vapour pressure, 

divided by dynamic pressure.) Once the flow slows 

down again, the water vapour will generally be 

reabsorbed into the liquid water. That can be a 

problem for ship propellers if cavitation bubbles 

implode on the surface of the propeller, each 

applying a small force that is concentrated in both 

location and time, causing damage. 

very high speeds. Current applications are mainly 

limited to projectiles or very 

fast torpedoes, but in principle 

the technique could be 

extended to include vehicles. 

An object (black) 

encounters a liquid (blue) at 

high speed. The fluid pressure 

behind the object is lowered 

below the vapour pressure of 

the liquid, forming a bubble of 

(a cavity) that vapour 

encompasses [[[the object. 

PHYSICAL PRINCIPLE 

A common occurrence of water vapour 

bubbles is observed in a pan of boiling water. In 

that case the water pressure is not reduced, but 



FLAKING - Flaking-off of paint film is due to improper application of 

primer coat over putty, and not being completely covered. It can be due 

to application of paint on insufficiently dry surfaces. It can also be due 

to shrinkage or expansion of a surface causing the paint film to move. 

SOLUTION - Ensure that there are no gaps in covering putty with primer 

coat. Also ensure that the surface is dry and clean. 

In water, cavitation 

occurs when water pressure is 

lowered below the water's 

vapour pressure, forming 

bubbles of vapour. That can 

happen when water is 

accelerated to high speeds as 

when turning a sharp corner around a moving 

piece of metal such as a ship's propeller or a 

pump's impeller. The greater the water depth (or 

pressure for a water pipe) at which the fluid 

acceleration occurs, the less the tendency for 

cavitation because of the greater difference 

between local pressure and vapour pressure. (The 

non-dimensional Cavitation number is a measure 

of the tendency for vapour pressure bubbles to 

rather, the vapour pressure of the water is 

increased by means of heating. If the heat 

source is sufficient, the bubbles will detach 

from the bottom of the pan and rise to the 

surface as steam. Otherwise if the pan is removed 

from the heat the bubbles will be reabsorbed into 

the water as it cools, possibly causing pitting or 

spalling on the bottom of the pan as the bubbles 

implode. 



A supercavitating object is a high speed 

submerged object that is designed to initiate a 

cavitation bubble at the nose which (either 

naturally or 

augmented with 

internallygenerated 

gas) 

extends past the 

aft end of the 

object, 

substantially 

reducing the skin 

friction drag that 

would be present 

if the sides of the 

object were in 

contact with the 

liquid in which the 

object is 

submerged. A key 

feature of the 

supercavitating 

object is the nose, 

which may be 

shaped as a flat 

disk or cone and 



BITTINESS - Bittiness is caused by dirt from the atmosphere or the 

surface or from brushes that are inadequately cleaned or due to 

bits of dried-up paint that gets stirred in. 

SOLUTION - Use clean brushes and paint on clean surface and 

strain the paint through a cloth before use. 

ALGAE/FUNGUS GROWTH - Algae and fungus can grow when 

the surface is continually damp and dirty. Insufficient fungicide/ 

algaecide in the paint can also worsen the situation. 

SOLUTION - Remove algae / fungus by high-pressure washing. 

Wash again to remove any residue and allow the wall to 

dry before applying with recommended paint. 

BRUSH MARKS - Brush marks are caused due to under-thinning 

of paints or due to poor application of the final coat of paint or 

due to poor quality brush. 

SOLUTION - Ensure paint of the right viscosity is applied using a 

good brush. 

may 

be 

articulated, but 

which likely has a 

sharp edge 

around the 

perimeter behind which the cavitation bubble 

forms. The shape of the object aft of the nose will 

generally be slender in order to stay within the 

limited diameter of the cavitation bubble. If the 

bubble is of insufficient length to encompass the 

object, especially at slower speeds, the bubble can 

be enlarged and extended by injection of high 

pressure gas near the object's nose. 

The great speed required for 

supercavitation to work can be achieved 

temporarily by a projectile fired under water or by 

an airborne projectile impacting the water. Rocket 

propulsion can be used for sustained operation, 

with the possibility of tapping high pressure gas to 

route to the object's nose in order to enhance the 

cavitation bubble. An example of rocket propulsion 

is the Russian 

Shkval 

multiple nozzles. 

supercavitating 

torpedo. In 

principle, 

maneuvering may 

be achieved by 

various means 

such as drag fins 

that project 

through the 

bubble into the 

surrounding 

liquid, by tilting 

the nose of the 

object, by 

injecting gas 

asymmetrically 

near the nose in 

order to distort 

the geometry of 

the cavity, by 

vectoring rocket 

thrust through 

gimbaling for a 

single nozzle or 

by differential 

thrust for 

APPLICATION 

Supercavition can be used in a variety of 

marine applications. General application consists of 

propellers for high speed torpedoes, propellers for 

light vessels specifically designed to carry a small 

group of naval crew at high speeds. The major 

limitation in implementation of supercavitation on 

a large scale basis is that the technology has not 

yet been refined so that larger propeller blades can 

be used. Also the introduction of water jet 

propulsion has provided marine industry with a 

simpler and effective mode of propulsion. 



INTRODUCTION 

USE OF MAGNETIC PICK UP 

A Biswas, SE(P) 

C-140 

Every ignition system requires a trigger 

signal to accurately fire and deliver a high voltage 

spark from the coil. There are several ways this is 

achieved, from mechanical breaker points to 

magnetic pickups, optical triggers and other 

electronic switches which all serve the same 

function; to accurately trigger the ignition at the 

correct moment for the ideal spark timing. Now a 

days this technique is using in 4 stroke OBM and 

RIB engine for better performance 

HOW DOES IT WORK? 

The magnetic pickup is actually a wire that 

is wound around a magnet to create a magnetic 

field. Whenever this 

field changes, due to 

another metal object 

coming into the field, 

a voltage is generated. 

MSD uses this voltage as a trigger signal for the 

ignition control. An MSD Distributor incorporates a 

metal reluctor wheel with eight evenly spaced 

trigger tabs (six for 6-cylinder engines, four on 4- 

cylinders). This reluctor is mounted to the 

distributor shaft. Each time one of these reluctor 

tabs passes the magnetic pick up, a trigger signal is 

created which fires 

the MSD ignition. 

a magnet. To create the voltage for the trigger 

signal, a magnet must pass the pickup rather than a 

metal post. Magnet is installed in a crankshaft 

mounted wheel and the pickup cannot be triggered 

by anything other than the magnet so there are no 

chances of false triggering. Though these two 

pickups require different trigger sources, they 

essentially function in the same manner and share 

the same wiring and installation tips. 

POLARITY 

These pickups can only be connected one 

way to operate correctly so it is important to know 

the polarity of the wires. The magnetic pickup 

wires of an MSD Ignition Control are twisted 

together and routed in a separate sleeve with a 2- 

pin connector. The Violet wire is positive and the 

Green wire is negative. This harness connects to 

the distributor pickup or a crank trigger pickup. 

If you’re not sure about the polarity of the 

pickup you are using, there is a simple test you can 

perform by checking the engine’s timing. Check the 

timing with the pickup wires connected one way 

and then swap the wires and check the timing 

again. You will notice that the timing changes 

significantly and may appear very erratic. The 

correct connection depends on the ignition control 

that is being used. 

POLARITY+ 

Black/Orange 

White/Orange 

Black/Orange 

POLARITY- 

Black/Violet 

Black 

Black/Violet 

The pickup 

consists of a wire that 

is wound around an 

iron core rather than 

White 

Violet 

Green 

Green 



ANALOG If you are using an analog 

controlled MSD Ignition such as a 6A, 6T or 6AL 

series, SCI series, 7AL series, MSD 8 or 10 or 

Blaster Ignition, the correct connection is when 

the timing is retarded. 

DIGITAL When using an MSD Digital-6 or 

Digital-7 Plus or the Programmable Digital-7 

Ignition Controls, the correct connection is when 

the timing is more advanced. 

WIRING Routing the magnetic pickup 

wires can be very important for the performance 

of the engine. Since the pickups are delivering a 

voltage signal to trigger the ignition, it is 

important that the wires are routed away from 

other wiring, electrical components and spark 

plug wires. 

Notice that the pickup wires are twisted 

around each other in the PN 8860 harness that 

MSD supplies with the ignition. This helps create 

a field around the wires for protection and 

should be done with any other wiring of the 

pickup. Also try to route he pickup wiring as 

close to the engine block, frame. These parts serve 

as large ground planes so there is less electrical 

activity near their surface. Following these 

guidelines will help ensure the proper trigger signal 

from your pickups. PN 8862 harness features a 

special ground shield that protects the trigger wires 

from external interference. 

TESTING You can check the resistance of the 

magnetic pickups as shown below. If the value is 

out of the specifications given, the pickup is at 

fault. 



LOSS OF GLOSS - Loss of gloss is caused due to poor 

surface preparation or due to presence of oil or due to 

over thinning of paint. 

SOLUTION - Clean surface thoroughly and take all 

recommended steps for surface preparation. 

DISCOLORATION - After paint is applied, it may fade 

or discolor. This is caused by particles in the wall 

reacting with the paint when it is drying. Discoloration 

could also be caused by water seepage, or by 

contaminants in metal or wood. 

SOLUTION - Repair water seepage. Make sure the 

surface is dry before painting and apply an alkalineresistant 

or oil-based paint. 

SAGGING - Sagging happens when the paint droops 

downward after being applied on the surface. It is 

caused by the pigment separating from the paint and 

settling at the bottom of the container and comes as a 

result of insufficient stirring or shaking during storage 

or storing for too long or under too much heat or faulty 

thinning. 

SOLUTION - Avoid storing in hot locations for long 

periods. Store in accordance with the manufacturer’s 

recommendations. Thin only with appropriate 

recommended thinners. 

A CASE STUDY-DEFECT RECTIFICATION ON 

STBD MAIN ENGINE CONTROL 

ICGS Annie Besant 

INTRODUCTION 

ICGS Annie Besant is fitted with two main 

engine make M/s MTU, Germany ( MTU 12V 538 

TB 82), which are fitted in FPVs class of ships. These 

ships are fitted with MCS-4/RCS-3 control and input 

supply is through 02 nos 12 volt DC 180 AH 

batteries. 

SYMPTOMS OF DEFECT: 

During sailing on 30 Jan 13, fluctuation on 

stbd main engine combinator and abnormal 

parameters reading was observed at bridge and 

MCR. Immediately both engines were brought 



down to idle RPM, de-clutched and subsequently 

both engines were shut down for defect 

investigation and rectification. 

DEFECT DIAGNOSIS 

An earth fault indication was observed on 

battery rectifier fitted in aft engine room. The 

following checks were undertaken by the ship staff. 

(a) Battery was removed from the system and 

checked for earthing. 

(b) Charger out put was disconnected from the 

system and checked for earthing. 



WRINKLING - Wrinkling happens when the paint 

forms film-like undulating waves. Applying too much 

paint or drying during high temperatures or painting on 

a topcoat before the undercoat is dry can cause this 

defect to happen. 

SOLUTION - Avoid applying too much paint. Make 

sure no paint accumulates around bolts, rivets, etc. 

Wait until each coat dries before you re-coat. 

from sensors on stbd Gear Box were disconnected, 

the earth fault indicator was disappeared on the 

panel. On investigation, the earth fault was 

detected on stbd Gear Box terminal box (X-20) 

ahead/astern solenoid plug card( CA3106), which 

is fitted on Gear Box. During checking, plug card 

was found defective and grounded with body. 

Finally defect was liquidated by ship’s staff on 

30 Jan 13 post replacement of new plug card from 

OBS . The cold checks were carried out and found 

satisfactory. Stbd Main Engine was started for trials 

and all parameters found to be working 

satisfactorily. 

LESSON LEARNT: 

(a) Follow up the defined procedure for 

assessment / identification of defects. 

(b) Ensure sensors cables and plug cards are 

properly secured and protected from physical 

approach. 

A CASE STUDY- REPAIR OF MAIN 

ENGINE EXHAUST OVERBOARD PIPE 

(c) All terminal strips were checked for any 

grounding of cables in MCR and LOP. 

(d) All incoming and out going cable from sensors 

in main engine room LOP were disconnected one 

by one. 

(e) All control PCBs were removed and checked for 

earthing. 

(f) All power supply incoming breaker (24V DC) 

were switched off one by one. 

(g) Earthing in RCS terminal strips was checked. 

(h) Earthing in remote and local mode was 

checked. 

(j) All incoming and outgoing cables from sensors 

on Gear Box were disconnected. 

The moment incoming and outgoing cables 

ICGS Annie Besant 

1. Ship is fitted with two main engines Make: 

MTU Germany, Model: 12 V 538 TB 82. 

2. Ship’s both main engines exhaust over 

board pipes were corroded and holed at 

various places and sea water/exhaust smoke 

leakage was observed through both the 

exhaust pipes. Due to operational commitment 

the defect was taken care by affecting cold 

repair by the ship’s staff. Meanwhile joint 

inspection was carried out by local firms and 

the ship’s technical staff. The condition of the 

pipe was found to be alarming view excessive 

deterioration and position of the pipe, near the 

water line. 



BEFORE REPAIR 

subsequently assistance for repair was sought 

from AA. 

3. The design dimension of the overboard pipe 

line and the Main engine exhaust cooling is also 

connected to the overboard line. 

4. The ship berthed at No. 1 Jetty at New 

Mangalore Port for carrying out hot work repair 

AFTER REPAIR 

is 400 mm diameter with 12.5mm thickness steel. 

The overboard pipe is placed just above the water 

post ship’s deployment on 18 Mar 13 as per the 

directive of CGDHQ-3. The representatives of Local 

firm arrived onboard on 19 Mar 13 to undertake 

the repairs. The firm removed the exhaust lagging 



from the pipe line and visually inspected the 

defective pipe along with ship’s staff. Further the 

pipe lines were cleaned with wire brush and 

chipped with chipping hammer. Excessive corrosion 

was observed on both the pipes with hole up to 4 

to 6 inches dimension. 

5. The firm has rectified the defect by using 

doublers at affected areas with 6 mm steel plate. 

6. On analyzing, the extent of corrosion is 

attributable to the following reason: 

(a) Direct contact with sea water and air 

simultaneously due to its design 

(Overboard opening is just above the 

water line). 

(b) Overboard pipes are subject to high 

temperature and seawater cooling while 

the engine is running. 

(c) Ageing of the pipes (ship has 

completed 22 years). 

RECOMMENDATION 

Survey of the pipe to be undertaken in 

every ERDD/refit and complete renewal of the 

pipes may be undertaken in necessary under 

supervision of a class surveyor. 

A CASE STUDY-DEFECT RECTIFICATION 

OF IDLE RPM ON DIESEL GENERATOR 

INTRODUCTION 

A Sathish Kumar, USE(ER) 

C-133 

As part of its power generation and 

distribution (PGD) system, AOPV class of ships 

which are fitted with four Diesel Generators of 

make Cummins and model VTA-1710; each with an 

output of 400 KW and max. RPM of 1500. 

DEFECT DESCRIPTION. 

The defect pertains to one of the diesel 

generators onboard one of the AOPV. It was 

observed that the idling RPM of DG set No. 2 was 

not increasing beyond 700 from MSB remote 

adjusting knob. 

PRINCIPLE OF OPERATION. 

Each DG is fitted with an electro servo 

motor on top of the Governor’s RPM adjusting 

shaft. As the DG is started, the servo motor is 

controlled from MSB remote adjusting knob which 

rotates the governor RPM adjusting shaft and thus, 

engine RPM is stabilized. 

URGENCY OF DR. 

The ship was at sea on a long deployment 

(OSD). One out of the four DGs was already non 

operational due to defective alternator. Owing to 

defect of idling RPM on DG set No. 2, the power 

requirement of the ship was being fulfilled by the 

remaining two DG sets. There was no standby DG 

set. Consequently, DR of DG set No. 2 was critical. 

ANALYSIS AND INVESTIGATION. 

As preliminary checks, all fuel lines and 

filters were checked for leakage. Governor’s 

manual RPM adjusting knob operated from local 

and checked for rotation of RPM adjusting shaft. 

Governor oil drained and renewed. These 

measures undertaken did not yield any positive 

results towards rectification of the defect and the 

defect persisted. 

Further investigation revealed that the 

governor’s mechanical lever movement from 

hydraulic power piston for high throttle was 

sluggish during starting of the DG set. This was the 



likely cause of the low idle RPM. 

DEFECT IDENTIFICATION 

After a detailed discussion with Senior 

Engineer Officer and Engineer Officer, it was 

decided to remove and dismantle the governor for 

speculating the defect. 

A team comprising of the Senior Engineer 

Officer and two ERAs worked towards DR of the DG 

set. On dismantling the governor drive end parts, it 

was observed that a small metallic chip with thread 

strands had got stuck with the oil pump suction 

strainer. 

THE DEFECT On starting of DG set, the hydraulic 

oil is pumped through the oil pump suction strainer 

to the power piston of the governor. The power 

piston movement is transferred to the PTR Fuel 

pump via mechanical linkage for maximum fuel 

rack during starting and for further RPM 

adjustment. As the oil strainer was choked, the 

pump ceased to develop sufficient pressure to 

operate the power piston which resulted in 

sluggish mechanical lever movement to fuel pump. 

DEFECT RECTIFICATION 

The suction strainer and pipe were cleaned 

with air and re-fitted with governor. Subsequently, 

trials were undertaken and found satisfactory at 

1500 RPM on both idle and with load conditions. 

OBSERVATIONS 

The position of the governor strainer was 

intricate to locate visually from oil filling cap. 

Despite oil renewal the obstruction from oil 

strainer was not cleared. This was the main reason 

for the team in speculating the cause of defect. 

LESSON LEARNT 

The governor without oil filling strainer 

may cause ingress of foreign matter into the sump 

during routines. Care should be taken that the oil is 

added carefully using a clean container with 

portable cloth or commercial plastic strainer. 

RECOMMENDATION 

This defect may minor in nature, but equally 

unique and rare. A lot of attention is needed to 

locate and avoid complexity of such defects. It is 

highly recommended that a renewable cup shaped 

plastic strainer be incorporated on the governor of 

the DG set to prevent any kind of blockage by 

impurities. 

A CASE STUDY - DEFECT ANALYSIS ON 

RO PLANT FOR LOW PERMEATE OUTPUT 

WITH HIGH SALINITY 

ICGS Meera Behn 

The ship is fitted with 05 TPD RO Plant, 

Make: Rochem Separation. The plant was 

overhauled and DT modules were service 

exchanged in Mar 12 during SR-11 at Mumbai by 

PAC firm M/s Rochem Separation, Mumbai. The 

plant is being utilized to meet fresh water 

requirement of the ship. 

In the month of Feb 13 almost 01 year after 

overhauling it was noticed that the permeate 

output of the plant has been decreased to 125 LPH, 

whereas designed output is 208 LPH. The plant DT 

modules were chemically cleaned by RO cleaner 

33, 22 and 11 but no improvement observed. The 

salinity of permeate also observed comparatively 

high as 1700 µ cm. The permeate output further 

decrease to 70 LPH and Plant start tripping view VS 

60 (servo control valve) closure indicated by 

permanent illumination of lamp no 4 and 5 on RO 

plant panel. Indication of this defect was 

understood as malfunction/failure of servo control 

valve. 



The PAC firm M/s Rochem representative 

visited ship for defect rectification and checked 

servo control valve found satisfactory. Further 

VALVE MANIFOLD 

DISCHARGE PORT 

defect investigation reveals that LP pressure 

gauges PI 30, 40 and 50 were flickering and small 

pulsation in PI 60 was also noticed. This system 

indicates leaking HP pump inlet valves seat/plunger 

sealing. The pump valve manifold was dismantled 

and all valves/valves seats checked for wear down 

and found satisfactory. HP pump plunger V packing 

and 'O' rings found defective, same was replaced 

from OBS. The pump valve manifold was boxed up 

and plant trials taken. The output increased to 190 

LPH at 600 µ cms close to normal readings. 

CONCLUSION 

The failure of VS 60 (servo control valve) as 

indicated by lamp no 4 & 5 and reduced permeate 

output of RO plant may be occurred by worn out 

HP pump manifold sealing rings/packing resulting 

in reduced flow of sea water to DT modules. The 

symptoms can be seen by pulsation in LP pressure 

gauges PI 30, 40, 50 and considerably low brine 

discharge through over board valve. 

INLET PORT 

PLUNGER SEALING 

TROUBLESHOOTING FAX MACHINES 

AND PRINTERS 

INTRODUCTION 

ICGS Androth 

The basic troubleshooting tips for standard 

problems with printers, fax machines and copiers 

are as follows. When in doubt, be sure to contact a 

trained technician. 

PREVENTIVE MAINTENANCE 

* Have the unit cleaned regularly. 

* When removing a paper jam, always gently 

remove the paper in the direction it moves through 

the machine. NEVER “yank” the paper out. 

* Replace parts an service items when called for. 

* Replace you ozone filters regularly, if required. 

*If cleaning “wands” are supplied and required 

with toners, use them. 



* Use a surge protector on the power line and the 

phone line (for fax machines), not just a power 

strip. 

SPOTS ON THE PAGE 

If spots appear on the page, like toner is 

being “dropped” on the page, the problem is 

usually the developer unit. The developer unit is 

seldom able to be rebuilt and should be replaced. 

DOUBLE IMAGING 

The main cause of the print being 

duplicated in areas where they are not wanted is 

the fuser assembly. An improper combination of 

toner and drum in a toner cartridge could also be 

the problem. Faxing a page that has letter head 

printed with thermal ink may cause the image to 

be transferred to the rest of the page. 

PAPER JAMS 

* Moist paper or specialty paper (checks, slick 

paper) can cause jams. 

* A machine dirty with paper dust can cause a 

jamming problem. Wipe the feed tires and the 

interior of the machine with a cloth. 

DARK PAGES 

* Check to ensure the density is not set for too 

dark a setting. 

* The drum may need to be replaced. 

* The toner cartridge could have a problem. Try 

replacing to see if that corrects the problem. If it 

does, notify your supplier. 

A CASE STUDY- MODIFICATION OF MAIN 

DA SEA WATER COOLING PUMP FITTED 

ONBOARD FPV CLASS 

main DAs of Capacity 120 KW and 01 no Harbour 

DA of Capacity 80 KW Make: M/s Cummins for 

power generation and distribution on board. 

The engine coolant of these DA’s is cooled 



CHIPPING - Chipping of paint film is due to excessive 

use of putty or due to very thick coat of paint or 

defective surfaces. 

SOLUTION - Regulate the use of putty and paint. 

CHALKING - Chalking occurs when ultraviolet rays 

cause the paint binder to disintegrate. It can happen 

when interior paints are used for exterior surfaces. 

SOLUTION - Remove any unstable paint films. Allow 

the wall to dry thoroughly, and repaint with a 

recommended paint. Make sure the paint is not 

adulterated with foreign materials. 

CISSING - Cissing or tiny craters are caused by oily or 

greasy surface/due to water based paints being 

applied over glossy or smooth enamel paints. 

SOLUTION - Clean the surface thoroughly with soap 

solution and water. Roughen the enamel paint with 

Sandpaper or use a barrier coat of matt primer. 

EFFLORESCENCE - Efflorescence or formation of 

white powdery deposit on walls after painting is 

caused due to salts present in the building material 

like brick and mortar, which surface later on. 

SOLUTION - Give a long time gap between 

plastering and painting (about 6 months including 

one monsoon) Use paint with a porous film like 

emulsions and distempers. 

INTRODUCTION 

BA Waghmare, USE (ER) 

ICGS SK Chauhan 

FPV class of ships is fitted with 02 nos of 

by sea water through sea water pumps. The 



existing sea water pump fitted on Main DA is gear 

driven and has a capacity of 90 LPM. The existing 

fitted pump has a rubber impeller to boost sea 

water pressure. However the sea water pump 

fitted on Harbour DA is a gear driven pump with a 

capacity of 125 LPM and has metallic impeller to 

generate the pressure on sea water. The gear 

profiles of main and a harbour DA sea water pump 

is identical. The sea chest suction point for main 

DA’s are located offset towards starboard side 

from the centre line of the ship and has a suction 

head of approximately 10 mtrs & 06 mtrs for port 

& stbd DA respectively. The sea chest suction for 

Harbour DA is located offset towards port side 

from the centre line of the ship and has a suction 

head of approximately 05 mtrs. 

MAIN DA SEA WATER PUMP 

discharge side of the pump and extent of the 

damage to the rubber impeller propagates, as the 

cooling water does not reach up to rubber impeller 

of the pump. 

Emergency cooling on these DA’s is only 

possible after removing of entire pump assembly 

along with the drive gear and blanking of gear drive 

port hole with corresponding oval shaped flange 

whereas the sea water pump fitted on Harbor DA 

can withstand the oscillations of the ship well 

above the normal range and even during sea state 

3-4. The emergency cooling on this DA is also 

possible in case of failure of sea water pump 

without removal of the pump and causing damage 

to the pump impeller and other parts view this 

pump is provided with metallic impeller and also 

Shaft 

Casing 

Impeller 

Drive Gear 

REPORT ON REPEATED DEFECT ON MAIN DA SW 

PUMP 

It has been observed that, During sea state 

3-4 when the ship is rolling, the sea water pumps 

of Main DA are not taking suction and fresh water 

temp of these DA’s abruptly shoots up due to non 

availability of cooling water and subsequently 

leading to tripping of main DA’s while at sea. 

Running of these DA’s with emergency cooling is 

also not possible as this line is connected to the 

have higher capacity than the sea water pumps 

fitted on main DA’s. 

Many a times the ship’s staff has faced 

difficulties to run main DA’s at sea state 3 and 

higher due to failure of their sea water pumps. In 

such situation option available is to shift the ships 

load on Harbour DA with limitation on load due to 

less capacity compared to Main DA. The ship’s staff 

has confirmed this phenomenon in all the ship of 

FPV class. 



SUGGESTION 

The ship has projected this difficulty to the 

PAC firm M/s Powerica and also suggested for 

feasibility of fitment of Harbour DA sea water 

pump on main DA as the gear profile for both the 

DA sea water pumps is identical. The reps of PAC 

firm has confirmed the fitment of Harbour DA sea 

water pump on main DA’s with minor modification 

on routing of the suction & discharge lines of the 

pump. Recommendation of this modification is 

requested to be assessed with expertise and may 

be implemented in all the ship of this class. 

BELLOW TYPE THERMOSTAT 

It has thin brass bellows fitted to the frame 

at the bottom and to a valve at the top. It is filled 

with Ether, Alcohol or Acetone. This liquid 

vaporizes at their respective boiling point. 

THERMOSTAT 

INTRODUCTION 

JK Selvan, U/Nvk (ME) 

ICGS Rajkamal 

The functions of the thermostat are as 

follows:- 

(a) Thermostat is a device which prevents the 

engine from getting overcooled when running 

under normal condition. 

(b) When the engine is started from cold, it 

remains closed so that pump circulates 

coolant(water) through cylinder jacket only. 

(c) When engine reaches optimum operating 

temperature the thermostat starts functioning. 

(d) When the coolant water reaches above the 

operating temperature thermostat opens allowing 

hot water to flow through the cooler and get 

cooled. 

TYPES OF THERMOSTATS 

The different types of thermostats are:- 

(a) Bellow type thermostat 

(b) Wax element type thermostat 

At lower temperature the poppet valve 

remains seated as bellows remain contracted. 

Water is prevented from flowing through the 

cooler. As the water gets hotter, the liquid 

evaporates and the vapour exerts pressure inside 

the bellows the valve gets open. A giggle pin 

allows flow of air from bellows while charging it 

with ether or alcohol. 

WAX ELEMENT TYPE TERMHOSTAT 

The wax is surrounded by a rubber sleeve. A 

movable thrust pin has its conical end dipped in the 

wax and its upper end screwed in the body. The 

valve is fitted to the upper end of the container 

which is surrounded by hot water. As the 

temperature of the water rises, the wax melts and 

forces the pin out of the wax container. The valve 

alongwith the container moves down against 

spring pressure. The spring pushes the container 

back to its original position as the wax cools down. 



direction which makes the ship turn. Most tunnel 

thrusters are driven by electric motors, but some 

are hydraulically powered. These bow thrusters 

also known as tunnel thrusters may allow the ship 

to dock without the assistance of tugboats, saving 

the costs of such service. Ships equipped with 

tunnel thrusters typically have a sign marked above 

the waterline over each thruster on both sides as a 

big cross in a red circle. 

TUNNEL THRUSTER 

Tunnel thrusters increase the vessel's 

resistance to forward motion through the water, 

but this can be mitigated through proper fairing 

aft of the tunnel aperture. Ship operators should 

take care to prevent fouling of the tunnel and 

impeller, either through use of a protective grate 

or by cleaning. During vessel design, it is 

important to determine whether tunnel 

emergence above the water surface is 

commonplace in heavy seas. Tunnel emergence 

hurts thruster performance and may damage the 

thruster and the hull around it. 

BOW AND TUNNEL THRUSTER 

INTRODUCTION 

D Singh, Adh (R) 

ICGS C - 149 

A bow thruster or stern thruster is a 

transversal propulsion device built into or mounted 

to either the bow or stern of a ship or boat to make 

it more maneuverable. Bow thrusters make 

docking easier since they allow the captain to turn 

the vessel to port or starboard side without using 

the main propulsion mechanism which requires 

some forward motion for turning. A stern thruster 

is of the same principle, fitted at the stern. Large 

ships might have multiple bow thrusters and stern 

thrusters. Large vessels usually have one or more 

tunnels built into the bow, below the waterline. An 

impeller in the tunnel can create thrust in either 

BOW AND TUNNEL THRUSTER 



KNOW YOUR SHIP – ACV H-190 

(a) Class of Ship : ACV 

(b) Yard and Yard No. : M/s GRIFFON HOVER WORKS LTD, UK, YAR 129 

(c) Date of Commissioning : 19 Feb 2013 

(d) Length Overall : Main Structure – 19.85 Mtrs, Hovering – 21.20 Mtrs 

(e) Breadth molded maximum : Main Structure – 08.70 Mtrs, Hovering – 11.30 Mtrs 

(f) Displacement in full load : 32.4 Tons 

(g) Tank Capacity - Fuel Oil : 3600 Ltrs 

- Fresh Water : 335 Ltrs 

(h) Endurance/Range/Designed Speed : 10 HRS @ 45 Knots 

(j) Main Engine : FIAT POWER TRAIN/IVECO ITALY 

(MODEL-VECTOR 08 FVAE2884AB201) 

(k) APU : LISTER PETTER , UK (MODEL-LPWS4) 

(l) Steering Gear : ACCU STEER INC. BELLINGHAM 

(m) Radar : M/s GEM ELECTRONICA, ITALY 

(n) Gyro Compass : M/s CDL, UK 

(p) Anemometer : M/s GILL INSTRUMENT LTD, UK 

(q) AIS : M/s TRANSAS LTD, SWEDEN 

ICGSMA BULLETIN 

The opinion expressed in the bulletin are the personal views of the authors, and do not reflect the 

official policy of ICGSMA. Contributions are welcome, as comments. The editorial board reserves the 

right to make any improvement / change in manuscripts. This unit accepts no responsibility for the facts 

made by the individual. Authors to acknowledge sources of information and provide list of references, if 

used. 

Period of Publication : Quarterly 

Address for Communication : The Editor, ICGSMA Bulletin, C/o BMU(CH), 56, SN Chetty Street 

Kasimedu, Royapuram, Chennai – 600 013 

Telephone : 044-23460464 

Facsimile : 044-23460477 

Email 

: icgsma@indiancoastguard.nic.in, 













Dear Readers, 

FOREWARD 

The ICGSMA bulletin has found its acceptance among Coast Guard fraternity primarily due to the 

fact that, articles being published in the bulletin have a direct relation to our day to day fleet maintenance 

activities. The need of the hour is more case studies as well as details of Technological Advancement 

happening in the fleet. The latest entrant ships, boats and ACVs may come forwarded to share 

information through this bulletin. 

(S Kurian) 

Deputy Inspector General 

Officer-in-Charge 

Dear Readers, 

FROM THE EDITOR’S DESK 

The BMU(CH) over the years has been publishing its flag ship theme based magazine “ICGSMA 

Bulletin” on the case study and Technology updates . This issue has been dedicated on the theme 

“ Sustaining expertise to address onboard Maintenance of Modernized Equipment”. This bulletin is gaining 

from strength to strength with quality articles contributed by the best in our ICG Ships. I hope that the 

readers will be benefited a lot after going through these informative articles. Happy reading 

(VN Pillai) 

Commandant 

Staff Officer (ICGSMA) 

An insight to troubleshooters

ICGSMA Bulletin - Indian Coast Guard

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