Boiler Operation Made Easy : Procedure

for Starting and Stopping a Boiler

Starting a Boiler

It is to note that the following steps may not apply to all types of boilers and each boiler requires
some additional steps to be followed as per its system design. However, the basic steps remain the
same:

1. Ÿ Ensure that the vent valve on the boiler is open and check there is no pressure in the
boiler.
2. Ÿ Check that the steam stop valve is closed.
3. Ÿ Check that all the valves for fuel are open, and let the fuel circulate through the system
until it comes to the temperature required by the manufacturer recommendation.
4. Ÿ Check and open the feed water valves to the boiler and fill the water inside the boiler
drum to just above the low water level. This is done because it is not possible to start the
boiler below the low water level due to safety feature which prevent boiler from starting. Also,
the level is not filled much because if filled too much, the water inside the boiler might
expand and over pressurize the boiler.
5. Ÿ Start the boiler in automatic mode. The burner fan will start the purging cycle which will
remove any gases present in the furnace by forcing it out through the funnel.
6. Ÿ After the pre-set purge time the pilot burner will ignite. The pilot burner consists of two
electrodes, through which a large current is passed, via the transformer, producing the spark
between the electrodes. The pilot burner is supplied with diesel oil and when the oil passes
over, the former ignites.
7. Ÿ The main burner which is supplied by heavy oil catches fire with the help of pilot burner.
8. Ÿ Check the combustion chamber from the sight glass to ensure the burner has lit and the
flame is satisfactory.
9. Ÿ Keep a close eye on the water level as the pressure increases and open the feed water
when the level of water inside the gauge glass is stable.
10. Ÿ Close the vent valve after the steam starts coming outside.
11. Ÿ Open the steam stop valve.
 12. Ÿ Once the working steam pressure is reached, blow down the gauge glass and float
chambers to check for the alarms.

Stopping a boiler

1. Ÿ If the boiler is needed to be stopped for longer duration for maintenance or opened up for
survey, change the fuel to distillate fuel.
2. Ÿ If separate heating arrangement for heavy oil is present then there’s is no need to change
over to distillate fuel and the oil is kept on circulation mode.
3. Ÿ Stop the boiler automatic cycle.
4. Ÿ Close the steam stop valves.
5. Ÿ Close the boiler feed water valves.
6. Ÿ When the boiler pressure is just reduced to over atmospheric pressure the vent valve is
kept open to prevent vacuum formation inside the boiler.

Blow-Down Procedure for Marine Boilers

Boiler blow down is done to remove carbon deposits and other impurities from the boiler. Blow down
of the boiler is done to remove two types of impurities – scum and bottom deposits. This means that
blow down is done either for scum or for bottom blow down. Moreover, the reasons for boiler blow
down are:

1. To remove the precipitates formed as a result of chemical addition to the boiler water.

2. To remove solid particles, dirt, foam or oil molecules from the boiler water. This is mainly done
by scum valve and the procedure is known as “scumming.”

3. To reduce the density of water by reducing the water level.

4. To remove excess water in case of emergency.

Procedure for Scumming and Bottom Blow Down

Below is the procedure for boiler blow down using the blow down valve located at the bottom of the
boiler. In order to do scumming, instead of bottom blow down, the scum valve is to be opened.

Steps for blow down procedure are as follows:

Kindly refer the diagram to understand the blow down procedure properly.

1. Open the overboard or ship side valve(1) first.

2. Open the blow down valve (2), this valve is a non-return valve.

3. The blow down valve adjacent to the boiler (2) should be opened fully so as to prevent cutting
of the valve seat.

4. The rate of blow down is controlled by the valve (3).

5. After blow down close the valve in reverse order.

6. A hot drain pipe even when all valves are closed indicates a leaking blow down valve
What are the Safety Devices on the
Refrigeration System of a Ship?
A safety system includes alarm, cut offs, and trips which safeguards the machinery and its parts
from getting damage.

The main safeties adopted for refrigeration plants are

 Low Pressure or LP cut off: This is a compressor safety which cut off the compressor in
the event of pressure drop in the suction line. The pressure of the suction line is continuously
sensed by the control unit and when it goes below the set value, which means the room is
properly cooled, the LP cut out will auto trip the compressor. When the pressure rises,
indicating there is flow of refrigerant in the line due to increase in room temperature, the LP
switch will start the compressor.

 High pressure or HP cut out: As the name suggests, the high pressure cut out activates
and trips the compressor when the discharge side pressure increases above the limit value.
The HP cut out is not auto reset and has to be done manually. The reason behind it is to
manually attend the fault which is leading to rise in pressure, else this situation can lead to
overloading of compressor parts and may damage the same
  Oil differential cut out: This safety is again for compressor as it is the only machinery in the
circuit having rotational parts which requires continuous lubrication. In the event of low
supply or no supply of lube oil to the bearing, the differential pressure will increase and
activates a trip signal to safeguard the bearing and crankshaft.

 Relief valves: Relief valves are fitted in discharge side of compressor and will lift and
safeguard the compressor in the event of over pressure. One relief valve is also fitted in
thecondenser refrigerant line to avoid damage to the condenser if there is high pressure in
the discharge line.

 Solenoid valves: Master solenoid valve is fitted in the common or main line after the
condenser discharge. It closes when compressor stops or trips to avoid over flow of
refrigerant in to evaporator. All holds or rooms are fitted with individual solenoid valve which
control the flow of refrigerant to that room.

 Oil heater: Oil heater is provided for the compressor crank case oil and prevents
compressor from getting excessively cold which may effect the lubrication of the parts.

Construction and Working of Ships

Refrigeration plant
Main Components of Refrigeration plants
Any refrigeration unit works with different components inline to each other in series. The main
components are:

1. Compressor: Reciprocating single or two stage compressor is commonly used for compressing
and supplying the refrigerant to the system.

2. Condenser: Shell and tube type condenser is used to cool down the refrigerant in the system.

3. Receiver: The cooled refrigerant is supplied to the receiver, which is also used to drain out the
refrigerant from the system for maintenance purpose.

4. Drier: The drier connected in the system consists of silica gel to remove any moisture from the
refrigerant

5. Solenoids: Different solenoid valves are used to control the flow of refrigerant into the hold or
room. Master solenoid is provided in the main line and other solenoid is present in all individual
cargo hold or rooms.

6. Expansion valve: An Expansion valve regulates the refrigerants to maintain the correct hold or
room temperature.

7. Evaporator unit: The evaporator unit act as a heat exchanger to cool down the hold or room area
by transferring heat to the refrigerant.

8. Control unit: The control unit consist of different safety and operating circuits for safe operation of
the refer plant.
Working of Ship’s Refrigeration Plant

The compressor acting as a circulation pump for refrigerant has two safety cut-outs- Low pressure
(LP) and High Pressure (HP) cut outs. When the pressure on the suction side drops below the set
valve, the control unit stops the compressor and when the pressure on the discharge side shoots up,
the compressor trips.

LP or low pressure cut out is controlled automatically i.e. when the suction pressure drops, the
compressor stops and when the suction pressure rises again, the control system starts the
compressor. HP or high pressure cut out is provided with manually re-set

The hot compressed liquid is passed to a receiver through a condenser to cool it down. The receiver
can be used to collect the refrigerant when any major repair work has to be performed.

The master solenoid is fitted after the receiver, which is controlled by the control unit. In case of
sudden stoppage of compressor, the master solenoid also closes, avoiding the flooding of
evaporator with refrigerant liquid.

The room or hold solenoid and thermostatic valve regulate the flow of the refrigerant in to the room
to maintain the temperature of the room. For this, the expansion valve is controlled by a diaphragm
movement due to the pressure variation which is operated by the bulb sensor filled with expandable
fluid fitted at the evaporator outlet.

The thermostatic expansion valve supplies the correct amount of refrigerants to evaporators where
the refrigerants takes up the heat from the room and boils off into vapours resulting in temperature
drop for that room.

This is how temperature is maintained in the refrigeration plant of the ship.

How to Charge Refrigeration Plant on

Ships?
While in operation, the refrigerant used in the refer plant gets consumed or is reduced in quantity
because of leakage in the system. Reduction in quantity of refrigerant may lead to troubles in the
plant such as-

 Short Cycling of Compressor

 Too low suction pressure

 Difficult to maintain temperature of rooms and holds

 Reduction in the efficiency of the plant

When the above mentioned problems occur, it indicates that the plant has to be charged with the
refrigerant.

There are two methods for charging reefer plants: Liquid charging and Gas charging.

Now a day’s gas charging is preferred over liquid charging because it is more safe and simple.

Gas Charging of Refrigeration Plant:

For gas charging, a special T piece valve block with mounted pressure gauge is provided to combine
three connectors inter-connecting:

-Vacuum pump
-Charging Cylinder

-Charging Point

Following steps are to be taken for charging gas into the reefer plant:

1. Connect gas bottle or charging cylinder, vacuum pump and charging point in the reefer system to
the valve block.

2. The discharge of the vacuum pump is to be connected in the empty recovery bottle
3. First open the valve between vacuum pump and charging bottle located in the valve block without
opening the main valve of the charging cylinder. This will remove all the air inside the pipe. Once
vacuum is reached, close the valve of charge cylinder in the valve block

4. Now open the valve of the charging point pipe in the valve block and run the vacuum pump until
the vacuum is reached. This will remove the trapped air from this pipe. Then shut the valve in the
valve block

5. Now keep the system idle for 5 minutes to check there is no pressure drop. This will ensure there
are no leakages in the system

6. Now open charging bottle pipe valve and the charging point pipe valve located in the valve block.
This will set the line for charging. Ensure that the vacuum pump valve is shut

7. Now open the main valves in the charging cylinder and charging point of the reefer system

8. Do not overfill the system. Make sure the receiver has 5 % space for expansion

Ensure that no refrigerant is leaked out in the environment as these effects the ozone layer in the
atmosphere.

Note* :Gas bottle is kept on weighing scale for measuring the amount of charged supplied to the
system.

Everything You Ever Wanted to Know

About Container Refrigeration Unit
When reefer containers are loaded in ships, the power supply is provided from the power generated
from the D.G sets of the vessel. Some important points about container refrigeration are:

- Container Refrigeration unit is fitted in front of the container and it serves as container front wall.
- Some units are dual voltage, designed to operate on 190/230 or 380/460 volts A.C, 3 phase, 50-
60 hertz power.

- Operating control power is provided by single phase transformer which steps down the A.C supply
power source to 24 volts, 1 phase control power.

Understanding the Basic Sections of Refer Unit

1. Compressor Section

- Consist of compressor (with H.P switch) and power cable storage compartment. Power
transformer may be an option where the ship supply differs.

- It also contain modulating and suction solenoid valve (for controlling the quantity of gas flow).

- Safety fittings in the section are- moisture liquid indicator, pressure relief valve, filter drier etc.

- Safety of the system is further enhanced by electronic monitoring with the help of following
sensors- Compressor suction and discharge sensor, supply air temperature sensor, supply recorder
sensor, ambient sensor.

2. Condenser Section
- The condenser section contains condenser fan and its motor, an air cooled condenser coil and
condenser saturation sensor.

- For air cooled condenser air is normally pulled from bottom and discharged horizontally through
centre of the unit.

- Some units consists of water cooled condenser /receiver. This unit is expensive.

3.Evaporator Section

- This section contains temperature sensing bulb, return recorder bulb sensor and a thermostatic
expansion valve (for flow of refrigerant and maintenance of inside temperature).

- Assembly consist of evaporator coil and heater, drain pan and heater, defrost and heat
transmission switches.

- The evaporator fan circulates air throughout the container by pulling air in top of refrigeration unit
and directing air through evaporator coil where it’s either heated or cooled and is then discharged
out at the bottom of refrigeration unit into the container.

4. Fresh air Make up Vent

- Purpose of this vent is to provide ventilation for commodities that requires fresh air circulation and
must be closed when transporting frozen foods.

- Air exchange depends upon static pressure differential which will vary depending upon how
container is loaded.

Safety and Operating Precaution

An injury, no matter how small, should never go unattended. Always obtain first aid or medical
attention immediately.

a) Always wear safety gloves and glasses while working on any unit and also when charging
refrigerant.
b) Keep hand, tools, and clothing clear from evaporator and condenser fan.

c) No work should be performed on any unit until all circuit breaker and start stop switches are
turned off and power supply disconnected.

d) Do not bypass any electrical safety device.

e) When performing arc welding on unit or condenser, disconnect all wire harness connection from
the module in control box. Do Not remove wire harness from the module unless you are grounded to
unit frame with a static safe wrist strap.

f) In case of electrical fire, open circuit switch and extinguish it with CO2 extinguisher.

Procedure for Starting and Stopping

Generators on a Ship
Generator starting procedure

Automatic Start

1. Ÿ This method is only possible if sufficient amount of starting air is available. The air valves
and interlocks are operated like in the turning gear operation.
2. Ÿ In this method the operator has nothing to do, for the generator starts itself depending on
the load requirement.
3. Ÿ However during the Maneuvering process and in restricted areas, the operator has to
start by going into the computer based Power Management System (pms). Once inside the
system, the operator needs to go to the generator page and click start.
4. Ÿ In PMS system, the automation follows sequence of starting, matching voltage and
frequency of the incoming generator and the generator comes on load automatically.
5. Ÿ In case of a blackout condition or a dead ship condition, the operator might have to start
the generator manually.

Manual start
The manual process is totally different from the automatic start system. The following steps need to
be followed.

1. Ÿ Check that all the necessary valves and lines are open and no interlock is active on the
generator before operating.
2. Ÿ Generally before starting the generator the indicator cocks are opened and small air kick
is given with the help of the starting lever. After this, the lever is brought back to the zero
position, which ensures there is no water leakage in the generator. The leakage can be from
cylinder head, liner or from the turbocharger .
3. Ÿ The step is performed by putting the control to local position and then the generator is
started locally.
4. Ÿ In case any water leakage is found, it is to be reported to a senior officer or chief engineer
and further actions are to be taken.
5. Ÿ It is to note that this manual starting procedure is not followed generally on Ums ships, but
it is a common procedure on manned engine room.
6. Ÿ In engine rooms, which have water mist fire fighting system installed, this procedure is not
followed because when the engine is given a manual kick with open indicator cocks, small
amount of smoke comes out of the heads which can lead to false fire alarm, resulting in
release of water mist in the specified area.
7. Ÿ After checking the leakage, in case of any, the indicator cocks are closed and generator is
started again from the local panel.
8. Ÿ The generator is then allowed to run on zero or no load condition for some time for about
5 minutes.
9. Ÿ After this the generator control is put to the remote mode.
10. Ÿ If the automation of the ship is in working after putting in remote mode the generator will
come on load automatically after checking voltage and frequency parameters.
11. Ÿ If this doesn’t happen automatically, then one has to go to the generator panel in Engine
control room and check the parameters.
12. Ÿ The parameters checked are voltage and the frequency of the incoming generator.
13. Ÿ The frequency can be increased or decreased by the frequency controller or governor
control on the panel.
 14. Ÿ The incoming generator is checked in synchroscope to see if it’s running fast or slow,
which means if frequency is high or low.
15. Ÿ In synchroscope, it is checked that the needle moves in clockwise and anticlockwise
direction.
16. Ÿ Clockwise direction means it is running fast and anti-clockwise means it is running slow.
17. Ÿ Generally the breaker is pressed when the needle moves in clockwise direction very
slowly and when it comes in 11’o clock position.
18. Ÿ This process is to be done in supervision of experienced officer if someone is doing for
the first time, for if this is done incorrectly the blackout can happen which can lead to
accidents, if the ship is operating in restricted areas.
19. Ÿ Once this is done, the generator load will be shared almost equally by the number of
generators running.
20. After this the parameters of the generator are checked for any abnormalities.

Stopping procedure

Automatic Procedure

Ÿ In this procedure the generator is stopped by going into the PMS system in the computer and
pressing the stop button to bring stop the generator.

1. Ÿ This is to be followed only when two or more generators are running.

2. Ÿ Even if you trying to stop the only running generator it will not stop due to inbuilt safety.
The safety system thus prevents a blackout.
3. Ÿ When the stop button is pressed the load is gradually reduced by the PMS and after
following the procedure the generator is stopped.

Manual Procedure

1. Ÿ In this procedure the generator to be stopped, is put off load from the generator panel in
the Engine control room.
2. Ÿ The load is reduced slowly by the governor control on the panel.
3. Ÿ The load is reduced until the load comes on the panel below 100 kw.
 4. Ÿ When the load is below 100kw the breaker is pressed and the generator is taken off-load.
5. Ÿ The generator is allowed to run for 5 minutes in idle condition and the stop button is
pressed on the panel.
6. Ÿ The generator is then stopped .

Troubleshooting Air Compressors on a

Ship: The Ultimate Guide
However, compressor is a peculiar equipment which tends to get some or the other problem while
working. In this article, we will go through each and every problem that can arise in an air compressor and
also enumerate ways to troubleshoot that problem.

This is the ultimate guide for troubleshooting air compressors on a ship

1)Lube Oil Pressure Low

The following can be the reasons for lube oil pressure low in the air compressor:

 Faulty pressure gauge.

 Cock to pressure gauge in closed position.
 Low oil level in the sump.
 Leakage in supply pipe.
  Suction filter is choked.
 Oil grade in the crank case is not compatible.
 Attached Lube oil gear pump is faulty.
 Worn out Bearing, clearance is more.

2) Abnormal noise during operation

If you get any abnormal noise during operation, the following can be the reasons:

 Loose foundation bolts.

 Worn out bearings, clearance is high.
 Imbalance crankshaft resulting in high-end play.
 Valve plate broken or faulty.
 Relief valve lifting below setting pressure.
 Bumping clearance is less.
 Piston worn-out, broken piston ring.

3)Vibration in the machinery:

In case of vibrations, the following reasons are to be considered and checked.

 Foundation bolts are loose.

 Discharge pressure high, faulty discharge valve plates.
 Liner and piston worn out.
 Small bumping clearance.
4)Cooling water temperature is high

Cooling water temperature can go high because of the following reasons:

 Inlet or outlet valve for cooling water is closed.

 Inter-cooler is chocked.
 Cooling water in the expansion tank is low.
 Pipe passage becomes narrow due to scale formation.
 Water-pump belt or gear drive broken.
 Pump not working.

5)First stage discharge pressure high

In case the first stage discharge pressure is high, it must be because of :

 Pressure gauge is faulty.

 Inter-cooler air passage is chocked.
 Second stage suction valve is not closing properly, allowing air to escape from 2 to 1 stage.
nd st

 Discharge valve of first stage is malfunctioning, and remains in closed position.

 Spring of discharge valve is malfunctioning.

6) First stage discharge pressure low

In case the first stage discharge pressure is low, it must be because of :

 Pressure gauge is faulty.

 Suction filter is choked.
 Unloader of first stage is leaking.
 First stage suction valve is not closing properly, resulting in compressed air leakage.
 First stage suction valve is not opening fully, leading to less intake of air.
 Discharge valve is faulty and remains open permanently.
 Relief valve after first stage is leaking.
 Piston ring of first stage is badly worn out, allowing air to pass.

7)Second stage discharge pressure high:

In case of high discharge pressure in the second stage, the reasons can be:

 Faulty pressure gauge.

 Discharge valve to air bottle is shut.
 Second stage discharge valve plate worn out, and even the spring worn out.
 Valve is stuck in closed position.
 After cooler air passage choked.
 Air bottle is over pressurized.

8 )Second stage discharge pressure low:

When second stage discharge pressure is low, it could be because of:

 Pressure gauge is faulty.

 Suction valve for second stage is malfunctioning, in open position.
 Suction valve for second stage is not opening fully, and thus less intake of air.
 Discharge valve is faulty and remains open during operation.
 Piston rings of second stage are worn out, leaking out compressed air.
 Relief valve of second stage is leaking.
 Un-loader of second stage is leaking.

9)Relief valve of first stage lifting

If relief valve of the first stage is lifting, it can be because of

 Spring of relief valve is malfunctioning, thus lifting at less pressure.

 Discharge valve of first stage is not opening.
 Intercooler air passage is blocked.
 Suction valve of second stage is in stuck position.
 Water inside the compression chamber due to crack in the jacket and water is leaking inside.

10)Relief valve of second stage is lifting

If relief valve of the second stage is lifting, look for the following reasons:

 Relief valve is malfunctioning, lifting at lower then setting pressure.

 Main discharge valve to the air bottle is closed.
 Discharge valve plates and spring are worn out, valve in closed position.
 Blockage in the after cooler air passage.
 Water inside the compression chamber due to crack jacket.
Air Compressor on a Ship: Checks for
Starting and Stopping a Compressor
Checks before Starting the Air Compressor

The following steps are to be followed before starting an air compressor on a ship.

1) Check the lube oil in the crankcase sump by means of dipstick or sight glass.

2) All the valves of compressor discharge must be in normally open condition.

3) If any manual valve is present in un-loader line, it must always be kept open.

4) All alarms and trips- Lube oil low pressure, water high temperature, over load trip etc. must be checked for
operation.

5) All valves in cooling water line must be in normally open position.

6) Cocks for all the pressure gauges must be in open position.

7) Air intake filter should be clean.

8 ) If compressor has not been started from long time than it should be turned on manually with a tommy-bar to check
for the free movement of its parts.

Starting and Stopping procedure: What is Unloading the compressor?

Unloading is a normal procedure during the starting and stopping of the compressor. It is carried out due to following
reasons:

1) When starting a compressor motor, since the load on the motor is very high the starting current is also high. In
order to avoid further loading of the compressor an un-loader arrangement is provided which is normally pneumatic or
solenoid control and which releases the pressure during the starting of the compressor. Once the current comes
down to the running value, the un-loader closes automatically. Normally a timer function is used for opening and
closing of un-loader.

2) Air contains moisture and during the compression process some amount of moisture gets released. Liquid in any
form is incompressible and if some amount of oily water mixture is present inside the cylinder then it will damage the
compressor. To overcome this problem un-loader is used. During starting un-loader comes in action and releases all
the moisture accumulated inside the cylinder.

3) Intermediate operation of un-loader is also selected so that during the process of compression any moisture or oil
accumulation cannot take place inside it.

4) During stopping the compressor un-loader is operated so that for the next starting the cylinder will remain moisture
free.

Checks during the Operation of Compressor:

1) Check if all the pressure gauges are showing correct readings of lube oil pressure, water pressure etc.

2) Check for any abnormal sound like knocking etc.

3) Check for any lube oil or water leakages.

4) If cylinder lubrication is provided, check the supply from sight glass.

5) Check if the discharge pressure for all units is normal.

6) Check air temperature after the final stage is under limit.

7) Check the flow of cooling water from sight glass.

8 ) If attached cooling water pump is provided check for its free rotation.

9) Check the relief valve of all units for leakage. In some compressor, provision is given to check the relief valve with
hand lever, if provided check all units.
Safety Features and Maintenance
Procedure for Air Compressor on a Ship
Different safety features on an air compressor are

Relief valve:

Fitted after every stage to release excess pressure developed inside it. The setting of the lifting pressure increases
after every ascending stage. Normally fitted between 1st stage and intercooler and 2nd stage – aftercooler.
Bursting disc:

A bursting disc is a copper disc provided at the air cooler of the compressor. It is a safety disc which bursts when the
pressure exceeds over the pre-determined value due to leaky air tubes of the cooler (intercooler or aftercooler).

Fusible plug:

Generally located on the discharge side of the compressor, it fuses if the air temperature is higher than the
operational temperature. The fusible plug is made up of material which melts at high temperature.

Lube Oil low pressure alarm and trip:

If the lube oil pressure goes lower than the normal, the alarm is sounded followed by a cut out trip signal to avoid
damage to bearings and crank shaft.

Water high temperature trip:

If the intercoolers are choked or the flow of water is less, then the air compressor will get over heated. To avoid this
situation high water temperature trip is activated which cut offs the compressor.

Water no-flow trip:

If the attached pump is not working or the flow of water inside the intercooler is not enough to cool the compressor
then moving part inside the compressor will get seized due to overheating. A no flow trip is provided which
continuously monitor the flow of water and trips the compressor when there is none.

Motor Overload trip:

If the current taken by motor during running or starting is very high then there is a possibility of damage to the motor.
An overload trip is thus fitted to avoid such situation.

Maintenance

A compressor requires a proper planned routine maintenance for safe and efficient operation and to avoid breakdown
maintenance. Routine for maintenance depends on the manufacturer’s advice given in the manual. The following are
the maintenance checks that should be carried out after the mentioned running hours.

@ 250hrs:

1) Clean air filter.

2) Check un-loader operation.
3) If belt is provided for driving cooling water pump, check its tightness.

@ 500hrs:

1) Change lube oil and clean sump.

2) Clean lube oil filter.
3) Check and renew suction and discharge valves with overhauled one.

@ 1000 hrs:

1) Crankcase inspection, main and big end bearing inspection.

2) Relief valve overhauling.
@ 4000 hrs:

1) Piston and big end bearing overhauling, piston ring renewal.

2) Intercooler cleaning.
3) Motor overhauling.

Running hour may differ from maker to maker. The above description is a rough idea for a general maintenance of
marine air compressor.