2d. The engineer may have forgotten to disengage the hand turning gear from the crank shaft.
3d. The propeller may be fouled with a piece of timber, or by a chain or rope (these causes sometimes occurring when the ship is in port), or there may be something wrong with the outer bearing of the propeller shaft.
4th. In the case of a propeller fitted with a banjo frame (for the purpose of raising the propeller) the propeller may be locked.
5th. An obstruction, as a block of wood, in the crank pit may prevent the crank from turning.
6th. The slide valve nut may have slackened back, thus loosening the slide valve.
7th. The slide valve spindle may have broken.
8th. When an engine has no auxiliary or starting, but an impulse valve that merely lets a puff of steam into the receiver, this impulse valve may leak, and if the escape or relief valve on the receiver is too much loaded, it may gag the H. P. piston by giving it high pressure steam on both sides, and this may throw the valve off its seat. Similarly, if the engine has an auxiliary or starting valve, and it leaks, high pressure steam may be admitted to both sides of the L. P. piston, thus gagging it and causing its slide valve to throw back and away from its seat.
9th. The cylinders may be choked with water, and the drain cocks choked up.
10th. The crank shaft bearings may be screwed up too tightly.
11th. The air or the circulating pump may be choked with water, either the air pump overflow valve or the circulating discharge valve being secured down.[64]