The latest update on D1048 has been provided by Mike Targett, as follows:
Air Brakes
“B” end small air compressor has had its covers removed and internals inspected. All brush gear has been freed and commutator given a light clean. “B” end small air compressor to be energised to establish whether it is operational.
Dynostarters
All 8 brushes on “A” end dynostarter have been freed. It maybe worth noting that to free the last set of brushes necessitated the removal of the entire arm carrier so that the brushes could be worked on externally. “A” end dynostarter commutator has also been cleaned. “A” end dynostarter is now primed and ready to be energised to see if it will turn over “A” end transmission and in turn, “A” end engine and “A” end serck pump.
“B” end dynostarter was noted to be exhibiting electrical arching when previously energised. “B” end dynostarter has had all brush gear removed and individually cleaned whilst the commutator itself has also been cleaned.
Electrical Control Circuits
“A” end oil pump unresponsive when energised from oil sample button on “A” end engine.
In contrast “B” end oil pump successfully ran when energised from oil sample button on “B” end engine.
Electrical Power Circuits
During our last report we stated that in order to assess the electrical power circuit assessment at “A” end required “A” end engine to be filled with oil. Used engine oil was sourced (ex-D821A) and attempts were made to fill “A” engine with this oil. However, during this operation the most likely explanation as to why this engine was delivered dry became apparent. “A” end engine oil fill/drain pipe was found to be split. Fortunately this issue was discovered immediately and alternative means of filling “A” end engine with oil were made. However, a further issue was then discovered. The saunders value connected to “A” end engine oil isolating cock would not fully close. The combination of these two issues means that D1048’s “A” end engine is unable to hold its own oil! The oil has subsequently been drained back into the drum from which it came. As a minimum “A” end engine oil fill/drain pipe to be replaced in order to progress “A” end electrical power circuit, “A” end engine, “A” end oil pump, “A” end transmission, “A” end serck pump and “A” end dynostarter assessments.
Electrical Control Circuits and Electrical Power Circuits Combined
Following the previous success at “B” end, the working members carrying out D1048’s assessment decided to perform a mock engine start to see if both electrical control circuits and electrical power circuits would work in unison.
With the engine water level and engine water temperature safety alarms temporarily overridden a drivers key was inserted into “B” end directional controller. “B” end engine start button was suppressed and “B” end oil priming pump successfully run. When the correct oil pressure was reached “B” end start contactor automatically successfully made and “B” end dynostarter turned over “B” end transmission and in turn, “B” end engine and “B” end serck pump with no issues reported.
Based on the above the WLA is now in a position to make the following statement:
“The WLA can confirm that on the electrical power side AND electrical control side, D1048, in her current condition, is capable of starting “B” end engine”.
Further updates to follow ………..