رزومه تعمیرات و مشاوره فنی
ااهمیت داشتن LOGBOOK
| Last week one of our MTU trained engineers, Matt, headed out with his lapto p, complete with DiaSys diagnostic software. |
He was tasked with looking at a couple of 20V4000G62 generator sets, which were having various problems with alarms, hunting and synchronisation.
Once Matt got onsite, he started to look at the hunting and synchronisation issues on the first set by connecting up the laptop to see what information there was from the MDEC.
This engine was started and with no load, the fuel pressure was shown as 900 bar. As soon as load was put on the engine, the pressure dropped to 300 bar.
This drop in pressure will have resulted in the issues experienced by the end user, so Matt’s next job was to locate and rectify the cause of the pressure drop.
Starting with basics, Matt asked when the fuel filters were last changed. To his surprise, there was NO record, and nobody knew when they’d been changed.
It’s not the first time we have come across this lack of record keeping, and I doubt it’ll be the last, but it is so fundamental that I thought it was worth reiterating.
Proper maintenance records on all work carried out on your engines – along with historical data – will tell a lot about what is going on, allowing prevention of expensive, costly downtime.
I don’t understand how people can have confidence in their critical engines if they have no idea of how it’s been looked after?
If you’d like a free template for recording engine performance and maintenance records, hit reply and we can get it sent out.
Incorrect exhaust temperature reading
بررسی دائمی راندمان موتور جهت یافتن نواقص پیش از خسارت
| I’ve little doubt that you’re carrying out monitoring of your engine
performance, but how effective is that monitoring at giving the information you
I ask because we’ve just come back from the investigation of an engine failure, and one of our recommendations is to improve the way they collect this type of information.
The original investigation was around the cause of broken pushrods, and subsequent damage to the engine.
During the review of the engine and current running procedures, it was brought to light that the exhaust temperatures were being recorded by a hand-held thermometer, similar to this:
The problem was that this failed engine has water-cooled exhausts, so the reading being taken was completely false and not representative of the actual exhaust gases.
The better option was to use the exhaust pyrometers already installed in the manifolds and wiring them into the gauge panels.
Even if the pyrometers were not fitted, or gauge panel not operational, we could have rectified this as we have done for other installations – details on this can be found here.
This isn’t to say the correct monitoring of the exhaust temperatures would have prevented the initial failure, but it would have certainly saved the amount of downtime and repair bill by being able to take action earlier.