33 063 : Some problems were encountered on the bogie lift, primarily due to the uneven surface on road 4. In essence, the pivot moved and we could not put her down without the use of swivel jacks. So after that we put her on blocks so the centre casting was just inside the pivot.
We encountered a further problem in that the end we have up in the air was the AWS magnet end and needed a higher lift to clear the magnet than the other end. This was thought not prudent with the uneven ground.
Having got her settled, the bearing centre keeps were inspected and wadding removed. There was no indication of damage in the journals nor white metal swarf in the bottom of the oil sumps so it was decided to leave bearings as they are. Gearboxes inspected and no damage noted.
Three brake blocks were noted to be flanging so we changed one for new pins, shackles and links as necessary, one side was found to be bent. The others were then changed on wheelset 4. We have one more flanged block to do on wheelset 2 but that will be later in the summer (09).
Attention turned to the first seized slack adjuster; it was freed off and replaced with new bellows. This looked pretty good such that all bellows are being replaced and adjusters freed off and lubricate as required.
With Traction Motor vents covered up, much muck has been bashed and washed off the bogie, pipework and air reservoirs, thanks to those who lent a hand on this dirty job. We have yet to get the paint out but I think we are not far off.
Inside, the air governor has been changed for a new one, having recalibrated it from an E18 to E28 specification. Nothing is easy, the new switch lugs are different so they had to be persuaded to lean over at 90 degrees to get a fit.
The leaking air pipe has been brazed, painted and refitted.
A cross over leak on the main brake pipe from main reservoir has been looked into; this is hoped to be one of the exhaust valves which has been found in other preserved 33s. Unions have been loosened off for easy removal, while the control air drip cup off will be removed at the same time as the lid is seized solid on the body.
The locomotive successfully passed a loaded and light engine test run on Wednesday 1st July and can now re-enter traffic.
After a light engine run to Groombridge and back we were asked to take the ‘T’ stock to Groombridge, shunt and bring back the Thumper to T.Wells as part of the road testing. This was done, with all the work on the bogies and air brake system working well. Even on a 30+ degree C day, it was not until we got back to TWW with the thumper that the engine had worked enough to reach 165F and the fan started to turn – another check item ticked off.
Following the test run, the opportunity to merge the motor circuits was taken and disappointingly on No 1 TM, the circuit from cubicle to motor and return to cubicle was ‘flat’. So No 1 TM is now isolated until we can separate cables from motor and find where the low insulation is in this circuit.
Elsewhere, the annual electrical exam was started on Saturday (06/06/09) which turned up a few problems: all contactor tips cleaned and dressed, one pair on the Start contactor renewed (need to check that they knuckle ok with air applied).
Generally reasonably clean in the electrical cubicles but will have to source a new RCR resistor ‘soon as’, the tube former is gradually disintegrating (as happened to 065) so will get two when sourced.
Found a problem in the fuse section in that there were signs of discolouration around the compressor fuse, closer inspection revealed that it was not seated tight against the terminals and had got hot and thereby welding the wing nut to its thread, which snapped when trying to remove the wing nut. We managed to remove the stud and bring home for the stud to be replaced which has now been done.
Various termination boxes checked ok.
33 065 : No change since the last report although the locomotive was last run in May and the brake systems were exercised.
33 063 : The hydrostatic tank level appears to have a mind of its own looking at the drivers check sheets. Oil consumption does not appear to relate to any usage pattern at the moment. Until we do see a pattern there is reluctance to investigate further by spending time taking the driven pump out. Governor casing oil leaks remain as before.
Main Reservoir SV has been checked and reset to 115psi. This has stopped the annoying lifting as pressure rose to the cut out value of 110psi.
Several leaking taper drain cocks were drawn and lapped in, whilst FV3, air pipe under the desk and sander all remain on the ‘to do’ list.
A bogie lift is programmed for 14th/15th February/09 to check bearings, clean and paint under frame and bogie frame. Hopefully, we will have time to check the brake pins and wear. Traction motors have been disconnected in readiness for the lift.
Keeping the radiator water level in the loco to the Sulzer specification rather than the fill and spill of BR days has paid off over the very cold weather (winter 08/09). With the radiator elements now dry when stopped we avoided any freeze up problems there and by looking at the water tank gauge you can see immediately if any leakage does appear when stopped or when running.
Two cylinder head cover rubbers were re-adjusted
The air compressor drip eliminator trap was overhauled and one stud replaced. A healthly discharge of water can now be bled off from the freed-off drain taper cock underneath the trap, sadly all over the floor plates as no pipe was ever fitted to lead this condensate away. This was a 6-monthly open up and inspection routine according to the maintenance manuals but judging by the siezed cover lid I suspect only the works ever opened these up. The control air eliminator trap remains to be done but the lid is firmly seized on this one. Fox wedges will be required to open up that trap.
The air governor failed which is the safety protection for the air brakes (power is removed if air pressure falls too far). A different one has been obtained so this needs to be fitted , adjusted and proven.
The air inlet manifold connection rubber was cleaned up but the oil drip is still there.
We have hopefully cured the long standing wheelslip fault after some advice following a similar fault with 33207, after a visit to the works in 1977! The fault identified were 2 wires transposed on the WSRS relay causing a short when the relay changed from picked to dropped. Always easy when you get told the fix!
063 has just recently started to trip the earth fault relay so further investigation is required on that front.
A new pressure switch has been obtained for air brake pipe governor.
33 065 : Still starts on 5 cylinders but sounds very rough and is smokey. More faults have appeared namely the oil pressure safety cut out operates on start up as the governor hunts due to being cold and as we only have 5 cylinders firing, the revs are very rough at first. Also, she was still cutting out after starting. Investigating the sound of an air leak from the main electrical cubicle panel, it was found the air pressure contractor relay was leaking so the rate of air leaking out exceeds the rate at which control air enters when you only have around 60 psi in the main reservoir and relay M operates. This shuts down the run relay on the governor and the engine stops. If you pump the main reservoir up to full pressure then she will continue to run after starting.