The triple pump still has the annoying drip from seal when stationary but no drip when running. When checked, the bedplate drain sump had approx 1 gall of antifreeze and 2/3 galls of oil drain out, so the drip is of the nuisance type!
The Governor leak was a semi success; the output fork was redressed onto the shaft so that it can be removed easily as required, next time. The new ‘O’ rings did not feel a tight nip on the shaft either in metric or imperial form so it was not surprising they leak when the oil is hot and thin. To be tried next is larger and thicker diameter ‘O’ rings, cut down to diameter and super-glued together. This was standard practice for some companies in order not to stock thousands of different size ‘O’ rings, so this has precedence in industry.
No 1 cylinder head rocker box lid has a leaking gasket which requires new rubber. To be obtained to fix this and other leaks as they occur.
A sander has been changed out, rendering all 8 sanders in working condition.
Tickover revs have been confirmed with digital tachometer.
The only ‘failure’ we have had in this news was the failure of the spring in the air motor cylinder M that returns the main contactor operating shaft to off (and allows the starting circuit to turn the engine). This spring operates every time the contactors open and close so even during a preparation test from both cabs, it flexes 6 times. Over its life it must have flexed 100,000s of times. For now, 63 has the spring donated from 065.
The radiator gauge float seems to have developed a leak/fault as the radiators now indicate they are almost dry. On 15th July the driver was confronted with an empty indicator. The sump had not increased so there was no water in there, no extra water in the bedplate or on the shed road. When attempting to top up the tanks, these were found to be ok, so it was the gauge. The plan is to change the float before the Gala.
The much anticipated traction motor change, planned for this autumn, has been overtaken somewhat by the railway purchasing four Matterson 25t lifting jacks. It is proposed to delay the ‘lift’ until the jacks are available for use as this will allow a much quicker and safer job. We should be able to change a TM over one weekend.
Other ongoing projects for 063 include checking tappets, maybe No1 cylinder head gasket, governor oil leak, main res/control air reducer valve and loOking to get the ETH operational.
On the electrical side, the electrical cubicle has been checked and one or two contacts may require dressing, soon. An intermittent problem with wheel slip in the dry has developed, but functions as it should do if wheelslip does occur, so not overly concerned but wil be added to the to-do list.
A look is being taken at re-instating the ETH bits for 33 063. Positive and Negative brush ring cables need some new cable (current project to strip old cable and obtain cable then repair).
We are also looking at replacing the RCR voltage resistors, a replacement is in-hand.
In addition, some machine brushes will be renewed in the near future while the re-fitting of cab heaters is on the cards.
33 065 : was started up in June on 4 cylinders, after batteries checked and charged to half. Checked and put a further 3 cylinders back on line but no. 7 cylinder dead as before.
Brake system responded well and worked brakes.
Power taken forwards and reverse. ETH speed relay still speeds up engine on tickover and reduces revs to tickover once power is selected.