At times, inclement weather has caused difficulties.This is especially true in an unprotected harbor wherethe water roughness or groundswells have had an effecton the movement of the ship at the pier. Therefore, tofacilitate the changeout, the ship must be pierside andshould be inboard of any other ship(s) present.Sometimes, floating cranes have been used, but theevolution was still hampered by the elements.Tenderside ChangeoutsTenderside changeouts have problems of a differentnature. The tender is a stationary platform. The shipmust be moved and positioned around the tender to helpthe crane service. The SSE containers, when stored onthe tender and within reach of the crane, were on the 03or 04 level. This made travel to and from the containersvery difficult.Horizontal Rail SystemsThe horizontal rail systems also have had problems.Some of these problems are attributed to a lack ofinspection before use.— To ensure safe and proper handling of the engineand/or components by the crane operator, have the shipballasted to remove any listing.—Dry trunnion bearings on rail stanchions aredifficult to turn. This is especially true if the adjustmentring holes have been elongated. Therefore, a greaselubricant (MLG-G-10924 or equivalent) should be usedto lubricate the adjustment ring.—The horizontal rail flanges, when not properlylined up, will make the gas generator separationhazardous. Misaligned rail flanges may cause the gasgenerator position to shift and possibly damage theC-sump air seals. On mating up gas generator to powerturbine, the No. 6 bearing cage can be damaged whenthe front-frame lift fixture roller crosses the forwardflange in the rail. This makes the gas generator shiftweight.—The adjustable rollers on the lift fixtures aresusceptible to corrosion. Corrosion may cause the rollerto jam into one position.If not properly lubricatedbefore use, the adjustable rollers on the lift fixtures arecapable of freezing up. This makes it impossible tocenter the engine.—When not properly serviced and filled withcylinder oil, the hydraulic support mechanism for thecompressor front frame will not permit the jack to beextended far enough to support the front frame forremoval of the support pins.—Ensure all feeder rail sections are installed andaligned before checking the travel of the system with ahand-held roller.—If a bearing failure necessitates an enginechangeout, a complete flushing of the lube oil system isrequired.Tag and Bagging PracticesThere is evidence that tagging and bagging practiceson engine changeouts have not been followed to theletter. This costs time during reassembly. Properidentification is a valuable asset when the new engine isreassembled in place. Lost and broken bolts, in somecases, do not exist as onboard spares. Therefore, youneed to exercise care in disassembling and handling.Once bags have been filled and identified, place them ina secure place until they are required for the reassembly.Replacement EnginesReplacement engines, when received, may not becomplete with all the fittings and adapters necessary forconnection. In some cases, a replaced engine was in thecontainer and heading for the supply depot before thisdiscovery was made. This caused additional time to bewasted reopening the container and resealing it after theparts or items were removed. Time has also been lostwhen the replacement engine’s turbine midframe flangewas improperly clocked and another engine had to bebrought to the changeout site.SilencersMark the location of the silencer hold-downbrackets before removal. Proper marking makes itmuch easier to reinstall the brackets and silencers.Quality AssuranceReview QA requirements of Combined ForcesAfloat Quality Assurance Manual, COMNAVSUR-FLANTINST 5090.lA and COMNAVSURFPACINST4855.22, for level A repairs.GTG ENGINE CHANGEOUTGTG engine changeout procedures are described indetail in the technical manuals, Model 104 Gas TurbineGenerator Set, volume 2, and Model 139 Gas Turbine2-31
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