PRESERVATION AND PACKAGING FOR
STORAGE
If you know that an engine is to be shipped or stored,
you must make plans to preserved it prior to removal
from the ship. Engines to be taken out of operation for
periods of up to 1 month require only that the unit be
protected from the elements. Units that will be stored
or out of service for more than a month must be
preserved for storage.
Packaging for storage should comply with current
instructions for engine shipment furnished by the
manufacturers. If specific manufacturers instructions
are not available, then the engine should be placed in a
hermetically sealed metal container with a humidity
control and an external humidity indicator.
All major engine parts, no matter how badly worn
or damaged, must be returned with the engine whether
it is to be overhauled or salvaged. Remember, the entire
assembly (engine and accessories) must be protected
from damage during shipment. When preparing the
engine for shipment, you must be sure that all fuel lines,
receptacles, oil lines, intakes, exhausts, and any other
openings in the engine or its components are capped or
covered before the engine is removed.
For further information, packaging requirements
are given in MIL-E-17341, MIL-E-17555, and
MIL-E-17289.
DEPRESERVATION
An engine that has been in storage, or inoperable for
an extended period of time, must be depreserved before
it can be placed in service. Before connecting the engine
to the external portion of the fuel and oil system (supply
tank, coolers, falters, and so forth), the external tubing
and equipment must be thoroughly flushed and purged.
After installation, fill the oil sump (Allison) or LOSCA
(LM2500) with clean lubricating oil to the proper
operating level.
CAUTION
To prevent accidental firing, ensure that
the engine ignition circuit is disconnected
when priming the fuel control and the fuel
system.
Before initial operation, the engine fuel system must
be flushed and purged. To accomplish this, the engine
is motored until all bubbles are out of the fuel stream
and only fuel comes through. While motoring, observe
the engine oil pressure. If no pressure is indicated, the
cause must be determined and corrected before the
engine can be started. In all cases, the manufacturers
technical manual must be consulted for specific
instructions on the depreservation and start-up of each
particular engine.
SUMMARY
In this chapter we have discussed object damage,
borescope inspection, and troubleshooting related to
GTEs. We also discussed corrosion, its causes, effects,
and some of the methods available to us to combat and
minimize it. Since a TRAMAN is not designed to deal
with all aspects of anyone subject, you should study the
various publications on the prevention and control of
corrosion mentioned in this chapter.
of particular
interest are the Propulsion Gas Turbine Manual
LM2500, volume 2, part 2, S9234-AD-MMO-040
LM2500; the NSTM, chapter 234, Marine Gas
Turbines, S9086-HC-STM-000; and Corrosion
Control and Prevention Manual for DD-963 Class
Ships, NAVSEA S9630-AB-MAN-010. Throughout
this chapter and again in the summary you have often
been referred to the applicable technical manuals or the
PMS for specific information. You must use these
references to guide you through the procedures. Proper
use of the technical manuals and the PMS will ensure
that you make a complete inspection and/or properly
isolate a problem.
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