7th April 2013
So on Bank Holiday Monday we sorted out a few things and as I was suffering from a bit of fatigue it was not until after lunch that we headed in to Rowsley with the intention of progressing Tom and 14 901. Andrew had decided to nip up the bolts on the Voith oil cooler which had been leaking for some time so we would need to see if it was better.
10th February 2013
There have been over two hours of phone calls this week between me, our transmission experts and Twin Disc over in the USA. One of the outcomes is that it may be that our low base pressure on D2128's powershift is the result of the charge pump not delivering sufficient oil. In the manuals we had with the transmission (or to be exact, the manuals that Hunslet supplied with the original locos when they were delivered in 1984) there was no reference to oil delivery rates for the transmission, only acceptable grades.
4th March 2012
Even as I was packing to go away for the (previous) weekend, I got a phone call from Peak Rail reporting that Charlie’s stop solenoid had given up the ghost. Let me explain. Left to its own devices, most engine fuel pumps head to the “run” position, it is what they are made to do. Therefore you need a device to pull the lever on the pump to a position where there is insufficient fuel delivered and the engine stops.