On Monday 1st February we returned to York to carry out our annual examinations on No. 60163 and support coach No. 21249. Tornado underwent full mechanical cold and hot functional examinations to enable us to carry out and complete our a ‘C’ exam, ‘B’ exam and an ‘A’ exam. The coach also underwent a full mechanical exam and functional examination as we completed No.7 and No.4 examinations.
As well as the hands-on work at York, Richard Pearson also spent time working with Alistair Leach of Ricardo Rail and completed a remote audit of paperwork ahead of Ricardo’s annual inspection which was scheduled for the 18th February. On 1st February we started with the mechanical No.4 and No.7 examinations of No. 21249. These examinations look at everything from door locks to wheel profiles, buffer heights, repairs to leaking windows and a full battery check.
The picture show the batteries being examined, the battery boxes were also cleaned out and box hinges lubricated, and the battery water levels were topped up with de-ionised water using the special lolly stick as a level indicator!
Two Peppercorn engines together as No. 62005 called into York for water while on its way to the NYMR.
The wheelset flange heights and thicknesses were measured on both No. 60163 and the coach, and the picture shows the measuring gauge in position on one of Tornado’s driving wheels.
The cover was taken off the ‘snifting’ valve to allow for a visual examination, and all looked to be in good condition as seen in this image.
The engine was fully examined although not dismantled this winter due to the low mileage that it had completed since it was last dismantled over the previous winter. The picture shows Ian Greenan carrying out an examination on the RHS radius rod die block. With the engine in forward gear Ian uses a bar to lift the rod and die block and check for excessive wear in the pin and block.
During the inspections several areas of corrosion were identified and noted as seen in the picture of the tender coal space sprinkler, these areas were very closely examined, and all were deemed suitable for further service but with the proviso that they are replaced next winter.
With the cold mechanical examinations complete, all we had on our repairs list was a couple of ‘running repairs’ and a suspect broken RH Cartazzi spring, so putting these aside for later the engine was prepared for a steam test. The boiler washout doors were refitted and the boiler filled up, the newly calibrated pressure gauges were all refilled and all frost protection measures we had taken in December 2020 were reversed. The picture shows Ian Greenan working under the cab to refit the bottom cap on the live steam injector, the cap was removed to ensure all the water was removed which in turn prevents frost damage occurring.
The OTMR (On Train Monitoring and Records Unit) – the black box data recorder which isn’t actually black, it’s bright orange – was refitted as it had been recently returned from the manufacturer where it had been for its five-yearly service, the picture shows it back in position under the fireman’s seat.