Thinking back to the eighties when the CR systems really came out in force I recall one of those rare "good moments " ( you know the ones, few and far between nowadays but when it does happen it makes it all worthwhile)
Called out to a ship with an intermittent misfire, plugged in the electronic kit, FCR it and conducted further diagnostic tests as necessary.
Threw up " no. four injector problems " and at that point nothing else showing.
Scoped the injector, Noid lights test conducted and connected up the hamster kit ( spill return test ) and observed way over 10% return both on tickover and half throttle on no four cyl.
No doubt about it at all, duff injector here. Solenoid type, ceramics not out yet, waveform patterns clearly defective.
Got to cover your ass here with this new fangled CR and leave the door open to avoid any future conflicts.
Definately Duff but as usuall don't dare say that's the end of it as for if you do you will surely get bitten in the ass here, no danger, yet another learning curve to take on board here as I have well learnt.
The injector is without doubt defective but it may well be masking further faults that will not show up until the injector has been replaced.
Soon learnt this Symptom V Cause saying in the mid eighties and some of it to my cost.
Once caught never forgotten.
Chief on this ship is one of those who thinks he is getting paid for his presence only on the ship and that does not include going down below.
Here we have a real live BC, make no mistake about that.
For the uninitiated BC= Bus Conductor, knows which buttons to press but that's as far as it goes.
When I started out it was open enginerooms, no control rooms only control platforms.
Thus the knowalls were know as the " Bus Conductors " for obvious reasons.
Control room dweller in full uniform kit and no further.
Plus just to make things more interesting he is University Educated Chief and knows it all.
I personally thought his only encounter with the tools was at university in the lab/ workshop and he had never pulled a liner, had inaccessible sheared off broken bolts to drill and tap out nor even been inside a crankcase of an engine who had only just been stopped.
As I came up the hard way and did not find all those quadratic equations and calculus and third angle projection a natural take on board subject this man represented everything I loathed as basically although he had the tickets he was not like me who struggled with a lot of the theoretical side of thinks ( unlike the practical side which I took to straight away )
The five year apprenticeship learnings were somehow to be applied here but how?
No, I don't mean the engineering side here but the five year " wind ups/setups/ being set up for the big one, being set up for a big " fall " learnings came to my thought fore front as I had had a very good training in this important side of life and as such had been subject to many, many " set ups" and as such still remain on guard to these situations all these years later.
Like the Quadratic equations the key to it all was learning how to recognise the correct formulae to apply to what was presented in front of you wind up wise.
Anyway back to this University Chief who behind his back was known as " Boy "
Hated by the crew here was an opportunity to go straight to the top of the admiration tree but how?
He was in charge and everyone had to suffer big time.
Rather than come looksee at the job I was summoned to his office and made to wait in the corridor for some twenty minutes plus.
Reminded me of the old headmasters trick of being summoned to his office and in order to crank the handle and wind up the atmosphere of about what was to happen you would deliberately be kept waiting such was the importance of the mission.
I and my colleague were eventually granted permission to see the chief and I duly explained that no four injector was defective but that was not necessarily the end of the problem.
Much awkward discussions ensued whereby he wanted to be assured that this replacement injector was to be the end of all but I had already learnt to my cost at that stage that only a fool would grant that assurance as you could end up with egg on your face and be expected to refund perhaps some of your labour costs incurred to date.
After maybe half an hour plus I presented him with the scope and the injector testing printouts ( allways but allways do this again to cover your ass as this is not at all like the old days here ) and proceeded to explain it all.
Like a lot of these University boys I don't think he knew what he was looking at but I did make the remark " you do know what I mean when I refer to injector no. four?
It was at this point when we were almost thrown out of his office over my last remark by asking him what I meant by no four.
However there was a particular reason for me banging on about Cyl four.
We left the ship after being told he knew ( of course ) that it was an injector gone down but didn't know which one and had the owners had the foresight to carry diagnostic equipment onboard then people like us would not be necessary as he was well up on diagnostics as the University boys had been taught it all.
No, it would not be necessary for us to return to the ship to fit the new injector and see the job through.
Some new injectors have to be programmed to the ECU but as he obviously knew it all I declined to tell him so and so we left the ship.
The five year apprenticeship learnings were at the forefront of my brain for the next three days and I was delighted to receive an irate tel. call from him telling me my diagnosis was incorrect and that we would not be getting paid for the time we had spent on the ship.
We were instructed to attend the ship immediatly which next day we duly did.
Taken by the first down below we were shown that no four injector had indeed been replaced and the intermittent miss was still present.
It was at this point I knew ( drawing on my past training, no not the engineering side the windup/setup side ) that handled right this was to be a major COUP for me but also I realised that there could also be a major explosion taking place.
This was one that had to be handled 100% correct else repercussions would surely follow, no danger.
Talking to the first and observing which injector ( no four ) I soon realised exactly what had gone wrong here and explained to him the reason why and it became apparent that because of the way the Chief was he did not wish to be the one who had to explain it all to him.
As such this honour befell to me and drawing on my so far experiences doing this sort of thing I took great delight in informing him in front of witnesses what had happened here.
So what had happened here? What had gone wrong? Who, if any had dropped the bollock? What was the answer?
Come on you CR devotees/converters ( like me )
It's not a trick question but a fact learnt in the first early stages of CR involvement?
Remembering The Good Old days, when Chiefs stood watches and all Torque settings were F.T.