Sub: ECC failures:

There have been sporadic incidences of ECC failures due to lack of effective maintenance strategy leading to en route loco failures; recently loco number 16007 failed on 31-01-2015 due to ECC holder connection –ve wire breakage in between junction box to holder. Cause wise ECC failure analysis of last three years is given below:

CAUSE	2012 - 2013		2013 - 2014		2014 - 2015		Total
	L	S	L	S	L	S
Bearing defective/jam	1			1	1	2	5
Holder connecting wire torn/ burnt/soldering failure.	1			1	3	1	6
Foundation bolt drop down/ breakage.		1		1		1	3
Coil connection screw drop down.				1			1
Outer rotor fixing bolt loose.				1			1
Horizontal shaft locking bolt loose.				1			1
Outer drum Lock nut broken.			1				1
Less clearance between outer drum and spider.						1	1
Inner rotor check nut drop down.						1	1
Total	2	1	1	6	4	6	20

Each shed should chalk out an action plan to arrest and fully eliminate ECC related failures. Action to be taken:

Cleaning:  cleaning with dry compressed air at 2-3 kg/cm2 pressure should be done after removing cover over brush holder. Further cleaning by wiping with slightly moist cloth with Orion 77 should be done and final air blowing should be done.

Examination: carefully examine the patina and look for any unusual sign for discoloration, film thickness, sparking etc. Inspect the surface of slip ring for excessive wear, rough or dirty clean and polish with fine sand paper. Wipe the slip ring insulation. Check coil connection for tightness. Look for crack formation in slip ring insulator, If any crack is observed, the slip ring should be replaced by removing ECC. Check the coil connection tightness in ECC operating coil. Check the gap in between Outer drum and inner drum. The tightness of grab screw in between holder and carbon pocket should be checked carefully as excessive tightness will cause low IR and less tightness will result in loose holder pocket.

Critical parameters: Clean the ECC Slip Ring and Record IR and resistance of operating coil. IR of Operating Coil should be more than 10 MΩ and    Operating Coil Value should be in the range of  5.8 - 6.5 Ω

Measure the Radiator Fan RPM and check the slip. If is  slip is more than 5% , then  first clean the ECC inner side of rotor by Orion spray and remove the dust to reduce the slip below 5% otherwise check the copper lining by removing the ECC or check the ECC coil value. The slip rpm is given below:

Sl No	Loco	Right Angle Gear Box Gear Ratio	Engine RPM at 8th Notch	Actual RPM	Maximum Allowable Slip 5%	Minimum Permissible ECC RPM
1	WDG3A	1:1.312	1050	1377	68.85 RPM	1308 RPM
2	WDM2	1:1.312	1000	1312	65.6 RPM	1246 RPM
3	WDS6R	1:1.11	1100	1221	61.05 RPM	1159 RPM

Carbon brush replacement should be done in M4 schedule and condition of released carbon brushed should be carefully jointly examined for uneven wear, rapid wear, sparking crack etc. Necessary corrective measures should be taken on the basis of physical condition of released carbon brushes.

In case of any carbon brush showing above mentioned defects, the corresponding brush holder should be attended for pocket wear, spring tension etc. Pairing of all carbon brush holder should be done in M24 and above schedules for ensuring uniform spring tension.

Run out of slip ring should be checked in M12 and above schedule and in case of high run out ,turning should be done. Mandatory turning of slip ring in M24 and above schedule should be done.

Condition of oil should be checked for sign of metallic particle in blotter test in 30 days schedule.

Condition of lead and soldering of terminals should be checked carefully without exerting excess force. Soldering of terminal should be carefully done in M24 schedule and re-taping should be done.

Fasteners: During overhauling all fasteners of outer drum, spider, gear box and foundation bolts should be checked for worn out and damaged thread and replace if not qualify. Use thread locker at the time of assembly and installation.

Harness: Check ECC harness should neither be in stressed nor over hanged condition. Proper clamping should be ensured.

A feedback on implementation of above actions should be sent within 15 days.

Sub:- Productivity improvement

Recent visits to various Sheds have highlighted the urgent need for instituting  various system and practices for improving Shed floor working and staff effectiveness.

1. Institute a system of Feedback:

 A system of providing feedback to all officials including SSEs and JEs should be instituted. Positive feedback should be publicly given for morale boosting and detailed feedback should be given separately in a structured regular interaction.  System of providing regular feedback should be practiced by all Shed Officers and Supervisors for all persons working under them.

 When we don't provide prompt feedback to our people, we're depriving them of the opportunity to improve their performance.

2. Make yourself available to Your Team:

 All officers must make time available to their team members to provide support and guidance when team members need it. Structured time slot specifically for your people should be provided in your schedule. Please promote the habit of active listening and have a regular time when "your door is always open", so that your people know when they can get your help.  Shed floor visits and section visits should be used effectively to solve sectional issues and to stay in touch with Shed staff.

3. Effective monitoring mechanism:

Section wise performance should be monthly reviewed to provide timely support and course correction before sectional performance deteriorates drastically. Micromanagement should be avoided but going to the opposite extreme (with a hand-offs management style) isn't a good idea either – you need to get the balance right.

4. Clear defined Goals:

Clear goals and performance targets should be issued for each sectional Supervisors and officers so that they know what is expected from them. Performance evaluation of each official should be done based on compliance of targets set for them. When your people don't have clear goals, they can't prioritize their workload effectively and tend to muddle through their day. They can't be productive if they have no idea what they're working for, or what their work means.

(Contd…2)

(2)

5. Positivity and role model:

All Shed officials should exhibit positivity around their work place, shun negativity & unnecessary negative comments, as, negativity has force multiplier effect and is picked up immediately by people around you. As a leader, you need to be a role model for your team.

6. Delegation and mentoring:

 For each task develop and mentor a replacement in every section for succession planning, increasing bench strength and emergencies. I find a solitary staff/supervisor for number of critical tasks/section which shows lack of effort in developing skill base, bench strength and it must be corrected immediately.

Tendency to not delegate is based on the feeling that no one else can do key jobs properly. This can cause huge problems as work bottlenecks around, impeding performance and decision making.

Delegation does take a lot of effort up-front, and it can be hard to trust your team to do the work correctly. But unless you delegate tasks, you're never going to have time to focus on the "broader-view", What's more, you'll fail to develop your people so that they can take the pressure off you.

Implementation of above actions maybe reported separately or through MCDO in Good work done.

Continuous improvement of maintenance practice is a hall mark of reliability, a journey of never ending innovations & improvements. 

 Diesel Sheds should start fostering a culture of creativity & innovation by building a system that taps into the collective knowledge of everyone and lets everyone promote good ideas. Everyone is encouraged to start thinking differently by developing a new perspective to look at old issues, and, to believe that whatever is being done can be improved further.

Creativity isn’t innate. Creative thinking skills can be developed and Sheds must provide an enabling environment of Collaboration, empowerment, and mentor winning initiatives. Being successful at innovation is a skill, which can be acquired, it takes time, patience, training, strategic intelligence and design thinking. Even the best ideas don’t come fully formed. There is always a scope for refining, developing and identifying the ideas with the most potential. Creating a review process allows this to happen and signals that innovative ideas are valued.

Innovation demands passion, an all pervasive passion occupying the mind and soul. It provides the fuel for persistence and perseverance. Small group of like-minded people, if led properly, are able to create magic. We must identify our most creative employees and mentor them for further enhancing their creative ability. Everyone must engage his brain and stretch it to its “outer limits” – be creative. The same old thinking about the same old problems is not going to gear us towards future success.

Innovation needs to be effectively managed and sustained.  Innovation, should be built into organisational capabilities, should form core of laid down target & objectives signalling its clear importance to all employees. We must look beyond for tapping huge idea pool available in other Diesel Sheds and industry. We must promote a culture of trust, openness where people are forthcoming with their ideas and people are not pulled down before giving idea a chance. We must encourage our front line staff to become problem solvers, innovators, and change agents, who should continually ask themselves the question: “is there a better way”. We must celebrate creativity and ideas; Innovation needs a vibrant creative environment to thrive. Systematic planning and innovation management in work place is essential for keeping us firmly focussed on innovation. Mentoring and nurturing of promising ideas in every sub section should be instituted as part of innovation management.

The path of innovation is often a journey strewn with number of failed attempts and     disappointments but they should not overwhelm us as these are the great learning opportunities to know what will not work so that we can refine our path further. The concept of design thinking can be used to promote culture of innovation and improve maintenance practices in Diesel Sheds.

Creativity and innovations are not products of Eureka moments alone, nor do they emerge spontaneously from nothing. Creative shower moments manifest only after arduous, perseverant, sustained and focussed efforts.

Innovation starts from Journey mapping, which is the art of observing what is really going on and requires careful investigation of the process. Precise definition of problem is first right step in the direction. Break a problem into manageable components for faster decision. Everyone on the team is a source of deep process knowledge and ideas. Getting the team around a table and sharing ideas and recording them is a method of capturing institutional knowledge, some of which may not have been explicitly articulated before.

The next step is Hypothesis generation to figure out what creates the problems and how to solve. Solutions aren't solutions, until they work, as envisaged, else, proposed solutions are just hypotheses.  Prototyping helps in proving or disproving the hypotheses. Disruptive and highly valuable innovations come from deep understanding of the problem and finding a solution that really nails the problem rather than puts a bandage over the symptoms.

It takes a creative manager to engage his teams deeply, and that deep engagement engenders trust and sense of purpose. 

Let us make our Diesel Sheds learning organisations firmly dedicated on path of innovation and creativity.

                Sub: - Leakage in Lube oil system.

Leakages in Lube oil system is a major area of concern for sheds; analysis of recent failures of lube oil system reveals need to strengthen and update existing maintenance practices.

Action to be taken:

1)           Dresser coupling:

Failure locations: 2-1/2" armor of pipe line in between lube oil strainer and lube oil regulating valve, 3" armor gasket of L/oil strainer to L/oil main header dresser and delivery pipe armor joint.

Action to be taken:

·                     New gaskets should be examined for signs of wear, nicks, cracks, splitting or laps. Only lab tested/certified gasket should be used.

·                     Smoothen the pipe down where the gaskets are to reside. Sand them down with emery paper, using 100-grit first to remove any abnormalities on the pipe, like burrs or casting impurities. Next, use 200-grit to finish sand and smooth down the pipe. coupling nut and retainer ring (if fitting has them) on to the end of each pipe so the nut threads are facing the end of the pipe

·                     Brush gasketting compound onto the pipe ends. This makes a positive seal between gasket and pipe and lubricates the pipe so the gaskets slide on easily. Slide a gasket onto each pipe so the bevelled end faces the end of the pipe. Make sure the gasket on either side of the pipe extends right to the end, then push the pipes into the dresser coupling.

·                     In pipe line joints, the space between two ends of the pipe  gap should be  measured and  both side pipe ends should be equally distant from centre of the dresser coupler .Mark with paint  and space the coupler evenly on pipes to be joined on the pipe .there should not be any displacement of the dresser coupler at the time of fitment and clamping  .

·              The middle ring and followers of the coupling should be true circular sections free from irregularities, flat spots or surface defect.

·              Alignment of pipe line & tightening of gasket should be done perfectly, The correct procedure of fitment should be explained to fitters.

2)           Gasket :

Failure locations : Lube oil Cooler, side cover gasket, lube oil delivery pipe gasket, Lube oil pump gasket burst, OST housing gasket, Filter drum gasket.

Action to be taken:

Condition of old gasket will yield valuable clue regarding poor surface condition, sharp edges, over tightening and premature perishing.  Causes of these should be attended before new gasket is fitted. Gasketting compound should be used for attending surface imperfections. Gasket must be visually examined and tightened uniformly.

Whenever two surfaces are to be joined either with or without gasket, proper lapping and colour matching of surface should be ensured. Surface condition should be checked and restored if required.

Non standard gasket or handmade gasket of improper gasket material should not be allowed. Only machine cut ready to use gasket of approved material should be used to arrest failure. Sheds should initiate special drive to weed out all non standard gaskets immediately.

3)      Pipe line failures:

Location of failure:

Leakages from lube oil pipe lines like lube oil cross over pipe, governor lube oil pipe, gauge line pipe, centrifuge to flexible hose, pipe connector thread crack.

Action to be taken:

Lay out:

The layout of pipe line should be laid in stream line fashion exactly similar to DLW manufactured/DMW RPP locos. There should not be any sharp bend or rubbing in pipe lines. T gauge should be used for ensuring correct gap and alignment for joining pipe. Single ferrule flare less tube (errmettro) fittings should be provided in lube oil line. ‘T’ gauge should be used to measure correct gap during fitment

Vibration:

Vibration monitoring of pipe lines must be done in every schedule. 10% rise in vibration reading from previous reading of same loco at identical condition and  location should be immediately investigated and due attention should be given.

For lube oil system components absolute reading of support vibration more than 90 mm/second will lead to fasteners, clamps or brackets breakages. Any change in type and intensify of sound is cause of alarm.  Engineer’s stethoscope should also be used for listening sound. The root cause of vibration should be identified and eliminated before releasing the loco.

Clamps and brackets should be renewed in M24 schedule by chipping out old welding.

To arrest rubbing of pipelines suitable rubber sleeve should be provided and sufficient air gap must be ensured between pipe line and nearby surface.

Failure due to heavy vibration in WDG3 locomotive should be modified as per RDSO’s IB. Additional member has to be welded to frame.

Alignment: 

Misalignment of pipe line has been identified as major contributor of lube oil leakage.

Misalignment in lube oil pipe line should be thoroughly attended during pre-commissioning of POH and RB locos.

Primary focus and input to arrest leakages should be given during major schedule to avoid repeated attention on locomotives during trip schedules.

Alignment of Heavy schedule locos should be done by experienced technicians under supervision of section supervisor.

Poor thread condition and Over tightening:

Thread condition pipes and of adopter should be checked before fitment. Pipe lines laving worn out or damaged thread should be replaced. Tendency of stopping leakage by applying excessive thread tap should be avoided.

Whenever any leakage is observed in shed, staff simply over tightens the component and allows it in service. No over tightening should be permitted, if leakage is observed then component should be dismantled and cause of leakages e.g. damaged thread, surface or gasket should be attended.

Application of thread locking compound:

Thread locking compound must be applied to fill up the gap between male and female threads to increase strength of joints.

Marking on head and coupling: It is a good idea to make a line on head of fastener, coupling and pipe line to indicate condition of fasteners during fitment stage. A line should be drawn with paint on all pipe line joints to check alignment and gap in service, if any change in line is observed during service, joints need to be inspected and attended.

4)       Centrifugal lube oil cleaner:

Failure locations: Base crack and ‘O’ ring .

Action to be taken :

·      The side support of base should be welded properly

·      Cleaner body assembly “O” ring to be fitted properly.

·      Hose pipe to be changed in M-12

·      New bolts should be fitted in M₂₄ schedule and bolts should be fitted with thread locking compound.

·      Outlet to sump flexible hose should be converted into steel pipe.

·      Inlet flexible hose along with forged end fittings should be made stock item and replaced one round as old hoses are still in service.

5)      Lube oil cooler

Failure locations :  Tube crack

Action to be taken:

·      Hydraulic test of cooler in M-24.

·      Replacement of conventional cooler by PTLOC.

·      Radiator compartment vibration contributes max number of failure of lube oil cooler . Due to vibration, armour joints of lube oil cooler get disturbed on run. The clamp, holding the cooler and the pipelines should be attended properly during major sch and whenever new lube oil cooler fitted.

·      Monitor and arrest vibration in radiator compartment

·      The lube oil cooler rubber pads should  be replaced during overhauling of lube oil cooler, worn/perished pads cause vibration  in the system.

6)      Lube oil filter drum:

Failure Locations: L/oil drum welding cracked and ‘O ring perished.

Action to be taken:

·      Cover “O” ring to be fitted carefully duly checking sharp edges/sharp grooves of filter drum. The diameter of the O ring should be measured carefully and also compared with the filter drum groove.

·      Removed O ring should be carefully observed   for any sign of over tightness . If any sign of damage in O ring is observed, the root cause of damage( incorrect ring dia/incorrect groove depth/over tightening) should be identified and corrected before fitment of new ring symptom the cause to be find out .

·      All Lube oil filter drum wing nut should be tightened uniformally by modified torque wrench in diagonal fashion and no hammering should be done as it damages the stud threads (torquing value – 110 to 115 foot pounds).

·      Drum foundation base bolt to be checked for tightness

·      Lube oil filter drum foundation bolt retaining plate to be checked for welding crack

·      L/oil filter drum drain cock to be checked for condition of thread and seepage.

·      Capsule type filter drum should be made stock item and it should be changed in M₄₈ and above schedule.

7)       L/OIL pump:

Location: Lube oil seal and housing gasket.

Action to be taken:

Proper backlash must be measured at the time of fitment of lube oil pump assembly.

Ovality of pump bearing frame should be measured and housings found beyond the limit should be replaced. 

During overhauling and failure investigation all released items should be thoroughly examined for defects. Observations on defects and condition of components should be recorded and analysed jointly with lab to find out the root cause of such abnormalities. Correlation with service life, make, fitment faults, material quality etc. should be explored to ascertain the root cause in such cases.

Oil and water seals should be of RDSO approved source and manufacturing should be less than one year. Lab must check seal quality and certify before fitment. Proper setting of seals must be ensured.

D.P. testing of L/Oil pump housing, shaft, gears must be ensured by lab before fitment.

8)       Other maintenance practices:

Leakage checking: Leakages are best checked when loco is on load box test and run for some time. Lube oil and fuel oil leakage tendency is very high due to reduction in viscosity at elevated temperature. Crank case exhauster motor can be stopped for 30 seconds and lube oil leakages can be observed.

Training and acceptance level: Sectional staff and supervisors must be trained and counseled to ensure leak free locomotives. Significance of the objective must be understood by all of them.

Measurement of lube oil level:

·      Whenever loco touches the shed its incoming lube oil level & LOFR should be recorded.

·      Trend monitoring of LOC and lube to fuel oil ratio of the current trip with past records should be done before schedule attention to observe rise in trend if any.

·      Any abnormal drop of lube oil level or higher LOFR indicates the lube oil leakage in system. Loco should be thoroughly checked and leakage should be attended.

·      Lube oil level & LOFR should be monitor & prepared by lab and given to SSE/Running and ADME/Running for taking necessary action. It must be discussed during power meeting.

Maintaining correct Crank case vacuum:

·  Crank case vacuum to be checked in every schedule

·  Exhauster hose pipe to be checked for chocking

·  Exhauster drain pipe to be cleared in M-4

·  Old stock crankcase gasket should not be use as the gaskets are become hard and failed to 100% leak proof.

·      Crankcase door cover to be fitted & tightened properly .No oil leakage should be allowed.

.

                                                                                                                                      

                                                                                                                                     

Annexure 

The Basic Working Principle of Dresser Couplings:

The Dresser coupling consists of one cylindrical middle ring, two follower rings, two resilient gaskets of special Dresser compound and a set of steel track head bolts. The middle ring has a conical flare at each end to receive the wedge portion of the gaskets. The follower rings confine the outer ends of the gaskets. As the nuts are tightened, the bolts draw the follower rings toward each other, compressing the gaskets in the spaces formed by follower rings, middle ring flares and, pipe surface thus producing a flexible, leak-proof seal on the pipe joint.

The Basic of gaskets:

Materials for gaskets can be divided into three main categories:

•Non-Metallic types    •Semi-Metallic types    •Metallic types

Non-Metallic gaskets are usually composite sheet materials are used with flat-face and raised-face flanges in low Pressure Class applications.

Semi-Metallic gaskets are composites of metal and non-metallic materials. The metal is intended to offer strength and resiliency, while the non-metallic portion provides conformability and sealability. Semi-metallic are designed for almost all operating conditions and high-temperature and pressure applications, and are used on raised face, male-and-female, and tongue-and-groove flanges.

Metallic gaskets are fabricated from one or a combination of metals to the desired shape and size. Often used metallic gaskets are ring-type-joint gaskets (RTJ). They are always applied to special, accompanying flanges which ensure good, reliable sealing with the correct choice of profiles and material.

Ring Type Joint gaskets are designed to seal by "initial line contact" or wedging action between the mating flange and the gasket.

Spiral Wound gaskets : The concept of spiral wound gasket construction was originated by Flexitallic in 1912, inaugurating the beginning of a new era in safe, effective sealing.

The necessity for a gasket to have the ability to recover cannot be over emphasized. The effects of pressure and temperature fluctuations, the temperature differential across the flange face, together with bolt stress relaxation and creep, demand a gasket with adequate flexibility and recovery to maintain a seal even under these varying service conditions.

Annexure

SN	Cause	Location	Remedial action
1	Lube oil leakage from compression fitting of gauge line with gauge	Nose compartment.	Fitting Adopter to be checked for any damage
2	L/oil leakage from L/oil gauge line of copper pipe line connecting to the lube oil pressure gauge has cracked		Annealing of copper pipes
3	Lube oil gauge copper pipe rubbing with booster gauge copper pipe near TG		Proper clamping
4	Governor engine oil pressure sensing pipe cracked near cone portion	Free end side	Annealing of copper pipes during M24(new material was fitted)
5	The Governor's engine lubes oil sensing copper pipe. A cut mark found near the T adopter to lube oil gauge line near Generator room partition wall		Proper bracketing& HP joint sheet application
6	Lube oil leakage from 2-1/2" armor of pipe line in between lube oil strainer and lube oil regulating valve.		Dresser gasket badly damaged
7	L/oil strainer head gasket burst		Gaskets from RDSO approved firms
8	3" armor gasket of L/oil strainer to L/oil main header dresser		dresser gasket badly damaged
9	L/oil regulating valve engine sump armor joint leakage	Comp. Compartment	Maximum vibration in compressor base as the base welding and base plate cracked
10	Lube oil by- pass valve gasket found unseated due to improper fitment.		Improper fitment of gasket.
11	Lube oil leakage from lube oil pump delivery pipe near lube oil regulating valve due to welding joint failed.		delivery pipe crack, (In M-24 all pipe D.P test for crack)
12	L/oil cooler to strainer Armor Gasket perished		clamp welding failure
13	L/Oil relief valve gasket burst		improper fitment
14	Paper gasket at lube oil pump face jointing area is torn out.		Gaskets from RDSO approved firms
15	Lube oil leakage from pump housing		pump housing was cracked and idler gear bush both side were worn out
16	L/Oil leakage from L/Oil pump delivery pipe to centrifuge hose.		Hose pipe replacement in M-12
17	L/OIL pump pipe flange joint gasket burst.		premature failure of gasket
18	L /Oil leakage from steel pipe dresser coupler.		Pipe alignment wrong
19	Lube oil cooler out let pipe flange gasket damage.	Radiator room	Gaskets from RDSO approved firms
20	Filter delivery pipe 3" armor joint near lube oil drum		Gasket over aged
21	Lube oil cooler side cover gasket.		Gasket over aged
22	Lube oil cooler body welding joint cracked		Hydraulic test in M-24
23	Oil leaked from armor joint causing heavy vibration and		Lube oil filter drum foundation bolt retaining plate welding broken
24	Lube oil filter drum ‘O’ ring came out from its original position		Lube oil filter drum 01 no. wing nut found loose
25	Lube oil leakage from filter drum drain cock.
26	Lube oil drain pipe	Eng. room	Drain pipe flange holding bolts loose.
27	Centrifugal cleaner 3" out let rubber hose to sump burst longitudinally.
28	Lube oil pre-lubrication pump inlet hose rubbing and damaged causing lube oil leakage		hose rubbing, Proper clamping of pipe
29	Pipe bracket gasket (HP joint sheet) of turbo L/oil filter got burst		Gaskets from RDSO approved firms
30	Lube oil leaking from OST upper housing.		Housing surface cleaning before applying gasket
31	L/oil leakage from copper pipe cone of main header.		Cone to be checked for proper seating
32	Main header to Aux header union nut L/oil leakage.		Proper tightening to be done
33	Lube oil leaked from main header to aux header T joint union nut. pipe cone (T connector end) loose		Short length pipe fitted
34	L/Oil leakage from L/H no. 6 cross pipe		Thread of adopter& use of Teflon
35	L/oil leakage from header to Turbo flexible hose.
36	The thread area of the centrifuge cleaner found maximum slag
37	Self centrifuge to flexible hose pipe connector (steel pipe) thread portion crack.	Eng  room	Bracket welding
38	Centrifugal L/Oil cleaner stud drop down.		The side support of the cleaner base found welding crack
39	Al base Turbo Filter casing cracked at centre bolt fixing bush
40	Centrifugal lube oil cleaner body assembly rubber ‘O’ ring worn out		over age
41	out let flexible pipe of centrifugal L/oil cleaner		Flexible pipe to be changed in M012
42	Oil comes from drain hose from CCM which was loose connected & bend.		Drain hose bending & straightness to be checked in each sch.
43	Lube oil leakage from the front cover near left side no. 6 bolt. A piece of front cover gasket (high pressure joint sheet) came out near L-6 bolt.		Surface to be cleaned carefully