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When did this problem start? After a maintenance outage? After some work was performed on the torque converter? Please provide the exact text and drop number of the alarm message(s) experienced when the torque converter isn't working properly. There have been several torque converter...

dinster, The alarm is related to an excessive difference in LVDT feedback between the two LVDTs. You didn't provide an indication of which processor is annunciating the Diag. Alarm, or if more than one processor is annunciating the Diag. Alarm. It's kind of like a Voting Mistmath Diag. Alarm...

Are there any Process- or Diagnostic Alarms being annunciated during the liquid fuel start attempts? What makes you believe the problem is only lack of sufficient AA pressure from the Booster AA Compressor? Have you eliminated other potential problems? If so, can you describe what you've done...

The Mark V Application Manual describes how LVDT pairs are associated with regulators. Regulators are also called "servo-valve outputs", so you need to look at the I/O Report or IO.ASG to see which servo-operated device is connected to SVO5 (regulator 5). I believe it's most likely the IGV servo...

Does the diesel get an analog signal output from the Mark V to control speed? Or is it just a solenoid output that controls the fuel rack? Have you taken any data using one of the VIEW tools to try to see if the problem is being caused by some problem with the logic? If so, what does it tell...

dinster, Thanks for the feedback! It's always a pleasure to be of help.

To check the PROMs, one would have to have a "PROM burner" and have a made a copy of the original PROM to compare against the suspect version. The data is stored in a binary format and without knowing what it was originally, it would be very difficult to tell if all the bits were in the right...

When did this problem begin? After a maintenance outage, when the instruments were "calibrated"? After some repair or refurbishment of the gas valve assembly? Are there any Diagnostic Alarms associated with the cards the transmitters are connected to (VAIC, if I recall correctly)? If so, what...

Is the Mark VI annunciating a 125 VDC Battery Ground alarm when 33CB-1 is connected to the panel through the knife switches? If so, does the ground alarm clear when you open the knife switches and isolate 33CB-1 from the Mark VI? (If not, it could still be the wire(s) is(are) grounded, and...

Well, <b>HAVE YOU DONE WHAT 309Eguy TOLD YOU TO DO ON THE HMI THAT IS "AFFECTED"?</b>

As seems to be my failing these days, I neglected to ask when this problem started. Was it after a maintenance outage? After the Mark V was powered-down for some reason and then powered back up? Was some sequencing or Control Constant modification recently made and downloaded to the panel and...

When you replace a card, you need to be sure all of the jumpers on the new card are in the same place as on the card being replaced. Power down the processor. Carefully remove the ribbon cables and other cables from the TCQA being removed. Check the labels on the pull tabs as you are...

You have basically answered your own question. An uprate of this kind involves making adjustments to exhaust temperature control constants, and sometimes to the maximum IGV angle, in order to achieve the guaranteed firing temperature. In addition to putting new hot gas path components in the...

I want to say a couple of things about this thread to anyone reading this thread. First, two very important pieces of information were not provided. 1) When did the problem begin? After a maintenance outage, or a unit trip, or, when? And this is probably <b>THE MOST IMPORTANT PIECE OF...

Well, this is a sad thread. If someone allowed the packager/supplier of the Mark VIe to leave site without converting the CIMPLICITY displays to metric units, well, then shame on the management at the site. That is not a difficult task, and if the normal unit of measure for the locale/region...

I neglected to ask the most important question when troubleshooting an problem: When did the problem begin? After a maintenance outage? After the "gas valves" were recalibrated? After a trip? If Base Load is being reached at a very high value, then it's likely that the CPD transmitter(s)...

Just installing an inverter isn't going to make allow a black start, under most situations. Depending on the configuration of the machine (type of hydraulic pump(s), type of control- or trip oil system, etc.) other changes to sequencing are required. Beside the changes required to make the black...

Iqbal, It's not clear exactly what kind of change you are trying to make. I've never heard of gas valve "margin" changes. Are you referring to a Control Constant change? That can be done temporarily without building and downloading. If you're referring to some kind of I/O Configuration...

Thank <b>YOU</b> for the feedback! "Feedback is the most important contribution!"(c) here at control.com. It's what makes forums like this work for years after the thread is resolved because others can read the thread and see that there was resolution and help from the information provided!

Have you used VIEW2 to monitor the permissives to L20CB1X to see what could be changing, or if something is wrong with the solenoid output itself?