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METHODICAL INSPECTION

1st September 1944
Page 22
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Page 22, 1st September 1944 — METHODICAL INSPECTION
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Which of the following most accurately describes the problem?

Keeps Vehicles on the Road

The Pros and Cons of Various Systems and the Need for Keeping to a Rigid Programme. The Part that Drivers Can Play in the General

Scheme

By R. W. Bent,

A.M.I.Mech.E., A.M.I.A.E.

COMMERCIAL VEHICLE operators, whether they be owners of one or two machines or a large fleet, are usually fully aware of the importance of carrying

' out adequate inspection of their vehicles if roadside breakdowns are to be prevented. The true meaning of maintenance is the avoidance of failures, rather than the rectification of defects after they have occurred, which probably means keeping the vehicle off the road.

At the present time, with such large proportion of vehicles which would normally have been replaced in use, and the difficulty of having repairs effected by garages, owing to shortage of labour and the difficulty of obtaining replacement parts, it behoves every operator to invedtigate any means by which he can reduce the number of roadside delays or unserviceable machines.

Thorough and adequate inspection is, at the same time, one of the simplest and most efficient methods of preventing breakdowns but, like many other simple systems, it needs to be properly applied if it is to operate satisfactorily.

Keeping Serious Faults In Check

A cursory look around by the driver at the end of a run does not constitute an efficient inspection. Undoubtedly the driver can play a big part in noting and, if possible, correcting defects before they become major faults, but, unless he be mechanically minded above the average, he will require training in knowing " what to look for."

Drivers who are not mechanics can, of course, give valuable assistance by working to a schedule of examinations. This system forms the basis of Army vehicle maintenance, where the inspection is divided into 16 half-hour tasks covering the whole of the machine. Such a scheme could well form the basis of a civilian operator mainfenance plans, but it must be remembered that, in the Services, these tasks are followed by workshop inspections which are carried out by a trained staff, backed by adequate equipment.

The' average operator requires that his inspection should cover not only routine work, but that whoever is responsible has sufficient experience to determine Whether, say, a part should be replaced, or can safely be allowed to continue functioning. There are three principal ways in which this can be achieved: first, by suitably trained or experienced drivers; secondly, at a garage ; thirdly, by a fullor part-time mechanic.

How to Apply the Drivers' Scheme

Some aspects of employing the driver to do this work have already been considered. If it be decided to use this method, an alternative to allowing each driver to do his own inspection is to make one driver responsible for the fleet. -In the case of a small, number of vehicles this scheme often works quite satisfactorily, as it is usually possible to find one driver who has the necessary experience and possesses the aptitude to carry out the inspections in a proper manner.

Obviously, he will have to be relieved of some of his driving duties, as the essence of the scheme is that the vehicles be inspected regularly, a process which may occupy several hours. The driver of the vehicle being inspected can assist the inspector, and this has the advantage that his attention can be drawn to defects which may be due to bad driving habits; such, for example, as a worn clutch thrust-race caused by the driver resting his foot on the clutch pedal.

One of the objections that may be raised to this method is the diffi,culty of synchronizing the inspection period with the availability of the. vehicles so that, frequently, the inspection becomes an overtiine job when the vehicles have finished their day's work. This, in itself, may not be undesirable, except for the fact that if the driver-inspector has completed a full day's work, he would not be at his best for carrying out a detailed inspection. The other factor is that, in many cases, the examination will have to be carried out after dark, which means that adequate facilities in the way of cover and light will be essential.

Giving till Work to Outside Sources

The second method is usually known as contract maintenance, in which a garage, preferably in the vicinity, undertakes to do all the necessary work to keep the vehicles on the road. Before the war, this method was used by quite a number of operators, as it relieved them of the necessity_ of providing any equipment (which might be required only very infrequently) or labour on their own premises.

The system was possibly more expensive than the other two methods, because the operator was paying his proportion of the garage overheads, which were not present if the work was done on his own premises. There was also, probably, a tendency for the garage to "play safe," and thereby replace parts before the end of their economic life. Such a procedure would, of course, increase the maintenance costs.

At the present time, most of this contract maintenance has ceased, simply because most garages are in a position to deal only with actual repairs. Nevertheless, it is probable that after the war we shall see a considerable extension of this system, as it certainly has a number of points in its favour.

The third system, using one or more mechanics, is employed by practiCally all operators of fleets of medium and large size. Its widest application is seen in the case of

large fleets, particularly passengervehicle operating concerns. In this case, where the vehicles are in service most of the day, night maintenance is largely practised. Blackout difficulties have reduced the scope of the work which can be done at night, but, in large fleets, a certain amount of maintaance can be performed only during the hours of darkness.

A typical scheme is for the buses, as they come in, to be refuelled and then passed on to the wash. While the outside is hosed down, the interior is also being swept out. The vehicles then drive over pits fitted with -floodlights, where inspection is carried out by mechanics solely engaged on this type of work.

Garage Congestion

Must be Avoided

With a large fleet a close timeschedule has to be adhered to, in order to guard against a large number of vehicles having to wait to enter the garage. Thus, if any serious defects are found 'while a vehicle is over the pit, it may be necessary to move it off, bringing it back again when the inspections are completed.

It is not suggested that the small operator can run a scheme of this nature, although the principles are worthy of emulation. In a small fleet, the question of whether a fulltime or part-time mechanic is to be employed depends on whether the fleet is large enough to permit of a spare vehicle, or vehicles, being available to keep the mechanic fully employed. In many instances this is not the case, so the employment of a spare-time mechanic may be useful.

Mechanic-inspectors as Part-timers

Even in these days it is possible to find suitable men who are prepared to work an hour or two in the evening, or at week-ends. These times, of course, usually fit in well with the periods when the vehicles are available for inspection. The advantage of the week-end is that the woek can be carried out in daylight, which means that special facilities in the way of lighting are not necessary ; in fact, in fine weather, most of the inspections can be better performed outside.

On modern vehicles, particularly those with low-built bodies, some facilities for under-chassis inspection are essential. A properly constructed pit is a great asset, but, failing this, a ramp on which the vehicle can be run up, raising it 2 ft. or 3 ft. from the ground, is a useful alternative. It is necessary to have a proper schedule of work, as the inspection envisaged comprises not only the examination of external parts but, in some instances, the removal of components, and the rectification of defects, where possible. The maker's handbook, supplemented by experience, will form a basis on which to draw up the inspection schedule.

In order to confine the mechanic to skilled work, it is probably desirable to make each driver responsible for checking oil levels in the engine, gearbox and rear axle, greasing the chassis, and maintaining tyre pressures. This will enable the mechanic

to act as a check as to whether these duties are being properly performed.

The amount of repairs which the mechanic should be allowed to carry out depends on several factors, such as his skill, the equipment available, and so on. Generally, with a small fleet, it pays to pass on major repairs and overhauls. to an outside concern which is properly equipped to undertake such work efficiently and speedily.

Mapping Out an Inspection Schedule As a guide to the amount of work such an inspection should embrace, a scheme is appended which lists tesks to be done at 5,000 miles, and additional items requiring attention at 10,000 miles. These mileages are noi

arbitrary, and may require modifica. hon, depending on the type of vehicle

and conditions of -service. The essential thing is that nothing should be allowed to interfere with the regularity of the times of inspection once they are laid down. It will be seen from a study of this schedule that no extensive equipment is required, as most of the work can be clone with the tools issued with 'the vehicle.

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