Graviner Manual

GRAVINER
MK6 OIL MIST DETECTOR
INSTALLATION,
OPERATION AND
MAINTENANCE
MANUAL
1-59812-K001
PROPRIETY RIGHTS NOTICE
The information contained in this manual is the property of UTC Limited and may not be reproduced or
transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, nor stored
in any retrieval system or any nature without the express written authority of UTC Limited.
© Copyright 2009 United Technologies Corporation
Sept 2017 Page i of viii 1-59812-K001 Rev 7

TABLE OF CONTENTS
Chapter Page
Chapter 1 DESCRIPTION AND OPERATION 1

1.1 INTRODUCTION 1
1.2 DESCRIPTION 2
1.3 TECHNICAL SPECIFICATION 3
1.4 OPERATION 5
1.5 SYSTEM CONTROLS AND DISPLAYS 5
Chapter 2 INSTALLATION AND COMMISSIONING 10

2.1 INSTALLATION 10
2.2 CONNECTING THE SYSTEM 21
2.3 SYSTEM CHECKS PRIOR TO SWITCHING ON 35
2.4 SYSTEM CONFIGURATION AND COMMISSIONING 37
2.5 SYSTEM OPERATION 42
2.6 TEST MENU 44
2.7 EVENT LOG 49
ENGINEER & USER MENU FLOWCHARTS 53
Chapter 3 MAINTENANCE 62
3.1 ROUTINE MAINTENANCE 62
3.2 DETECTOR HEAD REPLACEMENT 63
3.3 DETECTOR HEAD REFURBISHMENT 64
3.4 FAN REPLACEMENT 66
3.5 CABLE REPLACEMENT 67
3.6 CONTROL UNIT PCBs 68
3.7 REPLACEMENT OF 8 ENGINE STATUS DISPLAY MEMBRANE 70
3.8 REPLACEMENT OF LCD DISPLAY 70
3.9 REPLACEMENT OF FUNCTION KEY / LCD DISPLAY MEMBRANE 71
3.10 REPLACEMENT OF JUNCTION BOX PCB 71
3.11 DECOMMISSIONING 71
Chapter 4 FAULT FINDING 76

4.1 GENERAL 76
Chapter 5 SPARE PARTS 97
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LIST OF ILLUSTRATIONS
Figure Title Page
Figure 1 Areas of Failure – 2 Stroke Engine 1

Figure 2 Areas of Failure – 4 Stroke Engine 1
Figure 3 Graviner MK6 OMD Components 2
Figure 4 Typical System Configuration 3
Figure 5 Control Unit Display 7
Figure 6 Relay Function Modes 9
Figure 7 MK6 Control Unit Bulkhead Mounting (1-53836-K170) Installation Drawing 10
Figure 8 MK6 Control Unit Flush Mounting (1-53836-K206) Installation Drawing 11
Figure 9 Bezel - Part Number 1-35100-K187 12
Figure 10 MK6 Control Unit Flush Mounting Installation Drawing Cut Out Details 12
Figure 11 Junction Box Installation 14
Figure 12 Junction Box External Connections 15
Figure 13 Ideal Mounting Position 16
Figure 14 Typical Installation 16
Figure 15 MK6 OMD Detector Head Installation 1-E3561-301 17
Figure 16 MK6 Detector Head Installation (Short sample pipe) (1-E3561-301-01) 18
Figure 17 Detector Cable Assembly (Straight Connector) 19
Figure 18 Detector Cable Assembly (Right Angle Connector) 20
Figure 19 (Sheet 1 of 3): MK6 OMD System Part Number 1-E9261-002 21
Figure 22 Power cable 24
Figure 23 Power cable through EMC gland 24
Figure 24 Power Input Cable Earth Stud 25
Figure 25 Power connections 25
Figure 26 Control Unit relay cable assembly 26
Figure 27 Cable Gland Isolation 27
Figure 30 Power cable connections to Interface Board. 28
Figure 31 Communications cable connections to Interface Board 29
Figure 32 Power cable Screen Tail. 29
Figure 33 Power cable Screen Tail Insulation. 30
Figure 34 Junction Box Power cable & Communications terminal connections. 30
Figure 35 MK6 Junction Box Connections 31
Figure 36 Detector Cable Assembly (Straight Connector) 32
Figure 37 Detector Cable Assembly (Right Angle Connector) 33
Figure 38 Detector cable, stripped. 33
Figure 39 Detector cable, EMC Gland assembly 33
Figure 40 Detector cable, EMC Gland & Junction Box 34
Figure 41 Close-up of Detector cable, EMC Gland assembly 34
Figure 42 Connection to the Detector Head Assembly. 35
Figure 43 Detector Head 1-E3561-301 36
Figure 44 Smoke Tester 39
Figure 45 Smoke Test 40
Figure 46 Connection Description Screen 50
Figure 47 COM1 Properties Screen 50
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Figure 48 HyperTerminal Screen 51
Figure 49 Event Log Connector location 52
Figure 50 Base Fixing Screw Removal 63
Figure 51 Cable Disconnect 64
Figure 52 Screw Removal 64
Figure 53 Base Moulding Seal 65
Figure 54 Pulling Tool 65
Figure 55 Fan Removal 65
Figure 56 Cleaning Light Guide Removal 66
Figure 57 Control Unit PCB’s 69
Figure 58 Control Unit PCB’s 70
Figure 59 Interface PCB 72
Figure 60 Main Control Processor PCB 73
Figure 61 Eight Engine Status Display PCB 74
Figure 62 Status Display PCB 74
Figure 63 Junction Box PCB 75
Figure 64 Junction Box Assembly – Part Number 1-D4720-001-XX 97
Figure 65 Detector Head - Part Number 1-E3561-301 98
Figure 66 Graviner MK6 OMD Control Unit 99
Sept 2017 Page iv of viii 1-59812-K001 Rev 7

REVISION HISTORY
Revision Date Details
1 June 08 Original.
2 July 08 Additional fault descriptions added.
3 July 09 Modified to reflect changes to terminations.
4 Oct 11 Removed Plug & Play part numbers.
5 July 13 Addition of Photos showing 2 screw Fan Connector.
6 May 16 Addition of Green Label Detector.
Addition of Gas canister smoke test.
Figure 20 & 21 Graviner MK6 OMD System wiring colours
Part numbers prefix “1-“
7 Sept 17 Part number 1-2888-K073 added.
Sept 2017 Page v of viii 1-59812-K001 Rev 7

Oil Mist Detector Warranties
1. United Technologies Corporation (UTC) warrants, for a period of 3 years from the handover of the
Oil Mist Detector (OMD) system to the system owner, that any component forming part of the
original OMD system manufactured by or supplied by UTC shall be free from defects in
workmanship or materials during normal usage (the “OMD System Warranty”).
If any such component does not conform to this warranty UTC will, at its sole discretion and its
cost, either repair or replace such component. Installation of the repaired / replacement parts is
not covered under the OMD System Warranty. Components replaced or repaired under the terms
of the OMD System Warranty shall continue to have the benefit of the unexpired portion of the
OMD System Warranty, unless that unexpired portion is less than 12 months, in which case the
repaired / replacement parts shall have the benefit of a 12 month warranty against defects in
workmanship or materials during normal usage starting on the date of delivery. OMD’s supplied as
spares shall be warranted in accordance with paragraph 2 below only.
2. UTC warrants for a period of 12 months from delivery that individual OMD’s supplied as spares
shall be free from defects in workmanship or materials during normal usage.
3. Performance of UTC’s repair or replacement obligations shall constitute an entire discharge of

UTC's liability under the warranties set out in paragraphs 1 and 2 above (“Warranties”).
4. The Warranties shall not apply to the following:

a. Defects reasonably judged by UTC as being caused by the improper installation of the
OMD’s and/or OMD system;
b. Defects reasonably judged by UTC as being caused by the failure to follow the
recommendations contained in UTC’s product manuals and/or other documentation
regarding the frequency of routine maintenance and testing of the OMD’s and/or OMD
system and/or the failure to have such routine maintenance performed;
c. Defects which are attributable to careless handling or storage, accident, improper use of
the OMD’s and/or OMD system, or incorrectly completed repairs or routine maintenance
services;
d. Damages or losses occurring as a result of any act or omission which is wilfully unlawful
or negligent;
e. Defects arising from the use of non-genuine UTC parts or accessories, or the use of
materials not approved for use by UTC;
f. Any modifications to or installations performed on the OMD’s and/or OMD system outside
the scope of normal routine maintenance or running repairs without the express prior
written approval of UTC;
g. Deterioration, staining or corrosion of parts which will occur due to normal exposure and
usage;
h. Alleged defects not materially affecting the quality or proper functioning of the OMD
system.
5. In addition the Warranties shall be limited as follows:

a. UTC shall be under no liability in respect of any defect in the OMD’s and/or OMD System
arising from any drawing, design or specification supplied by or at the request of the buyer
or system owner (not being a drawing, design or specification of UTC);
Sept 2017 Page vi of viii 1-59812-K001 Rev 7

b. UTC shall be under no liability in respect of any defect or failure of the OMD’s and/or OMD
System to operate in accordance with specifications, illustrations, descriptions or other
particulars due to their combination or use with any incompatible equipment or product.
6. The Warranties are conditional upon:

a. The buyer or OMD system owner giving written notice to UTC of the alleged defect, such
notice to be given immediately when the buyer or OMD system owner discovers or ought
to have discovered the defect;
b. The buyer or OMD system owner affording UTC a reasonable opportunity to inspect the
OMD’s and/or OMD system;
c. The buyer or OMD system owner not altering or attempting to repair the OMD’s and/or
OMD system without the written consent of UTC.
7. The Warranties can be transferred to any new owner of the OMD system provided UTC is
informed in writing within 30 days of the transfer. The OMD System Warranty cannot be
transferred to another UTC OMD system.
8. Save to the extent amended by the provisions set out above, KPL’s standard terms and conditions
of sale shall apply.
Sept 2017 Page vii of viii 1-59812-K001 Rev 7

OMD Service Life
Oil Mist Detectors (OMD’s) are an integral part of critical safety systems designed to detect
certain conditions that could lead to crankcase explosions on large Diesel engines. They are
typically installed in harsh operating conditions - particularly with respect to temperature and
vibration - and are expected to provide continuous service over extended periods. They are
therefore subject to considerable wear and tear.
In order to ensure reliable performance, it is particularly important that OMD’s are properly
installed, operated and maintained in accordance with the manufacturer’s instructions and
guidelines. Given that they are components within key safety systems, as precautionary
advice the manufacturer recommends replacing or refurbishing OMD’s which are more than 10
years old, even if they are functioning correctly at that time.
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Chapter 1 DESCRIPTION AND OPERATION
1.1 INTRODUCTION
o
High temperatures, in excess of 200 C that occur on bearing surfaces under initial failure
conditions, can lead to a rapid generation of oil vapour When the hot vapour contacts the
relatively cooler atmosphere of the crankcase it condenses into a fine mist, with typical particle
sizes of around 0.5 to 5 microns in diameter. When the density of these particles reaches
between 30 to 50 mg/I (Milligrams per litre), depending upon the type of oil, an explosive
condition exists.
Piston Rod Seal
Cross Head Slides
Top End Bearing
Cross Head Bearing

Main Bearing
Bottom End Bearing
Figure 1 Areas of Failure – 2 Stroke Engine
Piston Seizure Top End Bearing
Cam Shaft Bearings Piston Blow By
Main Bearing
Bottom End
Bearing
Figure 2 Areas of Failure – 4 Stroke Engine

A fire or explosion needs three constituents: fuel, oxygen and an ignition source. Remove one
of these and no explosion will occur. Similarly, within the crankcase, the three constituents
which could cause an explosion are air, oil mist and an ignition source, the “hot spot’. Using
optical measuring techniques, oil mist density can be measured at levels as low as 0.05 mg/I
and give early warning of a rise in oil mist density.
Oil Mist Detection (OMD) techniques have been used to monitor diesel engine crankcases for
potential explosive conditions and early detection of bearing failures. The systems available
rely mainly on analysing the optical density of oil mist samples drawn from the crankcase
compartments, through pipes to the Detector. While these systems proved successful in the
Sept 2017 Page 1 of 101 1-59812-K001 Rev 7

past, engine design has improved significantly over the years and oil mist detection techniques
have improved substantially to maintain adequate protection.
The Graviner MK6 OMD provides the following benefits:
Multi engine capability up to 8 engines on a single system
Suitable for both 2 stroke and 4 stroke engines.
Elimination of sample pipes - reduced installation costs.
Significant reduction in scanning time - 1 .2 seconds for a system of 64 Detectors.
Relocating system controls and display to the safety and comfort of control room.
1.2 DESCRIPTION
The system comprises three main components (refer to Figure 3):
Detectors 1-E3561-301 (with base)
1-D5622-001 (replacement head only)
Engine Junction Boxes 1-D4720-001-XX with 20mm Power & Comms Connections
or
1-53836-K224-XX with 25mm Power & Comms Connections
Control Panel 1-53836-K170 (Bulkhead Mounting)
1-53836-K206 (Flush mount)
And connecting cables

Junction Box to Detector cable (Straight) 1-43682-K108-XX
Junction Box to Detector cable (Right Angle) 1-43682-K109-XX
Figure 3 Graviner MK6 OMD Components
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The Graviner MK6 OMD system can comprise up to 64 Detectors directly mounted on the
crankcases of up to 8 engines, allowing both main propulsion and auxiliary generators to be
monitored at the same time.
Each Detector communicates electronically over a serial data link via the engine mounted
Junction Box with the Control Unit which is designed to be mounted within the Engine Control
Room. This eliminates the need to enter the machinery space in alarm conditions.
Auxillary Engine 5 Cylinder Junction Box
Backup alarm relay
Control Panel
Junction Box
Main Engine 7 Cylinder
Backup alarm relay
Junction Box
Auxillary Engine 5 Cylinder
Backup alarm relay
Engine Room Control Room
Figure 4 Typical System Configuration
1.3 TECHNICAL SPECIFICATION

Detector
Mounting ¾ inch BSP
Enclosure Rating IP65
Address Switch 2 x 10 position (0 to 99)
Indicators Green Detector On
Red Alarm
Amber Detector Fault
Power Consumption 2.8W
o
Temperature Rating 0 – 70 C
Height 175mm
Width 90mm
Length 205mm
Weight 0.6kg
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Junction Box
Max detector inputs 14
Fuse Rating 4A 20mm slow blow
Back-up alarm relay Volt-free change over contacts rated at 30Vdc 1A
Power Consumption 100mW
o
Temperature Rating 0 – 70 C
Dimensions
Height 186mm (110mm mounting centres)
Width 318mm (240mm mounting centres)
Depth 90mm
Weight 2.7kg
Control Unit
Scanning lime 1.2 seconds for 64 Detectors
Max No. of Detectors 64
Max No. of engines monitored 8
Power Supply 2 x 24Vdc (+30% -25%)
Protection 2 x 2.5A self re-settable fuses inside Control Unit
Insulation Flash tested to 2000V for 1 minute
Power Consumption 5.2W
o
Temp Rating 0 – 55 C
Humidity level 95%
Dimensions
Bulkhead Mounted: Height 313mm (270mm mounting centres)
Width 500mm (445mm mounting centres)
Depth 118mm
Panel Mounted: Height 309mm
Width 559mm
Depth 118.5mm
Weight 8.7kg
System Outputs: Volt-free change over contacts rated at 30Vdc 1A
Main Alarm 1 set (energised during normal operation)
Fault Alarm 1 set (energised during normal operation)
Engine Slowdown / Shutdown 8 sets, 1 set per engine (de-energised during normal
operation)
Alarm Ranges Average 0.3mg/l to 1.3mg/l (adjustable)
Deviation 0.05mg/l to 0.5mg/l (adjustable)
Backup 1.6mg/l (fixed)
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1.4 OPERATION
The Graviner MK6 OMD retains the long established differential measuring system unique to
UTC Fire & Security Limited, which enables high sensitivity to be used while maintaining the
maximum false alarm rejection. It still uses optical sensing, but light scatter instead of
obscuration. This enables very small Detectors to be used. These are rugged and designed to
be engine mounted using standard oil mist detector ports. As they each have their own means
of sample acquisition no sample pipes are required. Multiple internal light sources ensure that
a single failure will not cause the loss of a Detector. Modular construction means that a faulty
Detector can be replaced in a matter of minutes.
Each Detector continually monitors the oil mist density in the crankspace to which it is
connected. In addition, it self-checks for any internal faults. The Control Unit interrogates each
Detector in turn, notes its address, the oil mist density value and determines the health of the
Detector.
For each engine the average oil mist density from each Detector is calculated and stored.
Each Detector signal is then compared in turn with the stored average. A positive difference
(the deviation) is then compared with a pre-set, but adjustable reference (the deviation alarm
level) for that engine (or Detector). If it is greater than the reference a deviation alarm is
indicated.
The stored average level is also compared with a preset reference (the average alarm level)
and an average alarm is indicated if the reference is exceeded.
A full system of 64 Detectors over 8 engines has a maximum scan time of 1.2 seconds, but
with alarm priorities that enable the system to respond if an alarm occurs.
The Control Unit separates the information according to engine groups.
The Control Unit incorporates a Liquid Crystal Display (LCD). The Main Display constantly
displays the average oil mist density reading for each engine along with the average alarm
level for each engine. It also enables the individual readings of each Detector on an engine
and the average to be displayed on demand and automatically under alarm conditions.
In the interest of safety, all system controls and alarm displays are located on the Control Unit.
However to aid fault finding each Detector is fitted with 3 indicator lights:
Green - Power on
Red - Alarm
Amber - Fault
Each Detector also has an access to its address set switches.
As all Detectors operate independently, the loss of one by either failure or the need to clean
does not affect the operation of the rest of the system. Individual Detectors, or engine groups,
can be isolated from the rest of the system for maintenance while the rest of the system
remains in operation.
1.5 SYSTEM CONTROLS AND DISPLAYS

The software is menu driven and provides a logical route to all functions. It has three operating
levels:
User
Engineer
Service
The User level is essentially for read only interrogation and does not allow any adjustments to
be made to alarm settings or system configuration.
The Engineer level is password protected and allows access to most functions and the full
range of settings.
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When selected, a prompt for a password will appear Enter 012345 then press the  key.
The Service level is also password protected (different from the engineer menu) and allows
access to all functions. This is only available to authorised UTC personnel and authorised
service agents.
1.5.1 Controls
The Control Unit offers the following controls :-
 THE ACCEPT KEY resets the main alarm relay, silences the internal sounder. The
display will then enter the individual display for the engine(s) in alarm. If there is more
than one engine in alarm the display will scroll between engines.
 THE RESET KEY resets all alarms, faults and returns the system to normal.
 The MAIN DISPLAY key always returns the display to this page from anywhere in the
software.
 The ENGINE DISPLAY control calls up the individual engine cylinder readings and
the average. It also displays the deviation and average alarm settings. The cursor
keys allow each engine in the system to be displayed in turn.
 THE HOLD KEY holds the display for 15 seconds.
 The MAIN MENU key allows access to all the USER, ENGINEER and SERVICE
menus. At the bottom of each displayed page the active navigation keys for that page
are shown.
 The MAIN DISPLAY and MAIN MENU keys allow fast return to the normal display or
the main menu from anywhere in the software. If this function is carried out from a
password protected area i.e. ENGINEER or SERVICE menu, then a RESET must
also be carried out.
 THE TEST KEY enters the test menu at User level functions only.
The keypad keys are: ▼ Cursor down

▲ Cursor up
◄ Cursor left
► Cursor right
← Quit page
 Enter
Operation of the Cursor navigation keys is accompanied by an audio signal.
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Main LCD Main Alarm Indicators
Quit
Enter
Engine Alarm Indicators Cursor Navigation Keys
Figure 5 Control Unit Display
1.5.2 Main LCD

This provides visual access to all the data required to operate the system and displays the
menu pages for system configuration and fault analysis. On the main display and the engine
display, the left hand vertical scale shows oil mist density in mg/I. In addition the main display
shows the average alarm setting for each engine.
On the engine display, both the deviation alarm(s) and the average alarm settings are
displayed. Under normal operating conditions, the main display page shows the average oil
mist density for all engines and the relevant average alarm settings. It also shows the time, the
date and NORMAL.
1.5.3 Engine Alarm Indicators

Each of the eight engine alarm indicator sets show the status of that engine,
i.e. ALARM, FAULT and ISOLATE. This display is designed to be a backup to the main LCD.
1.5.4 Main Alarm Indicators

The light display consists of alarm indicators for all individual Alarm, Fault and Isolate
conditions. Its function is to provide backup indication in the unlikely event of the loss of the
main LCD display.
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1.5.5 Alarm Outputs
The Control Unit has the following relay outputs:
 Main Alarm.
1 set of volt free changeover contacts.
Operate on any Average, Deviation or Back-up alarm from any of the 8 possible engines.
 Engine Slowdown / Shutdown Alarm.
8 sets, 1 per engine.
Operation when the correlating engine has either an Average alarm or Deviation Alarm.
 Fault Alarm.
1 Set of volt free contacts.
Operate on any system fault.
In addition each Junction Box has the following relay output:
 Backup Alarm Relay.
1 set of volt free changeover contacts.
Operate on a Back-up Alarm from any of the connected Detectors.
All relays are rated 30 V dc 1 Amp.
The Control Unit relays can be tested for operation in the Test Menu.
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Interface Board Junction Box
When Power
Source is OFF
N/C N/O C ~ N/C N/O C N/C N/O C N/C N/O C N/C N/O C
ENG1 ENG 8 Alarm Fault Backup Alarm
Power is On
Interface Board Junction Box
and is normal
Monitoring
Mode
Power is On Interface Boad Fault Junction Box

and Fault was
detected
Fault
Power is On
and Engine 1 Alarm Interface Board Junction Box
Oil Mist Alarm
was detected
ENG1 Alarm
Power is On Interface Board Junction Box

and Backup
Alarm activated
Alarm Alarm
Figure 6 Relay Function Modes
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Chapter 2 INSTALLATION AND COMMISSIONING
2.1 INSTALLATION
2.1.1 Control Unit Mounting
The Control Unit is designed for either bulkhead or flush mounting, and must be installed in a
control room or similar environment, not in the engine room.
For bulkhead mounting fix to a rigid structure using the four M6 mounting flanges at the rear of
the unit.
For flush mounting a bezel, part number 1-35100-K187 can be supplied (refer to Figure 9).
The position of the Control Unit must be sited for optimum visibility of the display. Sufficient
space must be left around the Control Unit to allow the fitting and routing of the cables, and to
facilitate easy access to all aspects of the Control Unit. A minimum of 500mm must be allowed
at the front of the Control Unit to allow the door to be opened.
Figure 7 MK6 Control Unit Bulkhead Mounting (1-53836-K170) Installation Drawing
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Figure 8 MK6 Control Unit Flush Mounting (1-53836-K206) Installation Drawing
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Figure 9 Bezel - Part Number 1-35100-K187
Figure 10 MK6 Control Unit Flush Mounting Installation Drawing Cut Out Details
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2.1.2 Junction Box Mounting
The Junction Box is available with 1-D4720-001-XX (20mm glands) or 1-53836-K224-XX
(25mm glands), and is designed for on-engine mounting. It is recommended that the Box is
installed as near to the centre of the engine as possible to minimise Detector cable lengths.
Mounting is via the four M6 locating holes in the box. Sufficient space must be left around the
Junction Box to allow access to the cable glands and the routing of the cables and to facilitate
easy access to all aspects of the Junction Box.
Junction Box Junction Box

No. of Detectors supported
(20mm glands) (25mm glands)
1 1-D4720-001-01 1-53836-K224-01
2 1-D4720-001-02 1-53836-K224-02
3 1-D4720-001-03 1-53836-K224-03
4 1-D4720-001-04 1-53836-K224-04
5 1-D4720-001-05 1-53836-K224-05
6 1-D4720-001-06 1-53836-k224-06
7 1-D4720-001-07 1-53836-K224-07
8 1-D4720-001-08 1-53836-K224-08
9 1-D4720-001-09 1-53836-K224-09
10 1-D4720-001-10 1-53836-K224-10
11 1-D4720-001-11 1-53836-K224-11
12 1-D4720-001-12 1-53836-K224-12
13 1-D4720-001-13 1-53836-K224-13
14 1-D4720-001-14 1-53836-K224-14
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
  
Figure 11 Junction Box Installation
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  

Figure 12 Junction Box External Connections
2.1.3 Detector Mounting

Each Detector is mounted to an individual crankcase via a ¾ inch BSP threaded hole.
Ensure all Detectors fitted to the engine are locked tightly in place by means of the lock nut
supplied
It is recommended that the Detector is located at the upper part of the crankcase wall not in
the direct line of the oil throw. On smaller engines it is permissible to mount the Detector on
the crankcase door if desired or as installation dictates.
The Detector should ideally be mounted such that any oil throw comes from above the sample
pipe.
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Figure 13 Ideal Mounting Position
A typical installation is shown below.
Figure 14 Typical Installation
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The Detector must be fitted at a maximum of plus or minus 20 degrees from the vertical.
Horizontally the Detector must be mounted level or with the Detector body inclined towards the
engine to ensure oil drainage. Refer to Figure 15.
Figure 15 MK6 OMD Detector Head Installation 1-E3561-301
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Figure 16 MK6 Detector Head Installation (Short sample pipe) (1-E3561-301-01)
2.1.4 Detector Cable Assemblies

o
Each Detector is connected via a straight or 90 bend cable assembly to its relevant Junction
Box.
Cable Length Straight Connector 90o Connector
m Part No. Part No.
2.5 1-43682-K108 1-43682-K109
5.0 1-43682-K108-00 1-43682-K109-00
7.5 1-43682-K108-01 1-43682-K109-01
10.0 1-43682-K108-02 1-43682-K109-02
12.5 1-43682-K108-03 1-43682-K109-03
15.0 1-43682-K108-04 1-43682-K109-04
17.5 1-43682-K108-05 1-43682-K109-05
20.0 1-43682-K108-06 1-43682-K109-06
22.5 1-43682-K108-07 1-43682-K109-07
25.0 1-43682-K108-08 1-43682-K109-08
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Figure 17 Detector Cable Assembly (Straight Connector)
Notes:
o
1. Cable Spec 8-core screened (90 C) Halogen free & oil resistant.
2. Cable lengths are ‘straight lengths’.
3. Clips to be secured every 0.5m (clips are not supplied by Kidde Fire
Protection).
4. Do not exceed the minimum bend radius as shown.
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Figure 18 Detector Cable Assembly (Right Angle Connector)
The pin to pin connections for the Detector cables are shown in the table below:
Connector Pin Last Detector
Colour of wire Function
No. Function
1 Pink Comms Out - TB10 EOL-
1 White Comms In - C- in
2 Yellow Comms In+ C+ in
2 Brown Comms Out + TB10 EOL+
3 Grey Backup Alarm Back-up Alarm
5 Blue 0v supply 0V
6 Red 24v supply +24V
Centre Screen Cable screen Cable screen
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2.2 CONNECTING THE SYSTEM
MAX 14 OFF DETECTOR HEAD CABLES
MAIN ENGINE WITH A

MAX OF 14 DETECTORS POWER CABLE
FITTED (SEE NOTES 3 & 4 JUNCTION BOX 1
ON FIGURE 13) COMMS CABLE
AUX ENGINE WITH A MAX

OF 14 DETECTORS
FITTED (SEE NOTES 3 & 4 POWER CABLE
ON FIGURE 13) JUNCTION BOX 2
COMMS CABLE
AUX ENGINE POWER CABLE

(AS ABOVE) JUNCTION BOX 3
COMMS CABLE

COMMS
CABLE
POWER
AUX ENGINE CABLE
(AS ABOVE) JUNCTION BOX 5 MK6 CONTROL PANEL
COMMS
CABLE
POWER
AUX ENGINE CABLE
COMMS CABLE
2 X EXTERNAL
24V DC SUPPLY
INPUTS

COMMS CABLE

COMMS CABLE
EQUIPMENT LIST POWER CABLE

PART No. DESCRIPTION 2 CORES + EARTH, CSA 2.5mm2 (50/0.25mm)
E3561-301 OMD Mk6 DETECTOR HEAD FLEXIBLE STRANDED BARE COPPER CONDUCTORS,
1-E3561-301 OMD MK6 Detector Head
53836-K250 OMD Mk6 CONTROL PANEL LOW SMOKE, HALOGEN FREE INSULATION,
1-53836-K170 OMD MK6 CONTROL PANEL
53836-k252 OMD Mk6 JUNCTION BOX CORES LAID UP, ALUMININIUM/POLYESTER FOIL
1-53836-K252 OMD MK6 JUNCTION BOX
43862-K108
1-43862-K108 DETECTORHEAD
DETECTOR HEAD CABLE
CABLE (STRAIGHT
(STRAIGHT CONNECTOR)
CONNECTOR) - 2.5m
– 2.5m Long LONG PLUS A TINNED COPPER BRAID.
43862-K108-00
1-43862-K108-00 DETECTORHEAD
DETECTOR HEAD CABLE
CABLE (STRAIGHT
CONNECTOR) – 5m -Long
5m LONG LOW SMOKE HALOGEN FREE SHEATH - GREY
43862-K108-01
DETECTOR HEAD CABLE
CABLE (STRAIGHT
CONNECTOR) - 7.5m
– 7.5m Long LONG OUTSIDE DIAMETER 9.8mm.
43862-K108-02
DETECTOR HEAD CABLE
CABLE (STRAIGHT
CONNECTOR) – 10m- 10m
Long LONG OPERATING TEMPERATURE 0 TO 80OC
43862-K108-03
DETECTOR HEAD CABLE
CABLE (STRAIGHT
(STRAIGHT CONNECTOR) – 12.5m
CONNECTOR) - 12.5m
Long LONG SUPPLIER - FS CABLES, ORDER CODE 42302503 OR SIMILAR
43862-K108-04
DETECTOR HEAD CABLE
CABLE (STRAIGHT
(STRAIGHT – 15m- 15m
CONNECTOR)
CONNECTOR) Long LONG
1-43862-K108-05
43862-K108-05 DETECTOR
DETECTORHEAD
HEAD CABLE (STRAIGHT
CABLE CONNECTOR)
(STRAIGHT – 17.5m
- 17.5m COMMS CABLE
1-43862-K108-06
DETECTORHEAD
CABLE CONNECTOR)
2 TWISTED LOW CAPACITANCE PAIRS 24(7)AWG
1-43862-K108-07
DETECTORHEAD
CABLE CONNECTOR)
(STRAIGHT – 22.5m
- 22.5m TINNED COPPER CONDUCTORS.
1-43862-K108-08
DETECTORHEAD
CABLE CONNECTOR)
CONNECTOR) Long LONG FOAM POLYOLEFIN INSULATION, EANH PAIRFOIL
1-43862-K109
43862-K109 DETECTOR
DETECTORHEAD
HEAD CABLE (RIGHT
CABLE ANGLE
(RIGHT CONNECTOR)
ANGLE – 2.5m
- 2.5m SCREENED WITH A TINNED COPPER DRAIN WIRE.
1-43862-K109-00
DETECTORHEAD
HEAD CABLE (RIGHT
CABLE ANGLE
(RIGHT CONNECTOR)
ANGLE – 5m -Long
CONNECTOR) 5m LONG LOW SMOKE HALOGEN FREE SHEATH - GREY
1-43862-K109-01
DETECTORHEAD
HEAD CABLE (RIGHT
CABLE ANGLE
(RIGHT CONNECTOR)
ANGLE – 7.5m
- 7.5m
1-43862-K109-02 DETECTOR – 10m- Long
OUTSIDE DIAMETER 8.1mm.
43862-K109-02 DETECTORHEAD
HEAD CABLE (RIGHT
CABLE ANGLE
(RIGHT CONNECTOR)
ANGLE CONNECTOR) 10m LONG OPERATING TEMPERATURE 0 TO 70OC
1-43862-K109-03
DETECTORHEAD
HEAD CABLE (RIGHT
CABLE ANGLE
(RIGHT CONNECTOR)
ANGLE – 12.5m
- 12.5m
1-43862-K109-04 DETECTOR HEAD CABLE (RIGHT ANGLE CONNECTOR) – 15m Long SUPPLIER - FS CABLES, ORDER CODE 240PFFH OR SIMILAR.
43862-K109-04 DETECTOR HEAD CABLE (RIGHT ANGLE CONNECTOR) - 15m LONG
1-43862-K109-05 DETECTOR HEAD CABLE (RIGHT ANGLE CONNECTOR) – 17.5m Long
43862-K109-05
DETECTOR HEAD CABLE
CABLE (RIGHT
(RIGHT ANGLE
ANGLE CONNECTOR)
CONNECTOR) – 20m- Long
17.5m LONG
43862-K109-06
DETECTOR HEAD CABLE
CABLE (RIGHT
(RIGHT ANGLE
ANGLE CONNECTOR)
CONNECTOR) - 20m
– 22.5m LONG
Long
43862-K109-07
DETECTOR HEAD CABLE
CABLE (RIGHT
(RIGHT ANGLE
ANGLE CONNECTOR)
CONNECTOR) – 25m- Long
22.5m LONG
43862-K109-08 DETECTOR HEAD CABLE (RIGHT ANGLE CONNECTOR) - 25m LONG
Figure 19 (Sheet 1 of 3): MK6 OMD System Part Number 1-E9261-002
Sept 2017 Page 21 of 101 1-59812-K001 Rev 7

Sept 2017 Page 22 of 101 1-59812-K001 Rev 7

Sept 2017 Page 23 of 101 1-59812-K001 Rev 7

2.2.1 Input power
To ensure that a single fault does not produce a failure of the system two separate +24 V dc
and 0 V dc power input cables for the Control Unit should be terminated onto terminal block
TB5.
Note all terminations should be made using crimped wires.
For each of the power connections strip the power cable to the required length to connect to
the terminals in the Control Unit. Then remove approximately 1cm of the outer sheath to
expose the cable screen as shown below.
Exposed screen
Figure 22 Power cable
Feed the cable into the Control Unit via a metal EMC gland, e.g. Lapp Kabel Skintop MS-SC-
M-XL range, ensuring that the metal prongs make contact with the exposed cable screen as
shown below. The gland should be fixed in place using a toothed nut to cut through the Control
Unit paint.
Cable gland
Earthing Prongs
Figure 23 Power cable through EMC gland
Sept 2017 Page 24 of 101 1-59812-K001 Rev 7

Connect the earth wire to the earth stud, see Figure 24
Figure 24 Power Input Cable Earth Stud
Connect the 24v and 0v in to TB5 on the Terminal Board, 1-44782-K183, see Figure 24.
Figure 25 Power connections

The Control Unit should be connected from the earth stud to a suitable earthing point.
Sept 2017 Page 25 of 101 1-59812-K001 Rev 7

2.2.2 Control Unit Relay Connections
The connection to the Slowdown / Shutdown relays, Common Alarm relay and Fault relay
should be made using screened cable. For each of the relay connection strip the cable to the
required length to connect to the terminals in the Control Unit. Then remove approximately
1cm of the outer sheath to expose the cable screen as shown below see Figure 26.
Figure 26 Control Unit relay cable assembly
Feed the cable into the Control Unit via a metal EMC gland, e.g. Lapp Kabel Skintop MS-SC-
M-XL range, ensuring that the metal prongs make contact with the exposed cable screen as
shown. The gland should be fixed in place using a toothed nut to cut through the Control Unit
paint.
2.2.3 Control Unit to Junction Box Connections

Control Unit Connections
The cables from the Control Unit to each Junction Box should be of the following types:
Power Cable:
2
2 Cores + Earth, CSA 2.5mm (50/0.25mm), flexible stranded bare copper conductors, low
smoke halogen free insulation, cores laid up, braided screen, low smoke halogen free sheath
o o
– grey, outside diameter 9.8mm, operating temperature 0 C + 80 C.
Approved cables
2
Lapp Kabel CY cable 3 core 2.5mm
2
Prysmian LSM-HF 3 core 2.5mm
2
Helkama LKAM-HF 3 core 2.5mm
Communications Cable:
2 Twisted low capacitance pairs, 27(7) AWG tinned copper conductors, foam polyolefin
insulation, each pair foil screened with a tinned copper drain wire, low smoke halogen free
o o
sheath – grey, outside diameter 8.1mm, operating temperature 0 C to 70 C.
Approved cables
Beldon 9729
Helkama RFE-HF(i) 2x2x0.75
FS Cables 2402PIFFH
Jinro 60V RCOP(IS)
Sept 2017 Page 26 of 101 1-59812-K001 Rev 7

1. At the Control Unit strip the power and communications cables to the required length. The
cables should be long enough to reach easily from the gland to the terminal and run tidily
around the edge of the Control Unit. Leave approximately 35mm of screen and fold it
back over the outer insulation.
Figure 27 Cable Gland Isolation

2. Feed the cable into the Control Unit via a metal EMC gland, e.g. Lapp Kabel Skintop MS-
SC-M-XL range, ensuring that the metal prongs make contact with the exposed cable
screen as shown below
Earthing prongs
Sept 2017 Page 27 of 101 1-59812-K001 Rev 7

3. Remove a suitable knockout from the Control Unit panel and fix the cable glands in place
using a toothed nut to cut through the paint.
4. Connect the power cable in place at the Interface Board within the Control Unit.
Figure 30 Power cable connections to Interface Board.
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5. Connect the Communications cable in place at the top of the Interface Board.
Figure 31 Communications cable connections to Interface Board
Junction Box Connections

1. At the Junction Box strip the power supply cable to the required length for ease of
installation. Approximately 100mm is usually suitable. For braided cables twist the cable
screen to produce a tail. For foil screened cables use the drain wire.
Figure 32 Power cable Screen Tail.
Sept 2017 Page 29 of 101 1-59812-K001 Rev 7

2. Place insulation around the earth tail
Figure 33 Power cable Screen Tail Insulation.
Connect the wires in to the Junction Box Communications and Power Input terminals.
Figure 34 Junction Box Power cable & Communications terminal

connections.
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3. When complete the Junction Box wiring should look like the photograph below.
Figure 35 MK6 Junction Box Connections
Sept 2017 Page 31 of 101 1-59812-K001 Rev 7

Detector Cable Assemblies
o
Each Detector is connected via a straight or 90 bend cable assembly to its relevant Junction
Box.
Cable Length Straight Connector 90o Connector
m Part No. Part No.
2.5 1-43682-K108 1-43682-K109
5.0 1-43682-K108-00 1-43682-K109-00
7.5 1-43682-K108-01 1-43682-K109-01
10.0 1-43682-K108-02 1-43682-K109-02
12.5 1-43682-K108-03 1-43682-K109-03
15.0 1-43682-K108-04 1-43682-K109-04
17.5 1-43682-K108-05 1-43682-K109-05
20.0 1-43682-K108-06 1-43682-K109-06
22.5 1-43682-K108-07 1-43682-K109-07
25.0 1-43682-K108-08 1-43682-K109-08
Figure 36 Detector Cable Assembly (Straight Connector)

Notes:
o
1. Cable Spec 8-core screened (90 C) Halogen free & oil resistant.
2. Cable lengths are ‘straight lengths’.
3. Clips to be secured every 0.5m (clips are not supplied by Kidde Fire
Protection).
4. Do not exceed the minimum bend radius as shown.
Sept 2017 Page 32 of 101 1-59812-K001 Rev 7

Figure 37 Detector Cable Assembly (Right Angle Connector)
2.2.4 Junction Box to Detector Connections

1. At the Junction Box strip the Detector cables to the required length. The cables should be
long enough to reach easily from the gland to the terminals. Then remove approximately
1cm of the outer sheath to expose the cable screen as shown below
Figure 38 Detector cable, stripped.
2. Feed the cable through a metal EMC gland, e.g. Lapp Kabel Skintop MS-SC-M-XL range,
ensuring that the metal prongs make contact with the exposed cable screen as shown
below
Figure 39 Detector cable, EMC Gland assembly
Sept 2017 Page 33 of 101 1-59812-K001 Rev 7

3. Connect cable via the relevant Detector position hole in the Junction Box.
Figure 40 Detector cable, EMC Gland & Junction Box
4. Connect the wires in to the Junction Box terminals as detailed in the table below and
tighten the gland.
Connector Pin Last Detector

Colour of wire Function
No. Function
1 Pink Comms Out - TB10 EOL-
1 White Comms In - C- in
2 Yellow Comms In+ C+ in
2 Brown Comms Out + TB10 EOL+
3 Grey Backup Alarm Alarm Back-up
5 Blue 0v supply 0V
6 Red 24v supply +24V
Centre Screen Cable screen Cable screen
Figure 41 Close-up of Detector cable, EMC Gland assembly
Sept 2017 Page 34 of 101 1-59812-K001 Rev 7

5. Locate and tighten the collar of the connector to the top of the Detector.
Figure 42 Connection to the Detector Head Assembly.
2.2.5 Backup relay connection in the Control Unit.

The connection to the Backup Alarm relay can be made using a screened cable. The screen of
the cable being terminated inside a metal EMC gland, e.g. Lapp Kabel Skintop MS-SC-M-XL
range, ensuring that the metal prongs make contact with the cable screen. See Figure 26.
2.3 SYSTEM CHECKS PRIOR TO SWITCHING ON

2.3.1 Setting Detector Address
Correct operation of the system depends on all Detector heads being correctly addressed.
This is carried out after installation (refer to Figure 43).
Sept 2017 Page 35 of 101 1-59812-K001 Rev 7

Figure 43 Detector Head 1-E3561-301
1. Remove the adhesive label covering the access port to the address switches.
2. Use an instrument screwdriver to set the switches.
The left-hand switch sets the TENS, the right hand switch sets the UNITS.
3. Detectors are supplied with the switches set to 00 as factory default.
4. The Detector addresses must be sequential and should run in sequence from engine
to engine, i.e. if the last Detector head on the first engine is address 08, then the first
Detector head on the second engine must be 09. It is essential that if Detector heads
are removed for overhaul they are returned to their original position or they must be
re-addressed.
5. Clean the Detector head in the area around the address switches and indicator lights
with wet and dry wipes to ensure any oil or grease is removed. Attach the switch
window label so that both the indicator lights are visible through the clear window and
the switches are covered by the opaque area. Ensure the label is fully adhered to
maintain the IP65 rating of the Detector and the product guarantee.
6. The engine/cylinder number and address should be written on the invalidate
guarantee label in the position shown.
2.3.2 Check that the Detector addressed 01 is connected to the Detector 1 position in the Junction
Box, and the Detector addressed 02 is connected to the Detector 2 position in the Junction
Box etc. Ensure that the pink and brown wires from the last Detector are connected in to
the EOL terminals in the Junction Box.
2.3.3 Ensure that the Communication and Junction Box power supply cables are connected
correctly at the Junction Box (refer to section 2.2.3).
2.3.4 Check the cable run of the Communication and Junction Box power supply cables back from
the Junction Box to the Control Unit to ensure that they are not damaged.
2.3.5 Ensure that the Communication and Junction Box power supply cables are connected
correctly at the Control Unit.
2.3.6 Ensure that the Engine Slowdown/Shutdown, Main Alarm and Fault Alarm relays are
connected correctly at the Control Unit.
Sept 2017 Page 36 of 101 1-59812-K001 Rev 7

2.3.7 Ensure that the supply input cables are connected correctly to the Control Unit (refer to Figure
25).
2.3.8 Ensure that the input voltage at the Control Unit is a clean 24 V dc +30%, - 25%
2.3.9 Check the location and function of the main controls on the front of the Control Unit (refer to
Figure 5).
2.3.10 When all of the above have been checked and are satisfactory the system is ready to switch
on.
2.3.11 Allow 20 minutes for the system to reach it’s normal working temperature before continuing to
system configuration and commissioning.
2.4 SYSTEM CONFIGURATION AND COMMISSIONING

2.4.1 Initial Actions and Settings
1. After switch on, the Control Unit display shows the message SCANNING FOR
DETECTORS. Followed by a flashing COMMS FAULT message. The green LED’s on the
Detectors illuminate.
2. Press ACCEPT to silence the audible alarm. The COMMS FAULT continues to flash.
Select MAIN MENU use the cursor to highlight ENGINEER. Press  .
3. The display calls for a password. Enter the default password 012345 press  . The display
shows MAIN MENU ENGINEER. Use the cursor to highlight option 1 CONFIGURE
SYSTEM. Press 
2.4.2 Setting Engine Details

1. Select ENGINEER MAIN MENU, followed by CONFIGURATION SYSTEM and
ENGINE/DETECTOR
2. In ENGINE/DETECTOR CONFIGURATION enter number of Engines. Press  .
3. Select each Engine in turn using the ▲ and ▼ navigation keys.
4. For each engine enter the number of Detectors. Press  after each entry.
5. Press ← to return to configuration menu,
Attribute Default Range
Number of engines 1 User selectable - 1 to 8
Number of Detectors 4 User selectable - 1 to 64
Detectors per engine 4 User selectable - 1 to 14
6. Select SET ENGINE NAME. Select engine 1(2, 3, 4, etc) press 

7. Enter engine description letter by letter using the ▲/▼ keys to sequence through the
alphabet and the ◄/► keys to move to the next letter Press  store the name. Press ← to
return to engine description page and select NEXT ENGINE.
8. Repeat this section to name all configured engines.
2.4.3 Setting Alarm Levels

Prior to taking oil mist level measurements the Detector temperatures should be allowed to
stabilize to the engine room temperature, this may take approximately 20 minutes.
The system is supplied with default alarm settings for both average and deviation alarms.
These are based on past experience and allow the system to operate initially and gather data
from the engines being monitored. To enable the alarm settings to be matched to the individual
Sept 2017 Page 37 of 101 1-59812-K001 Rev 7

engines, the actual oil mist density readings should be taken from each engine after it has
been operating at full load and reached maximum operating temperature. This could take up to
2 hours.
Prior to operating the engine all stored oil mist levels must be cleared.
1. The test readings for the Detectors should be cleared. This is done in the ENGINEER
MAIN MENU then CONFIGURATION and then ‘CLR PEAK AND AVERAGE’.
2. Clear ‘MAXIMUM ACTUAL AVERAGE’ for each engine to ensure all test readings are
erased. This can be done in the ENGINEER MAIN MENU then CONFIGURATION and
then ‘CLR MAXIMUM AVERAGE’.
The above should be carried out for all engines being monitored. This should also be carried
out after any smoke testing.
Alarm Type Default Settings Range

Deviation 0.3 mg/I 0.05 to 0.5 mg/I
Average 0.7 mg/I 0.3 to 1.3 mg/I
Back-up 1.6 mg/l Fixed
2.4.4 Average Alarm

1. Enter MAIN MENU and select ENGINEER/SYSTEM STATUS.
Select ENGINE 1(2, 3, 4, etc). SYSTEM STATUS ENGINE 1(2, 3, 4, etc) shows.
2. Read MAXIMUM ACTUAL AVERAGE value (retain this value for deviation alarm setting).
3. Set AVERAGE ALARM LEVEL to a maximum of twice the MAXIMUM ACTUAL
AVERAGE, as follows:
Return to the CONFIGURATION MENU, select 3, ALARM LEVELS, Select SET
AVERAGE ALARM. Select engine number, press  Enter the new alarm level, as
calculated from above.
4. Repeat steps 1 to 4 for all engines.
2.4.5 Deviation Alarm

Have the MAXIMUM ACTUAL AVERAGE for each engine to hand as used in setting the
AVERAGE ALARM (from step 2. in para 2.4.4 above).
Enter MAIN MENU and select ENGINEER MAIN MENU. Enter the password, Press 
1. Select SYSTEM STATUS followed by DETECTOR, Select DETECTOR STATUS, Select
engine 1 then select Detector 1 (2, 3, 4, etc.) in turn and read the MAXIMUM PEAK
LEVEL on each Detector. Subtract the MAXIMUM AVERAGE LEVEL for that engine from
each of the DETECTOR PEAK LEVELS and multiply each result x 2. This becomes the
DEVIATION VALUE entered into the Control Unit. DEVIATION VALUE = 2 x (Detector
MAXIMUM PEAK LEVEL minus engine MAXIMUM AVERAGE LEVEL).
2. If the DEVIATION VALUE calculated is less than 0.05, enter 0.05.
3. If the DEVIATION VALUE calculated is greater than 0.5, enter 0.5
4. Repeat for each engine by using ← key to return to DETECTOR STATUS menu.
5. Use ← key to return to CONFIGURATION MENU. Select ALARM LEVELS.
6. Select DEVIATION ALARM. Select engine 1, (2, 3, 4, etc). Enter new DEVIATION
ALARM LEVEL for each Detector for engine 1. (2, 3, 4, etc)
7. It may become necessary over a period of time that due to changes in the engine’s
characteristics, the alarm levels need to be readjusted.
Sept 2017 Page 38 of 101 1-59812-K001 Rev 7

2.4.6 Detector Smoke Alarm Test
One of two methods may be used to conduct the smoke alarm test: with the Detector fitted,
electrically connected, functioning and configured as described in the instruction manual.
Method 1 – Using a Wick

a. Cut a length of wick approximately 30 mm long. Assemble the smoke tester by pushing
the wick into the wick holder fitted with the pipette bulb. Press the nylon pipe into the Pipe
connector (refer to Figure 44).
Figure 44 Smoke Tester
b. Push the nylon pipe of the smoke tester into the connector on the side of the Detector
base body (refer to Figure 45).
Sept 2017 Page 39 of 101 1-59812-K001 Rev 7

Figure 45 Smoke Test
c. Dip the wick into the bottle of smoke oil and reseal the bottle firmly
Note: Only a small quantity of oil is required.
d. Ignite the wick of the smoke tester and blow out the flame. Squeeze the pipette bulb to
keep the wick smoking.
Note: Care to be taken with this activity at all times.
e. While the wick is still smouldering, insert it into the pipe connector and squeeze the
pipette bulb.
f. Observe the wick is still smouldering, insert nylon pipe into the pipe connector of the
Detector and squeeze the pipette bulb.
g. After tests are completed the MAXIMUM ACTUAL AVERAGE, DETECTOR PEAK
LEVEL and current AVERAGE readings should be erased. This can be done via the
Configuration option in the Engineer Main Menu then using CLR. Maximum Average and
CLR Peak & Average.
h. To release the pipe from the connector, press in the blue plastic collar on the end of the
connector at the same time as pulling the pipe out
i. Remove the nylon pipe from the pipe connector for stowage purposes.
j. The wick is reusable and can be left in the wick holder. Fully extinguish the wick after use
at all times.
k. Refer to the Material Safety Data Sheet in the event of health or safety issues.
Sept 2017 Page 40 of 101 1-59812-K001 Rev 7

Method 2 - Using Artificial Smoke
a. Push the nylon pipe of the smoke tester into the connector on the side of the Detector
base body (refer to Figure 45).
b. Using a can of artificial smoke, e.g. Smoke Check smoke Detector tester, spray the
artificial smoke in to the nylon pipe.
c. After tests are completed the MAXIMUM ACTUAL AVERAGE, DETECTOR PEAK
LEVEL and current AVERAGE readings should be erased. This can be done via the
Configuration option in the Engineer Main Menu then using CLR. Maximum Average
and CLR Peak & Average.
d. To release the pipe from the connector, press in the blue plastic collar on the end of the
connector at the same time as pulling the pipe out
e. Remove the nylon pipe from the pipe connector for stowage purposes.
f. Refer to the Material Safety Data Sheet in the event of health or safety issues.
Method 2 is recommended in situations where the use of a naked flame would be

hazardous.
2.4.7 Backup Alarm

The Back-up Alarm is a hard wired link from each Detector installed on the system. This facility
will allow any Detector which is in a fault condition and sees an oil mist level of 1.6mg/I or
greater to produce a ‘Backup Alarm. This will produce operation of both the Backup alarm
relay in the Junction Box and the main alarm relay in the Control Unit, the Backup alarm will
also override any Detector or Detectors that are isolated.
Whilst any Detectors are in a Backup Alarm condition the Accept key is inoperative until
the oil mist level drops below 1.6mg/l.
It is possible for a healthy Detector to produce a backup alarm if the level of oil rises very
rapidly.
2.4.8 System Access Password

Access to the system is at three levels: User
Engineer
Service
The User access level allows for READ only. No adjustments are possible but all data and
settings can be read.
The Engineer access level is password protected and allows the system to be configured and
read. It also allows the alarm settings to be adjusted. The system is supplied with a default
password, but it can be altered to suit individual operators. The default password will always
remain active for emergency.
The Engineer access level, when selected, a prompt for a password will appear. Enter
0.1,2,3,4,5, then press  
Sept 2017 Page 41 of 101 1-59812-K001 Rev 7

2.4.8.1 To change the password proceed as follows:
1. Press MAIN MENU and then select ENGINEER. Enter default password, select 1,
CONFIGURE SYSTEM.
2. In configuration menu select 5, SET PASSWORD.
3. In set PASSWORD MENU, select SET ENGINEER PASSWORD.
4. Enter new password, (min 2 digits, max 6 digits) press  enter new password again to
confirm and press  key.
5. The new password is now active.
2.4.9 The Service access level is also password protected and access is for authorised service
agents of UTC Fire Protection only.
2.5 SYSTEM OPERATION

2.5.1 Action on Alarm
On receipt of either a Deviation or Average alarm the engine should, unless connected to a
Slowdown / Shutdown relay, be stopped if safe to do so and allowed to cool down so that the
background oil mist levels reduce before entering the engine room. Investigations can then be
carried out to identify and rectify the cause of the alarm. Once the fault in the engine has been
rectified the OMD system can be re-set and the display returns to the normal mode.
When a system fault alarm is received, the information on the display should be noted and
then the appropriate fault finding procedure in Chapter 4 of the manual should be consulted to
enable the fault to be rectified.
Note: When the engine is started from cold in Arctic/Antarctic conditions, a water mist can be
produced that could give a false alarm.
Alarm and fault messages have an associated priority. These are detailed below:
Message Priority
Alarm Highest
Comms. fault 2nd highest
Sensor fault 3rd highest
System fault 4th highest
All events are stored in the alarm/fault queue in order of occurrence. The user can scroll
through the queue by use of the arrow keys.
Once an event is active the event is displayed on the LCD in the appropriate format. To clear
the display press the ACCEPT key. Once the ACCEPT key is pressed, the display shows the
ENGINE AVERAGES display.
When an alarm condition exists, the following warning message is displayed regardless of
other information on the display (i.e. alarm events have the highest priority): DEVIATION
ALARM.
Sept 2017 Page 42 of 101 1-59812-K001 Rev 7

2.5.2 System Status
2.5.2.1 Engine Status
This menu will show the average alarm level as set in the engineer configuration menu, the
maximum average level that has been reached, if the engine slow down relays and engine
are isolated, if the engine system has any general faults and finally the number of Detectors
configured for this engine.
2.5.2.2 Detector Status

This menu permits the following information for each Detector to be read :-
 Detector status including peak level of oil mist in mg/I.
 The Deviation Alarm level.
 If the Detector is Isolated.
 If the Detector has a Communication Fault, Fan Fault, LED Fault watch dog or
Address Fault. Plus the zero offset values per Detector.
2.5.3 Isolation
If required it is possible to isolate any individual Detector, all Detectors on a complete engine
or the engine slow down relays. This allows maintenance to be carried out without affecting the
remaining system. Isolation inhibits all alarms and faults for the isolated item except the
Backup Alarm, which is a fixed level.
Engine Isolation
To isolate all of the Detectors on one particular engine, access the MAIN MENU and select
ENGINEER. Enter either the default password or own unique password if this option has been
used.
1. When in the engineer menu, press key number 3 to highlight ISOLATE and then press the
 key.
2. Once in the isolate menu, select 1 ENGINE, press the  key and the display will show the
number of engines configured with the word DE-ISOLATED beside each one.
3. Using the ▲ and ▼ keys, highlight the engine required and press the  key.
4. The display will show the engine selected with the words DE-ISOLATION - ISOLATE
beside it.
5. Press the ► key to highlight ISOLATE and press the  key.
6. The display reverts to showing the number of engines configured, but the selected engine
will have the word ISOLATED flashing beside it instead of DE-ISOLATED.
7. The three lights marked ISOLATE, DETECTOR ISOLATE and ENGINE ISOLATE all
come on.
8. To de-isolate, repeat the above until you reach the display that shows DE-ISOLATION -
ISOLATE (step (4)) beside the selected engine and as DE-ISOLATED is highlighted
press the  key and the Detectors on the engine return to normal operation.
9. To return to the normal menu press the ← key once and then the MAIN DISPLAY key.
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Detector Isolation
To isolate a Detector, access the Engineer menu and then the isolate menu as above
1. When in the isolate menu press the ▼ key and press the  key.
2. The display will show the number of engines configured.
3. Using the ▲ and ▼keys highlight the engine on which the Detector is to be isolated and
press the  key.
4. The display changes to show the number of Detectors configured on the selected engine
with the word DE-ISOLATED beside each Detector.
5. Using the ▲ and ▼keys highlight the Detector to be isolated and press the  key.
6. The words beside the Detector selected will change to DE-ISO ISO.
7. By using the ► key, highlight ISO and press the  key.
8. The display returns to show all Detectors with the word ISOLATED flashing by the
selected Detector. All other Detectors still have the word DE-ISOLATED beside them.
9. The ISOLATE and DETECTOR ISOLATE lights will come on.
10. To de-isolate the Detector ensure this Detector is highlighted and press the  key to return
to the display showing DE-ISO ISO and, as DE-ISO is highlighted, press the  key again
.
and the screen returns to showing all Detectors de-isolated and the lights will go off.
11. To return to the normal screen, press the ← key once and press the MAIN DISPLAY key.
Slowdown / Shutdown Relay Isolation

To isolate a Slowdown / Shutdown relay, access the Engineer menu and the isolate menu as
above.
1. In the isolate menu select 3 RELAY and press the  key.
2. The display shows the number of engines configured with the word DE-ISOLATED beside
each one.
3. Highlight the engine of which the relay is to be isolated by use of the ▲ and ▼keys and
press the  key.
4. The display shows DE-ISOLATION ISOLATE beside the engine selected.
5. Press the ► key to highlight ISOLATE.
6. Press the  key and the display will show ENGINE 1(2-8) with the word ISOLATED
flashing beside it.
7. The SLOWDOWN ISOLATE light and the ENGINE ISOLATE lights come on.
8. To return the relay to normal operation, press the  key whilst the display is showing the
engine number and the word ISOLATED is flashing.
9. The display shows ENGINE 1(2-8) DE-ISOLATION ISOLATE. Press  The display shows
ENGINE 1(2-8) DE-ISOLATED and the two lights will go out.
10. Press the MAIN DISPLAY key to return to the NORMAL display.
2.6 TEST MENU

Press the TEST key pad on the Control Unit. The TEST MENU appears, with this menu
selected eight more menu options appear on screen as follows: (the eighth option is only
available through the Engineer Menu.)
1. Alarm Relay Checks the correct operation of the main alarm relay
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2. Fault Relay Checks the correct operation of the fault relay.
3. System Test Checks the correct operation of the system software. (Test disabled)
4. LED/LCD Test Checks all of the lights and all segments of the LCD on the Control
Unit and also the internal sounder.
5. Back-up Alarm Checks the Back-up alarm connection from each Detector causing
the switching of the internal sounder on & off once for each Detector
6. Optics Checks the output from the Detector light array to ensure it is within
limits.
7. Detector Alarm Simulates a deviation alarm without operating the slowdown /
shutdown relay.
8. Slowdown / Checks the correct operation of the slowdown relay.
Shutdown Relay (Only available in password protected screen).
Warning: Carrying out test 8. with the engine operating will cause the engine
shut/slow down system to operate if connected.
2.6.1 Alarm Relay

1. Press the TEST key pad on the Control Unit. The TEST MENU is displayed, defaulting to
No.1 ALARM RELAY.
2. Press  key.
3. Display changes to: ALARM RELAY TEST

TEST ALARM RELAY
DISABLE ENABLE
Note: DISABLE will be highlighted.
4. Press ► key to highlight ENABLE.

5. Press  key and observe:
a. The display returns to the test menu.
b. The TEST light on the Control Unit comes on.
c. The main Alarm Relay operates. This is confirmed by any audible and visual alarms
operating that are connected to this relay.
6. To cancel the alarm:
a. Ensure ALARM RELAY in the test menu is highlighted.
b. Press  key.
c. Display changes to that shown in para 2.6.1 step (3) above with DISABLE
highlighted.
d. Press  key again and the alarm will reset and the display will return to the test menu.
7. When testing of the Alarm Relay is complete either; Press the MAIN DISPLAY key on the
Control Unit to return to the normal display, or select another test option.
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2.6.2 Fault Relay
No.1 ALARM RELAY.
2. Press key pad No. 2 or the ▼ key to highlight No.2 FAULT RELAY
3. Press the  key.
4. The display changes to:
FAULT RELAY TEST
TEST FAULT RELAY
DISABLE ENABLE
Note: DISABLE will be highlighted.
5. Press the ► key to highlight ENABLE.
6. Press  and observe:
a. The display returns to the Test Menu,
b. The TEST light on the Control Unit comes on.
c. Fault relay changes state. This is confirmed by any audible and visual alarms
operating that are connected to this relay.
d. To cancel the alarm repeat para 2.6.2 steps 2 & 3 above and then press the key
again.
7. When testing of the Fault Relay is complete, either; Press the MAIN DISPLAY key to
return to the normal display or select another test option.
2.6.3 System Test

Note: This test no longer performs a function within the Control Unit.
Selection of this test option will return the user to the test menu.
2.6.4 LED/LCD Test

No.1 ALARM RELAY
2. Press key pad No. 4 or the ▼ key 3 times to highlight No 4 LED/LCD TEST.
3. Press  and observe:
a. All of the lights on the Control Unit come on.
b. Horizontal bars scroll down the display.
c. The following appears on the display after the bars scroll down
LCD AND LED TEST
OIL MIST DETECTOR MK6
*
VERSION: 1-P57100-11
(*Will depend on the software version fitted).
d. The internal sounder operates for approximately 5 seconds.
e. All lights except for the green POWER ON light go out.
f. The display returns to the test menu.
4. This test is now complete. The operator can now either: Press the MAIN DISPLAY key to
return to the normal display, or select another test option.
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2.6.5 Backup Alarm
No.1 ALARM RELAY.
2. Press key pad No. 5 or the ▼key four times to highlight No. 5 BACK-UP ALARM.
3. Press  and check that the internal sounder operates the same number of times as there
are Detectors fitted to the system and the display shows BACK-UP ALARM ACTIVE.
Note: lf the system has 6 Detectors fitted then the internal sounder operates 6 times.
The state of the common alarm relay in the control panel or the back-up alarm relay in the
junction box is not affected by this test.
4. When the test is complete the display will return to the test menu.
5. This test is now complete. The operator can now either: Press the MAIN DISPLAY key
and return to the normal display or select another test option.
This test is automatically performed every 24 hours at 16:00 with respect to the OMD
Control Unit clock.
2.6.6 Optics Test

No.1 ALARM RELAY.
2. Press key pad No. 6 or the ▼ key five times to highlight No. 6 OPTICS.
3. Press  and the display changes to:
TESTING OPTICS PLEASE WAIT
-
4. Approximately 3 seconds after the test is initiated the internal sounder will operate for 1
second.
5. After approximately 25 seconds, on successful completion of the test, the display will
return to the Test Menu.
6. This test is now complete. The operator can now either Press the MAIN DISPLAY key
and return to the normal display or select another test option.
This test is automatically performed every 24 hours at 16:00 with respect to the OMD
Control Unit clock.
2.6.7 Detector Alarm

No.1 ALARM RELAY
2. Press key pad No. 7 or the ▼ key 6 times to highlight No. 7 DETECTOR ALARM.
3. Press  and the display changes to:
DETECTOR ALARM TEST
ENGINE 1
ENGINE 2
Note: The number of engines shown is dependent on how many are configured up to a
maximum of 8. However, ENGINE 1 is highlighted as the default setting.
4. Press  again and the display changes to:
DETECTOR ALARM TEST
ENGINE 1 DET. 1 TEST OFF
ENGINE 1 DET. 2 TEST OFF
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Note: The number of Detectors shown will depend on how many are configured up to a
maximum of 14 per engine. However, ENGINE 1 DET. 1 is highlighted as the
default setting.
5. Press  again and check the following:

a. The internal sounder comes on immediately.
b. The display briefly shows the number of engines configured as in step (3) above.
c. The red ALARM and the ENGINE ALARM lights flash and the main alarm relay goes
into an alarm condition.
d. The display shows: DEVIATION ALARM
ENGINE NO DET
TIME DATE
6. Press the ACCEPT key and observe:

a. The display changes to the toggling graphics mode.
b. The red ALARM lights both change to a steady state.
c. The main alarm relay resets.
7. Press the RESET key and check:
d. The display returns to normal.
e. All lights except the POWER ON go out.
8. Repeat the complete test for each Detector that is to be tested. Select the Detector to be
tested by use of the ▲, ▼, ◄, and ► keypads.
2.6.8 Slowdown / Shutdown Relay

Warning: Carrying out this test while the engine is running WILL cause it to stop or slow
down.
1. Press the Main Menu key on the Control Unit and select ENGINEER by using the ▼ down
key or the number 2 key.
2. Press the  enter key and enter the password when prompted, when entered press the 
enter key again.
3. The display will show 7 menu headings defaulted to No. 1 Configure System. Press the
No.4 key or the ▼ down key 3 times to highlight No.4 TEST
4. Press the  enter key and 8 test menus will show on the display defaulted to No.1 Alarm
Relay. Press the No.8 key or the ▼ down key 7 times to highlight SLOWDOWN RELAY
5. Press the  enter key and the display shows the following defaulting to Engine 1 which will
be highlighted:
RELAY TEST MENU
ENGINE 1 TEST OFF
Note: The number of engines shown is dependent on how many are configured up to a
maximum of 8. However, ENGINE 1 is highlighted as the default setting.
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6. Press the  enter key and the display shows the following, DE-ACTIVATE will be
highlighted:
RELAY TEST MENU
ENGINE I DE-ACTIVATE ACTIVATE
7. Press the ► right key to highlight Activate and the press  enter key, the display will show
the following with the words TEST ON flashing.
RELAY TEST MENU
ENGINE I TEST ON
8. The Slowdown relay changes state and all alarms connected to the relay operate, also the
test light on the Control Unit comes on.
9. To cancel the alarm press the  enter key and the display will be as step (6) above with
DE-ACTIVATE highlighted.
10. Press the  enter key again and the display will be as step (5) above and the test light on
the Control Unit will go out.
11. Press the ← quit key to return to the test menus or the Main Display and RESET to return
to the normal display.
2.7 EVENT LOG

2.7.1 The Event Log enables the user to interrogate the past 256 events and can be accessed via
the user menu separately.
1. To access the event log press the MAIN MENU and when the choice of access levels
appears on the screen, USER will be highlighted. Press the key. Press 3 EVENT LOG
and press the  key. The display will show the last event that has occurred. With ▲and ▼,
scroll through the complete event log until the required entry is found.
2. To speed up the search for the required event it is also possible to do so by event type
eg. deviation alarm or, if the approximate date of the event is known, a search from time
and date is also available in the Event log sub-menu.
3. To return to the normal display press ← key once and then the MAIN DISPLAY key.
2.7.2 The event log may also be downloaded onto a computer using the serial link connector on the
main processor PCB.
1. Plug serial lead into Com1 on PC and plug in to the round serial connector on the Control
Unit.
HyperTerminal Setup
TM
2. From the Windows start button choose:
Start -> Programmes -> Accessories -> Communications -> HyperTerminal
TM
3. This should bring up the following box or something similar depending on Windows
version, Windows XP is shown.
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Figure 46 Connection Description Screen
4. Type in a name, e.g. OMD6, and choose one of the icons then click ok.
5. In the ‘Connect using:’ drop down box select Com 1 and click ok (note if com 1 is being
used for another application Com 2 can be selected if the pc has 2 communications
ports).
6. This should bring up the following settings screen.
Figure 47 COM1 Properties Screen
a. In bits per second select - 9600

b. Data bits - 8
c. Parity - None
d. Stopbits- 1
e. Flow control - None
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7. Then click OK, this connects HyperTerminal to com 1 and will take you back to the main
screen.
8. Main Screen which should say connected in the bottom left hand corner.
Figure 48 HyperTerminal Screen
9. From the top level menu select Transfer-> Capture text and in the file box type where you
want the file to be saved and what name e.g. C:\omd.txt then click on the start button.
10. At the Control Unit, go through the menu structure and choose Download Event Log,
then select enter. You should now see the event log downloading into the white panel of
the above screen.
11. When the event log has finished downloading select Transfer-> capture text -> stop.
12. Then using Word, WordPad or Notepad you can examine the event log by loading up
C:\omd.txt.
If you want to do another event log download in the future, launch HyperTerminal from the
start bar as normal and in the first screen there should be a new icon called omd6.ht (if that is
what you called it). Simply double click on this icon and HyperTerminal will be launched with all
the correct settings and the connection to Comm port 1 already established. After that the only
thing that needs setting up is the transfer capture to save the event log.
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Figure 49 Event Log Connector location
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ENGINEER & USER MENU FLOWCHARTS
The following charts show the Engineer and User Menus.
Engineer Menu Sheet 1
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User Menu Sheet 1
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User Menu Sheet 2
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User Menu Sheet 3
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Chapter 3 MAINTENANCE
3.1 ROUTINE MAINTENANCE

Warning: Do not work on the system unless the power is switched off or isolated.
Caution: Ensure that antistatic handling procedures are observed where

appropriate.
The following checks are recommended to be carried out every 6 months , with the system
switched off. The checks should be carried out by competent personnel with suitable skill
levels.
3.1.1 Control Unit
1. Ensure that all connectors are tight to prevent ingress of oil and moisture.
2. Check the sealing strip between the door and box is not damaged preventing a seal being
made.
3.1.2 Junction Box
1. Ensure that all connectors are tight to prevent ingress of oil and moisture.
2. Ensure that the lid fixing screws are tight, to prevent ingress of oil and water
3.1.3 Cables
1. Ensure all connections to both the Control Unit and Junction Box(es) are tight.
2. Check all cables. Replace any that are found to be damaged.
3.1.4 Detectors
1. Ensure that the Detector base is screwed tight into the crankcase,
2. Remove the cable connector from the Detector and check for damage.
3. Remove the Detector head and clean following paragraph 3.3 Detector Head
Refurbishment.
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3.2 DETECTOR HEAD REPLACEMENT
Warning: Do not remove the Detector base from the crankcase whilst the engine is in
operation. This operation should be carried out while the engine is stopped
to avoid the possibility of hot oil coming out of the base fixing hole.
If an in-service Detector head is removed for any reason, the Detector optics must be cleaned
before reassembling and replacing it.
3.2.1 To replace the Detector:

1. Switch off the system (if safe to do so) or isolate the Detector
2. Remove the cable connector fitted to the top of the Detector
3. Using a 4mm hexagonal key, loosen the two fixing screws in the assembly base.
Figure 50 Base Fixing Screw Removal
4. Lift out the Detector head and note its address.

5. Set the address on the new Detector head in accordance with para 2.1.4. The selected
address must be the same as that of the Detector head that has been removed.
6. Fit the Detector head onto its base and tighten up the fixing screws. Affix the new switch
window label.
7. Re-fit the cable to the Detector head.
8. If the system was switched off, switch back on and allow the system to initialise.
9. If isolated, then de-isolate, return to main display by pressing the MAIN DISPLAY keypad
and press RESET Allow the system to initialise.
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3.3 DETECTOR HEAD REFURBISHMENT
1. Isolate the Detector as described in paragraph 2.5.3 of this manual. If all Detectors on one
engine are to be serviced, then isolate the engine as described in paragraph 2.5.3 of this
manual.
2. Disconnect the cable from the top of the Detector unit and remove the unit from the
engine casing (refer to Figure 51).
1-43682-K108-XXX
1-43682-K109-XXX
Figure 51 Cable Disconnect
3. Using a 4mm hexagon key, unscrew 2 off screws from the underside of the Detector head
(refer to Figure 52). The screws are self-retaining.
Figure 52 Screw Removal
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4. Remove and invert the top part of the Detector head. Examine the base moulding seal
and replace if damaged or perished (refer to Figure 53).
Figure 53 Base Moulding Seal
Caution: Do not press the fan, only handle the outer housing !!
5. Using the Pulling Tool (refer to Figure 54), remove the Fan Retaining Plug by capturing
the shoulder and pulling. Carefully remove the Fan from its mountings (refer to Figure 55).
Figure 54 Pulling Tool
Figure 55 Fan Removal
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6. Examine the 4 off compression springs and the fan retainer plug; replace any bent or
damaged items from the spares.
7. Examine the fan for free running and clogging due to oil residues. If damaged, refer to
paragraph 3.4 in this manual. Although not necessary for service cleaning, spares of the
M3 screw and the fan connector seal are included in the kit.
8. Using a foam bud with glass cleaner applied, wipe carefully around the inside of the
smoke detecting orifice and the end of the test LED (refer to Figure 56).
Figure 56 Cleaning Light Guide Removal
9. Dry the inside of the unit.

10. Examine the base body cavity and sampling tube, and wipe clean where necessary.
11. Reassemble the fan to the Detector using a fan retaining plug.
Caution: Do not press the fan, only handle the outer housing.
12. Reassemble the Detector head and base body. Replace the Detector and then de-isolate.
13. Repeat the procedure for all Detectors to be cleaned.
Refer to the Materials Safety Data Sheet in the event of health or safety issues.
3.4 FAN REPLACEMENT

Warning: Do not remove the Detector base from the crankcase whilst the engine is
in operation. This operation should be carried out while the engine is stopped
to avoid the possibility of hot oil coming out of the base fixing hole.
3.4.1 To replace the fan:

1. Switch off the system (if safe to do so), or isolate the associated Detector.
2. Remove the cable connector from the top of the Detector.
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3. Using a 4mm Allen key, loosen the Detector fixing screws on the base.
4. Remove the Detector from its base and turn it upside down to reveal the fan.
5. Remove the fixing screw holding the fan socket to the mounting plate.
6. Using a pulling tool (Part Number 1-D9131-002 available with Service Kit
Part No.1-D9221-027), remove the fan retaining plug holding the fan onto its mounting
legs.
7. Lift the fan off of its mounting legs, ensuring the springs under the fan are not lost.
Caution: Ensure a fan of the same make as that removed is fitted. If not, then a
fan failure fault will occur. The correct fan can be selected by matching
the Detector serial number suffix (M or P) to the fan type. i.e. Micronel or
Papst. See spare parts list
8. Discard the failed fan and fit a replacement fan in reverse order of disassembly.
3.5 CABLE REPLACEMENT

If changing a Detector cable, isolating that Detector will be sufficient.
(see section 2.5.3 on isolation)
3.5.1 Detector Cable

1. Isolate the Detector with the damaged cable.
2. Remove the cable connector on top of the Detector.
3. Identify the cable to be removed at the Junction Box.
4. Unscrew the cable connector at the Junction Box. Discard the damaged cable.
5. Connect the replacement cable to the Junction Box connector ensuring it is screwed in
place.
6. Connect the cable connector to the Detector
7. De-isolate the Detector, return to the main display and press the RESET switch and allow
the system to initialise.
3.5.2 Junction Box Power Supply Cable Replacement

1. Switch off the system.
2. Disconnect the damaged power supply cable from the Control Unit.
3. Disconnect the damaged power supply cable from the Junction Box.
4. Connect the replacement power supply cable to the Control Unit ensuring wires and cable
screen are correctly fitted in the terminals.
5. Connect the replacement power supply cable to the Junction Box ensuring wires and
cable screen are correctly fitted in the terminals.
6. Switch the system on and allow to initialise.
3.5.3 Communications Cable Replacement

2. Disconnect the damaged communications cable from the Control Unit.
3. Disconnect the damaged communications cable from the Junction Box.
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4. Connect the replacement communications cable to the Control Unit ensuring it is screwed
in place.
5. Connect the replacement communications cable to the Junction Box ensuring it is
screwed in place.
6. Switch the system on and allow it to initialise.
3.5.4 Junction Box Backup Alarm Cable Replacement

2. Disconnect the damaged relay cable from the Junction Box.
3. Disconnect the damaged relay cable from the monitoring equipment.
4. Connect the replacement relay cable to the Junction Box ensuring it is screwed in place.
5. Connect the replacement relay cable to the monitoring equipment.
3.5.5 Control Unit Engine Shutdown / Slowdown Alarm, Common Alarm or Fault Relay Cable
Replacement
2. Disconnect the damaged relay cable from the Control Unit.
3. Disconnect the damaged relay cable from the monitoring equipment.
4. Connect the replacement relay cable to the Control Unit ensuring it is screwed in place.
5. Connect the replacement relay cable to the monitoring equipment.
3.6 CONTROL UNIT PCBS

3.6.1 Main Control Processor PCB Part No. 1-44782-K071-02 (refer to Figure 57)
-
1. Switch off the system and replace the Main PCB as follows:
2. Remove all connectors, PLG1, PLG2, PLG4, PLG5, PLG8, PLG9 and PLG1O noting the
orientation.
3. Remove 8 off fixing screws. Remove the PCB. Remember to follow antistatic precautions.
4. Fit the replacement PCB with the 8 off screws, re-fit all connectors.
5. Switch on system and allow it to initialise.
6. Re-program the system to the required configuration.
Note: After changing the Processor PCB, it may be necessary to adjust gain control
R2 to ensure the clarity of the LCD.
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Figure 57 Control Unit PCB’s
3.6.2 8 Engine Status Display PCB Replacement. Part No. 1-44782-K098 (refer to Figure 61)
1. Switch off the system and remove the 8 Engine Status Display PCB as follows:
2. Remove the two connectors located on the top left hand side of the board, noting the
orientation.
3. Remove 6 off fixing screws and remove the PCB.
4. Fit the new PCB with the 6 off screws and replace the two connectors.
3.6.3 Interface PCB Replacement. Part No. 1-44782-K183 (refer to Figure 58)
1. Switch off the system and replace the PCB as follows:
2. Remove all connecting wires noting their positions.
3. Remove 8 off retaining screws and remove the board.
4. Fit the replacement board in place with the 8 off screws.
5. Re-fit all connecting wires.
6. Switch the system back on and allow to initialise.
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Figure 58 Control Unit PCB’s
3.6.4 Status Display PCB Part No. 1-44782-K102-02 (Refer to Figure 62)
1. Switch off the system and remove the Status Display PCB as follows:
2. Remove the Main Control Processor PCB. (Refer to para 3.6.1)
3. Remove the connectors from the Status Display PCB, noting the orientation.
4. Remove the 4 off fixing screws and remove the PCB.
5. Fit the replacement PCB with the 4 off screws and re-fit the connectors.
6. Re-fit the Main Control Processor PCB.
7. Switch on the system and allow to initialise.
3.7 REPLACEMENT OF 8 ENGINE STATUS DISPLAY MEMBRANE

3.7.1 Replace the 8 Engine Status Display Membrane as follows:
1. Remove the 8 Engine Status Display PCB as above. (Refer to 3.6.2)
2. Remove the seven M4 nuts and washers holding the membrane to the door unit.
3. Remove the membrane.
4. Fit the replacement 8 Engine Status Display membrane in reverse order of disassembly.
3.8 REPLACEMENT OF LCD DISPLAY

3.8.1 Replace the LCD Display as follows:
1. Remove the Main Control Processor PCB as in 3.6.1.
2. Undo the 4 off M3 screws in the LCD cover
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3. Gently lift up the cover and unplug the LCD connection cable and feed through the slot in
the end of the cover
4. Undo and remove the 2 off studs on the left of the display and loosen the 2 off studs on
the right of the display and then slide the LCD assembly out.
5. Refit in the reverse order of disassembly. Ensure the wires are not trapped when the
cover is replaced.
3.9 REPLACEMENT OF FUNCTION KEY / LCD DISPLAY MEMBRANE

3.9.1 Replace the Function Key / LCD Display Membrane as follows:
1. Remove the LCD Display as above (Refer to 3.8)
2. Remove the membrane.
3. Refit the replacement Function Key / LCD Display membrane in the reverse order of
disassembly.
3.10 REPLACEMENT OF JUNCTION BOX PCB

3.10.1 Junction Box PCB Replacement Part No. 1-44782-K184 (refer to Figure 63)
-
1. Switch off the system and remove the Junction Box PCB as follows:
2. Remove the lid from the Junction Box.
3. Disconnect all of the wires, noting their positions.
4. Remove the 4 off screws securing the board in the box and remove the board, noting the
position of Detector 1.
5. Fit the new board ensuring that Detector 1 is in the same position on the new board as the
removed board and secure with the 4 off screws.
6. Reconnect all the wires and replace the lid.
3.11 DECOMMISSIONING
All the components of the Graviner MK6 OMD system may be disposed of as
electrical/electronic equipment waste. i.e. using waste disposal methods in accordance with
current local waste disposal regulations.
Sept 2017 Page 71 of 101 1-59812-K001 Rev 7

Figure 59 Interface PCB
Sept 2017 Page 72 of 101 1-59812-K001 Rev 7

Figure 60 Main Control Processor PCB
Sept 2017 Page 73 of 101 1-59812-K001 Rev 7

Figure 61 Eight Engine Status Display PCB
Figure 62 Status Display PCB
Sept 2017 Page 74 of 101 1-59812-K001 Rev 7

Figure 63 Junction Box PCB
Sept 2017 Page 75 of 101 1-59812-K001 Rev 7

Chapter 4 FAULT FINDING
4.1 GENERAL
The table below lists a series of failure modes and the likely faults that would be indicated
should that failure mode appear. Also listed are Actions, numbered 1 to 19, which should be
followed if the associated fault appears. On the following pages, Actions 1 to 19 are shown as
flow charts which will assist with fault finding on the Graviner Mk.6 OMD system
Failure Mode Fault Indication Fault Action
Control Unit Power indicator is off

No panel display Supply Failure 1.
and the display is blank
Junction Box fuse.

Faulty Detector.
The Detector Power On (Green)
Comms Fault 2.
indicator(s) are OFF on one engine Power connection between
Junction Box and Control Unit
damaged
Incorrect Detector address

setting.
The display shows COMMS FAULT Missing Detector Supply.

Comms Fault 3.
e.g. Engine 1 det 3 Faulty Detector.
Incorrect Wiring
Damaged Junction Box PCB
Display shows several COMMS Junction Box EOL not connected.

FAULTs, e.g. Engine 1 det 10,
Comms Fault Damaged Junction Box PCB 4.
Engine 1 det 11, Engine 1 det 12,
Engine 1 det 13 Faulty wiring
The display shows FAN FAULT

Fan Fault Fan Failure 5.
e.g. Engine 2 det 3
Detector circular cavity needs to

The display shows LED fault
LED Fault be cleaned. 6.
e.g. Engine 3 det 1
Failed LED.
Blocked Detector aperture.

The display shows Detector Fault
Detector Fault Damaged test LED. 7.
e.g. Engine 4 det 2
Faulty Detector.
The system is showing many faults

such as Detector faults and Detector Fault / One or more incorrectly
8.
communications faults on several Comms Fault addressed Detectors
Detectors
Back-up Alarm Fault Backup Fault The back-up signal was not 9.
received at the Control Unit
Sept 2017 Page 76 of 101 1-59812-K001 Rev 7

during a back-up alarm test.
CPU Fault Detector CPU Fault Damaged Detector 10.
EEPROM is reaching the end of

Replace EEPROM Replace EEPROM 11.
its guaranteed life.
False Deviation Alarm Deviation Alarm Incorrect deviation alarm setting 12.
One of the power supply inputs

Display shows PSU FAULT PSU Fault 13.
has failed.
No Detectors Detected
No Detectors connected.
On power up a comms fault is Comms Fault 14.
Failure of panel Interface Card
indicated for all Detectors
A failure of the configuration

Configuration data fault CFG Data Fault memory has been detected in the 15.
control panel
EPROM Checksum The control panel software has

EPROM checksum failure 16.
Fault been corrupted
Shutdown / slowdown relay fault The coil of a shutdown /

Engine Relay Fault 17.
e.g. Engine 1 Relay Fault slowdown relay has failed
Main Alarm Relay The coil of the common alarm

Common alarm relay fault 18.
Fault relay has failed
The control panel software has

System Fault LED failed.
System Fault illuminated on the 19.
control panel The control panel microcontroller
is not operating correctly
Sept 2017 Page 77 of 101 1-59812-K001 Rev 7

ACTION 1
Open the Control Panel Door
N
With a digital voltmeter set to DC volts, measure the voltage across each of the SUPPLY IN 24v and 0v
terminals. Are the SUPPLY IN’s voltage between 18v dc and 31.2v dc?
No Yes
Check supply fuse. Check that Is the voltage at IC5 pins 2 and 4 on the
there is no short across the supply Interface Board (P/N 1-44782-K183),
terminals. Replace blown fuse or between 4.75 and 5.25v dc?
faulty cable
No Yes
Check that the Main Processor PCB,

(P/N 1-44782-K071-02) has 24v dc +30%
Replace the Interface Board, (P/N 1-44782-K183)
-25% between cathode of D3 and the
anode of D2. Replace the PCB if faulty
Sept 2017 Page 78 of 101 1-59812-K001 Rev 7

ACTION 2
Remove the lid of the

Junction Box
Check the internal fuse
Is the fuse intact?
No Yes
Check with a digital voltmeter that the

Switch the power off
detector terminals have 24v dc between
Check the resistance between the fuse and
pins 5 and 6 of the detector head
0v.
connector.
If a short circuit is measured, disconnect
Check that all cables are terminated
each of the detector cables until the short
securely.
circuit is removed.
Check that the board has a supply input
Replace the detector or detector cable that
between 18v and 31.2v dc.
is causing the short.
Replace a faulty PCB
Sept 2017 Page 79 of 101 1-59812-K001 Rev 7

ACTION 3
Has the detector been set the the correct address, e.g.
detector 3 is set to 03.
No Yes
Isolate the engine shut down relay.

Remove the detector cable, remove label and
set to correct address.
Is the Green detector indicator on?
Replace the detector cable.
Fit new label.
De-isolate the engine shutdown relay
No
Yes
Swap the detector with a working detector.

Replace the Junction Box PCB
Does the original detector remain in fault?
No Yes
Replace Junction
Box to Detector Replace the detector
cable.
Sept 2017 Page 80 of 101 1-59812-K001 Rev 7

ACTION 4
Are the detector green power LED's on?
No Yes
Remove the local junction box cover. Remove the local junction box cover.
Using a DVM is the voltage from the fuse to 0v Is the last detector connected to the end of line
between 18 and 31.2v d.c? resistor
No Yes No Yes
Remove the
Replace panel to Connect the last communications
Replace junction box
junction box power detector in to the end cable from the panel.
board
supply cable. of line terminals Is the voltage
between pins 4 and 3
of the cable
connector >0.2v?
No Yes
Replace panel to
junction box Replace junction box
communications board
cable
Sept 2017 Page 81 of 101 1-59812-K001 Rev 7

ACTION 5
Check that the relevant detector has

the common yellow fault indicator on.
Isolate the detector on the panel
Remove the detector from the base

screws.
Confirm that the fan has stopped.
Replace the failed fan with a fan of
the same make.
Press Reset on the panel.

De-isolate the detector
Sept 2017 Page 82 of 101 1-59812-K001 Rev 7

ACTION 6
Isolate the detector on the panel
Remove the detector from the base by

loosening the two base screws.
Remove the fan connector plug and fan.
Visually check the circuit oil mist caviity

indicators.
Are all the indicators on?
No Yes
Carefully clean the glass ring

that is positioned in front of the
Replace the detector oil mist chamber indicators.
Special care is required to
avoid damaging the test LED.
Replace the fan and the fan

connector.
Fix the detector to the detector
base.
Press the reset button on the

panel.
De-isolate the detector.
A repeat LED indicator test is

automatically performed.
Replace the detector if the
LED fault persists.
Sept 2017 Page 83 of 101 1-59812-K001 Rev 7

ACTION 7
Isolate the detector
Remove the detector from the

base by loosening the two
base screws.
Remove the fan connector and
fan
Visually check the small

aperture hole at the top of the
circuilar oil mist cavity
Is the aperture blocked with condensed oil?
No Yes
Check that the detector test LED is

Carefully clean out the area above
intact.
the apeture using material provided
Caefully clean any condensed oil
with the service kit.
from the LED.
Replace the fan and fan connector. Replace the fan and fan connector.
Fix the detector to the detector base. Fix the detector to the detector base.
De-isolate the detector and press De-isolate the detector and press
reset. reset.
Replace the detector, if the detector After pressing the reset button
fault is not cleared after the another optics test is automatically
automatic retest. completed.
Sept 2017 Page 84 of 101 1-59812-K001 Rev 7

ACTION 8
Is the address of the highest numbered failure

correct
No Yes
Isolate the engine slowdown relay.

Remove the detector cable
Reset the address
Replace the detector
Replace the detector cable
De-isolate the engine slowdown
relay
Sept 2017 Page 85 of 101 1-59812-K001 Rev 7

ACTION 9
Have all detectors on an

engine failed the back-
up alarm test.
No Yes
Replace the failed

Replace the Junction
detectors and retest
Box board
Is the test passed
No
Check connections in
the Junction Box
Sept 2017 Page 86 of 101 1-59812-K001 Rev 7

ACTION 10
Replace detector
Sept 2017 Page 87 of 101 1-59812-K001 Rev 7

ACTION 11
Make a note of the

panel configuration
Power down the system
Remove IC17 from it's

socket
Put the replacement

EEPROM in to the
socket
Power up the system

and reprogram to the
required configuration
Sept 2017 Page 88 of 101 1-59812-K001 Rev 7

ACTION 12
Check the actual mg/l detector level of the

detector.
Compare this level with all the other detectors on

the same engine.
Is the level slightly higher than the other sensors
No Yes
Check that the alarm limit for this Increase the deviation alarm limit for
detectors has not been set too low. the detector accordingly.
If the setting for this detector was set

lower than the other deviation alarm
Reset the panel.
limits, increase the setting to the
same setting as the other detectors
If increased deviation alarm limits

Reset the panel. does not eliminate the problem,
replace the detector
If increased deviation alarm limits

does not eliminate the problem,
replace the detector
Sept 2017 Page 89 of 101 1-59812-K001 Rev 7

ACTION 13
N
Check that LED’s D15 and D33 on the Interface Board, (P/N 1-44782-K183), are on.
Yes No
Is the voltage at IC5 pins 2 and 4 on the Are the ship supply fuses intact?
Interface Board, (P/N 1-44782-K183),
between 4.75 and 5.25v dc?
Yes No Yes No
Replace the Replace the Replace the Replace the

Main Control Interface Board, appropriate supply damaged fuse
Processor Board, (P/N 1-44782-K183) cable
(P/N 1-44782-K071-02)
Sept 2017 Page 90 of 101 1-59812-K001 Rev 7

ACTION 14
Check connections between the panel and detectors
Are the detectors connected to the panel
No Yes
Are the green power LED's on for

Connect detectors to the panel
each detector.
No Yes
Replace
Replace the
thecontrol
control
Follow Action 2 panel
panel interface
interfaceboard
board
P/N44782-K183
1-44782-K183
Sept 2017 Page 91 of 101 1-59812-K001 Rev 7

ACTION 15
Replace Control Panel

Main Processor Board
(P/N 1-44782-K071-02)
Sept 2017 Page 92 of 101 1-59812-K001 Rev 7

ACTION 16

(P/N 1-44782-K071-02)
Sept 2017 Page 93 of 101 1-59812-K001 Rev 7

ACTION 17

Interface Board
(P/N 1-44782-K183)
Sept 2017 Page 94 of 101 1-59812-K001 Rev 7

ACTION 18

Interface Board
(P/N 1-44782-K183)
Sept 2017 Page 95 of 101 1-59812-K001 Rev 7

ACTION 19

(P/N 1-44782-K071-02)
Sept 2017 Page 96 of 101 1-59812-K001 Rev 7

Chapter 5 SPARE PARTS
Figure 64 Junction Box Assembly – Part Number 1-D4720-001-XX
Item Description Part No.

1. Junction Box 1-35100-K249
2. Printed Circuit Board 1-44782-K184
3. Fuse 4 amp, 20mm Slow Blow 1-27411-K001
4. Nylon Gland M20 1-B5151-013
Nylon Gland M25 1-21888-K042
5. Metal Gland 1-22540-K017
6. Blanking screw 1-22540-K019
Sept 2017 Page 97 of 101 1-59812-K001 Rev 7

Figure 65 Detector Head - Part Number 1-E3561-301
Item Description Part No.

1 Detector Head Assembly 1-D5622-001
2 Fan Assembly (Micronel) 1-D5622-005-02
3 Base Unit sub-Assembly 1-D5622-101
4 Connector Push In 1-2888-K073
5 Label Invalidate Guarantee 1-C9175-803
6 Label Switch Window 1-C9189-801
Sept 2017 Page 98 of 101 1-59812-K001 Rev 7

1-59812-K001 Rev 7 Page 99 of 101 Sept 2017
Graviner MK6 OMD Control Unit Figure 66
Thame Park Road,
Thame,
Oxfordshire.
OX9 3RT UK
Tel: +44 (0)1844 265003
Fax: +44 (0)1844 265156
ASS
TEST
INSP
ASS
TEST
INSP
Item Description Part No. Qty
1. Metal Enclosure 1-43782-K161 1
2. PCB, 0MD6 Interface 1-44782-K183 1
3. PCB, Main Processor 1-44782-K071-02 1
4. PCB Status Display 1-44782-K102-02 1
5. Harness, MCP-Status Display PSU 1-43682-K067 1
6. Harness, MCP-Status Display 1-43682-K066 1
7. Harness, MCP-Status 1-43682-K030 1
8. Harness, MCP-Status PSU 1-43682-K036 1
9. PCB, 8 Engine Display 1-44782-K098 1
10. Membrane Function Key / LCD Display 1-39155-K047 1
11. Membrane Status Display 1-39155-K048 1
12. Earth Cable 1-43682-K050 1
13. LCD Display 1-43782-K120 1
14. LCD Cover 1-15100-K091 1
15. Harness, PCB-MBLC PSU 1-43682-K037 1
16. Harness, PCB-MBLC 1-43682-K032 1
Spares Kit (Straight Cable Connector) 1-53569-K001 consists of:

Description Part No. Qty
Interface Board 1-44782-K183 1
Main Processor Board 1-44782-K071-02 1
Detector Head Assembly 1-D5622-001 1
Switch Window Label 1-C9189-801 2
Cable, 25 metres 1-43682-K108-08 1
Spares Kit (90 Degrees Cable Connector) 1-53569-K002 consists of:

Interface Board 1-44782-K183 1
Main Processor Board 1-44782-K071-02 1
Detector Head Assembly 1-1-D5622-001 1
Switch Window Label 1-C9189-801 2
Cable, 25 meters 1-43682-K109-08 1
Sept 2017 Page 100 of 101 1-59812-K001 Rev 7

Commissioning Kit - Part Number 1-D9221-026 consists of:
Description Part No. Qty Category
Wipes, Wet & Dry 1-A7311-001 2 Consumables
Smoke Test Oil - 30 ml 1-D9221-028 1 Bottle Consumables
Wick - 150 mm 1-17100-H06 3 Consumables
Smoke Tester 1-D9221-029 1 Tools
Materials Safety Data Sheet - 2 Information
Service Kit – Part Number 1-D9221-027 consists of:

Description Part No Qty Category
Fan Retainer 1-B3741-902 5 Spares
Compression Spring 1-B3721-006 5 Spares
Base Moulding Seal 1-C1513-802 5 Spares
Fan Connector Seal 1-C1413-801 5 Spares
M3 Screw 1-21833-H01 5 Spares
Glass Cleaner 250ml 1-A7311-002 1 Consumables

Foam Buds Pkts 1-B6910-217 2 Consumables
4mm Hexagon Key 1-B6910-219 2 Tools

Pulling Tool 1-D9131-002 1 Tools
Materials Safety Data Sheet - 2 Information
Recommended Operational Spares

Spares Kit 1-53569-K001
or 1
1-53569-K002
Commissioning Kit 1-D9221-026 1
Service Kit 1-D9221-027 1
For systems with more than 14 Detectors, it is recommended that additional Detector head
assemblies (Part Number 1-D5622-001) are supplied.
Sept 2017 Page 101 of 101 1-59812-K001 Rev 7

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GRAVINER

MK6 OIL MIST DETECTOR

PROPRIETY RIGHTS NOTICE

© Copyright 2009 United Technologies Corporation

Sept 2017 Page i of viii 1-59812-K001 Rev 7

Chapter 1 DESCRIPTION AND OPERATION 1

Chapter 2 INSTALLATION AND COMMISSIONING 10

Chapter 4 FAULT FINDING 76

Chapter 5 SPARE PARTS 97

Sept 2017 Page ii of viii 1-59812-K001 Rev 7

Figure 1 Areas of Failure – 2 Stroke Engine 1

Sept 2017 Page iii of viii 1-59812-K001 Rev 7

Sept 2017 Page iv of viii 1-59812-K001 Rev 7

Sept 2017 Page v of viii 1-59812-K001 Rev 7

3. Performance of UTC’s repair or replacement obligations shall constitute an entire discharge of

4. The Warranties shall not apply to the following:

5. In addition the Warranties shall be limited as follows:

Sept 2017 Page vi of viii 1-59812-K001 Rev 7

6. The Warranties are conditional upon:

Sept 2017 Page vii of viii 1-59812-K001 Rev 7

Sept 2017 Page viii of viii 1-59812-K001 Rev 7

Piston Rod Seal

Cross Head Slides

Top End Bearing

Cross Head Bearing

Bottom End Bearing

Figure 1 Areas of Failure – 2 Stroke Engine

Piston Seizure Top End Bearing

Cam Shaft Bearings Piston Blow By

Figure 2 Areas of Failure – 4 Stroke Engine

Sept 2017 Page 1 of 101 1-59812-K001 Rev 7

And connecting cables

Figure 3 Graviner MK6 OMD Components

Sept 2017 Page 2 of 101 1-59812-K001 Rev 7

Auxillary Engine 5 Cylinder Junction Box

Backup alarm relay

Backup alarm relay

Backup alarm relay

Engine Room Control Room

Figure 4 Typical System Configuration

1.3 TECHNICAL SPECIFICATION

Sept 2017 Page 3 of 101 1-59812-K001 Rev 7

Sept 2017 Page 4 of 101 1-59812-K001 Rev 7

1.5 SYSTEM CONTROLS AND DISPLAYS

Sept 2017 Page 5 of 101 1-59812-K001 Rev 7

The keypad keys are: ▼ Cursor down

Operation of the Cursor navigation keys is accompanied by an audio signal.

Sept 2017 Page 6 of 101 1-59812-K001 Rev 7

Engine Alarm Indicators Cursor Navigation Keys

Figure 5 Control Unit Display

1.5.2 Main LCD

1.5.3 Engine Alarm Indicators

1.5.4 Main Alarm Indicators

Sept 2017 Page 7 of 101 1-59812-K001 Rev 7

Sept 2017 Page 8 of 101 1-59812-K001 Rev 7

ENG1 ENG 8 Alarm Fault Backup Alarm

ENG1 ENG 8 Alarm Fault Backup Alarm

Power is On Interface Boad Fault Junction Box

ENG1 ENG 8 Alarm Fault Backup Alarm