ROTATING ENGINEER

Sekilas Tentang Tes ELPT ITB (TOEFLnya ITB)

2011-06-07T02:37:00.000-07:00

G300 Gearbox Berdengung

2010-04-16T17:51:00.000-07:00

Jika ada suara berdengung dari arah transmisi/gearbox tentunya kita merasa ingin tahu apa penyebabnya, khawatir akan timbul hal-hal yang tidak diinginkan dan akan mengganggu kenyamanan berkendara.

Gb.1. propeller shaft

Jika berdengung dan bergetar, kemungkinan asalnya dari propeller shaft (as kopel). Bisa jadi cross joint bermasalah ataupun perlu digrease. Kalau propeller shaft sekonyong-konyong unbalance agak tidak masuk akal, kecuali getaran ini timbul setelah ada pekerjaan melepas propeller shaft. Entah karena masangnya tidak inline (saat sebelum melepas as kopel, kasi tanda agar saat memasang tandanya tidak berputar atau berubah), ataupun balance weightnya lepas.

Grease yang direcommended oleh MB untuk G-Wagen adalah Molycote Long Life. Hitam warna greasenya, kalengnya warna hijau putih.

Jika berdengungnya timbul setelah lama dikendarai, kemungkinan transmisinya overheat/olinya keenceran.

Jika berdengungnya tanpa getaran dan terjadi setiap saat mau pindah naik ke gigi yang lebih atas, kemungkinan ini dikarenakan modulasinya tidak tepat atau pun karet-karet atau seal-seal di dalam gearbox sudah perlu diganti.

Jika berdengungnya tanpa getar dan tetap terjadi walaupun telah di posisi top gear, kemungkinan "kampas kopling" gearbox matic-nya sudah perlu diganti karena sudah mulai slip.

Demikian sekilas info.

Semoga membantu.

Have a good journey....

wasalam

Electric Turbocharger

2010-04-16T17:43:00.000-07:00

Source:

http://www.electricsupercharger.com/e-boost-basics.html

What is Electric Boost?

Electric boost uses electrical energy to drive a compressor that provides additional air density to the engine, as opposed to using mechanical energy from the engine like traditional methods (belt driven superchargers or exhaust driven turbochargers).

Generating pressure by itself does not require much energy.
Example: The small tire pump you plug into your cigarette lighter is a compressor that uses very little electrical energy and can pump a tire up to 70 psi, but due to the devices low power draw, the small rate of air-flow coming from the straw-sized air-source requires over 10 minutes to pump a flat tire up to 35psi, and over an hour to reach 70 psi. Obviously useless if you placed this device on an engine intake as it would just create a massive restriction.

Generating air-flow by itself also does not require much energy.
Example: A radiator fan uses relatively little electrical energy, and can flow 400 to 700 CFM. However, just blowing air on something does not generate pressure, unless it there is both high air-flow rate AND air-speed. This is proven when one looks at how a "RAM-AIR" scoop works. A "RAM-AIR scoop only develops .07psi at 80 MPH, but can develop .38psi when the car is traveling at 180 MPH with a perfectly efficient ram-air scoop like the ones that are seen on Indy cars or above the hood of drag cars.

Generating air-flow AND pressure together DOES require a large amount of energy.
The e-RAM Axial-Flow Electric Supercharger:
The e-RAM Electric Supercharger produces on demand, the pressurizing effects greater than a perfectly designed ram-air system traveling at over 220 MPH, even when your car is standing still. To accomplish this, the e-RAM incorporates a custom high-power electric motor built specifically to our proprietary specifications, drawing over 830WATTS of electrical energy (1.2HP of electrical energy directly from the car battery) while running at a speed of 25,300rpm. We mate this up to a specially designed fully enclosed axial-flow fan unit that is desined much like a single stage of a jet turbine, incorporating tight enough tolerances between the fan blades and the internal walls to provide a high capability of air-flow with a mild pressure generating potential. When energized, the e-RAM tries to flow 800cfm into the intake, but since 2L engines only require 190 cfm at 6000 rpm, and 5.0L engines only require 470 CFM at 6000 rpm, it is the differential in airflow from what the e-RAM is trying to flow vs. what the engine is trying to take in that generates the positive pressure in the intake.
Since the e-RAM is 3.75" inside diameter, even with the motor in the center, it allows a free air-flow equivalent of a 3.1" diameter intake tube, so it does not create any restriction in the intake system when not energized during part-throttle conditions.

Centrifugal compressors are very good at generating pressure, but horribly inefficient at producing high rates of air-flow. Meanwhile, open axial-flow fans are very good at generating high rates of air-flow, but not great at generating pressure.

Generating pressure at air-flow rates required by an automotive engine takes a large amount of power. That is why "roots", "screw", and "centrifugal" compressors require between 15-20HP taken directly from the engine in order to generate just 5psi to 6psi on a small engine. Larger engines require even more HP to drive the compressor in order to generate this level of boost at the higher air-flow rates these engines require. The engine belts (or exhaust for turbos) must drive the compressor at a high enough rate of speed to generate enough air-flow so as to continually provide more air than the engine is trying to take in. Coupling the rotation of the compressor directly with the rotation of the engine allows the compressor to continue to generate pressure, even when the engine's requirement for air increases. Also, each 1psi that is added to the intake at these flow rates drastically increases the amount of power required to perform this task.

Driving a "roots", "screw", or "centrifugal" compressor electrically:
There are only two companies that we know of that manufacture "compressors" that are driven by electric motors. These are sound concepts, however, there are several drawbacks with these technologies:

One costs over $2000, and uses a "roots" style blower driven by three 6HP electric starter motors (18HP of electrical energy). This system uses belts that connect the motors to the compressor to run it at a high enough rpm to develop boost. Although almost 20psi of boost can be generated below 50 cfm, as the engine accellerates to higher rpms and requires higher air-flow, the amount of boost generated by the system drops dramatically (to roughly 5 psi at 300cfm). The 18HP of energy required to do this must come from a separate battery supply that weighs roughly 70lbs, and the compressor itself also carries a weight penalty of 25+ lbs. Since the power draw is coming directly from a separately charged battery supply, the entire system can only be used for a couple of drag runs before a waiting period must occur for the engines charging system to recharge the separate battery supply for future use. Add this to the need for a modified engine management system and fuel delivery system, and the costs, weight, and limited useability make a case for going with a traditional belt driven supercharger or exhaust driven turbocharger system.

The other system also costs over $2000 and uses a centrifugal "turbo" style compressor driven by a single 5hp electric motor. This system also uses a separate and heavy battery supply, but since it does not have as much power as the previous system, the boost level is much lower (3psi at 50cfm, and drops to less than 1psi at 200cfm, and 0psi at 300cfm). Due to the cost, complexity, and the boost provided, it too does not provide realistic performance gains that should be expected from such a costly system.

Regarding other "Electric boost" offerings like cheap plastic "turbo" looking devices or squirrel-cage ("leaf-blower" style) fans driven by a cheap electric motor:
Again, the concept of using an electrically driven "compressor" for boost is a sound concept, and again, the problem is that compressors are horrible at providing unrestricted air-flow unless they are constantly running at speeds that will also generate pressure. The "electric turbo" will have to be on all the time in order to not create restriction when not energized. This means it will have to use a low powered electric motor that won't draw any significant electrical energy so it won't overheat if used in constant duty.... thus... it won't draw enough electrical energy to generate any boost and will ultimately just restrict air-flow. Also, small plastic squirrel-cage fans cannot rotate at a high enough rate of speed to generate any pressure at flow rates required by a car engine. This is because the forces exerted on the unit if it were to rotate at a high enough speed to generate enough flow to produce pressure would cause the unit to self-destruct. It doesn't matter how powerful a motor is used with this type of cheap plastic fan.

Summary:
There is no "free lunch." Regardless of what PSI is claimed by ANY maker of electric boost technology, what hp gains are claimed, or at what rpms the "fan" is claimed to rotate, the laws of air-flow dynamics require a specific amount of power to generate psi at a given flow rate. Anyone claiming to do what we are doing [Axial-Flow (in-line) fan used to generate HP on an internal combustion engine] is IN VIOLATION OF OUR PATENT, and has no access to the motor technology required for this application.. Also, anyone else using any other style of "fan" based boost claiming ANY HP gains on a car engine without a power source of AT LEAST 680WATTS (48 amps at 13.88 Volts) is LYING, and just ripping people off.

Memilih jip murah meriah - Sebuah Pendapat pribadi

2010-01-18T16:15:00.000-08:00

Assalamu'alaikum ww.
ente kayaknya mau yg oke di offroad dan onroad ya?
susah saya jawabnya. Hal ini jg dialami semua desainer jeep.
Kalau ok di offroad, maka gak enak di onroad. Sebaliknya enak di onroad, not ok di offroad.

Kalau pakai suspensi double wishbone, travel menjadi pendek, ground clearance kecil, banyak

link yg rentan kesandung kayu atau batu, dan terlalu banyak bushing yg rentan kalau kena lumpu

G-Wagen approach and departure angle

G-wagen maximum water depth

Double wishbone bushings

Double wishbone arrangement

Makanya mercy 280GE memakai solid axle, per keong, difflock, differential 4.88, chassis badak, kap mesin chamfered, dan kaca depan datar, kabin sederhana.

G-wagen front solid axle

Komentar seorang teman tentang W460 Gelandewagen:

=start=

Kalian..di jamin pasti excited terutama how that suspension and braking system works...bener2 mrk design keluar dari tradition thinking at that 80's era..(Search d Net )Cheers and pls continue making your dream comes true.saya sdh pernah pelihara CJ7, tyt FJ, Jimny sierra, Landy Defender, dan dr semua ini, Gwagen mempunyai character yg sangat berbeda, kesan ciri khan Jeep di GWagen tdk terlihat atau terasa, GWagen sangat enak handling nya terutama dari posisi argonomic dari bangku sangat nyaman senyaman SUV era skrng..driver control while driving terasa sangat dominan...sedangkan suspensi jg sangat lembut tdk seperti karakter jeep lainnya..dalam keadaan lari kencang getaran pd steer sangat minimal, serta engine power sangat memadaiIntinya GWagen memang merupakan class tersendiri diantara jeep2 tsb diatas..sementara rem sytem yg dilengkapi agak oversize booter membuat driver merasa lbh in cotrol terutama dalam kecepatan tinggi...pengoperasian transmisi 4x4 nya sangat mudah....utk long drive GWagen tdk melelahkan..pokoknya GWagen posisinya teratass dari segi kenyamanan dan mobility.Mudah2an in bs menjadi racun yg mematikan...Hehehehehhe

=end=

Apalagi ente mau yg murmer, nanti malahan jadi kemahalan karena sering gonta-ganti krn tdk puas. Yg jelas JEEP = Just Empty Every Pocket. Mendingan jangan coba-coba, langsung yang bagus walau agak mahal.

Pilihan banyak.
mulai dari CJ7(as roda mudah putus), taft short (agak keras di onroad, sempit kabin belakang. Differentialnya kalau mau ditingkatkan susah nyari yg cocok), rocky (tdk solid axle, masalah nyari differential buat naikin torsi agak susah nyari yg cocok), wilis 44 (top dah, kelemahannya hanya tdk ada difflock, dan tampias kalo ujan hehehe), cherokee (tdk ada chassis & harus pake pertamax, banyak elektronik/komputer-nya), 280GE (apa ya?yg 280GE long: under power/kurang power. Minyak rem harus rutin diganti minimal 2 thn sekali). Yg jelas ada seorang teman sekarang sdh punya 280GE Short lagi, walau sdh punya defender TDi.

G-Wagen W460 kokpit

LR Seri III kokpit

Kalau trooper diesel dan bensin ane gak bisa ngasi komentar krn blm cukup referensi.
Kalau LR Series as roda mudah putus, nyetirnya gak enak, ruang kabin tdk ergonomis dan enak. Defender as rodanya sdh lebih kuat, namun kabin tetap tdk berubah.
Yg jelas LR = Defy = Rangie = Partsnya MUAHALLL.

Sekarang ente sregnya mau jip apa dulu, nanti baru dibahas secara detil kekurangan dan kelebihannya secara lebih detil. Walau kekurangannya suatu jip yg dipilih itu banyak, namun kalo sdh sreg di hati tdk akan menjadi masalah karena itu sdh menjadi idaman, kekurangannya ketutup ama kelebihannya.

Kalo ane pilihan pribadi jatuh ke:
wilis 44/47 (utk kalo gak hujan dan gak hari panas).
280GE SWB 4x4, M/T 4speed, difflock dpn blkg.

Contoh kasus:

Utk yang tampilannya gagah: Wrangler or Cherokee?

Wrangler gak kemahalan tuh? spare partnya jarang terdengar. Gak sempit?
Ane sarankan cherokee saja.

Untuk yang bisa onroad offroad: CRV atau Escudo?

CRV dan escudo kurang paham. Tetapi CRV saja lah kalo ane pilih. Escudo agak sempit dan boros kayaknya. CRV empuk, lebih mewah, dan lebih irit kayaknya tuh. Cuma spare part agak mahal mungkin krn honda.

Tetapi, kalau memang sudah ngebet pengen punya jip yang memenuhi semua kriteria bisa buat dibawa ke mana-mana dannamun harus murah meriah, beli yang seperti ini saja dulu: mainan jip hehehehehe.... (Minta maaf, bercanda..)

G-wagens on UNIMOG

280GE Axles Lube Oil

2010-01-12T06:10:00.000-08:00

Mercedes G-Wagen 280GE Right Front Wheel Bearings Replacement

2009-12-10T18:46:00.000-08:00

WARNING!!!

Gambar, foto, tata letak, dan tulisan ini adalah hak milik penulis dan tidak boleh diperbanyak tanpa seijinnya, kecuali hardcopy utk pemakaian pribadi yang bukan bertujuan komersial. Penulis tidak bertanggung jawab terhadap kecelakaan, musibah, ataupun segala macam bentuk kerugian yang dikarenakan membaca atau pun mengikuti tulisan artikel ini.

SEBELUM BEKERJA:
BACALAH BASMALLAH,
PAKAI PPE YANG BENAR,AKTIFKAN HAND BRAKE.

I. Background
During driving “ngik-ngik” sound heard from front wheel, steering wheel sagging and vibrating.

II. Manual
From various references.

III. Spare Parts
1. Outer Wheel Bearing
MB P/N = 008.981.59.05
Generic P/N = LM503349+LM503310
Qty = 1 set
Made in = SKF - Germany

2. Inner Wheel Bearing
MB P/N = 008.981.62.05
Generic P/N = LM300849+LM300811
Qty = 1 set
Made in = SKF - Germany

3. Outer Bearing Seal
MB P/N = 007.997.04.47
Generic P/N = 27725
Qty = 1 ea

4. Inner Bearing Seal
MB P/N = 007.997.03.47
Generic P/N = 22834
Qty = 1 ea

5. King Pin Bearing
MB P/N = 000.981.59.05
Generic P/N = LM11949+LM11910
Qty = 2 set
Made in = Timken - USA

6. King Pin Seal
MB P/N = 460.997.00.40
Generic P/N = N/A
Qty = 2 ea

7. King Pin Cap
MB P/N = 460.332.00.33
Generic P/N = N/A
Qty = 2 ea

8. Paper Gasket
MB P/N = 460.331.00.80
Generic P/N = N/A
Qty = 1 ea
(Replaced with Loctite Grey)

9. Swipe Seal
MB P/N = 460.331.01.80
Generic P/N = N/A
Qty = 1 ea

10. Lock washer
MB P/N = 460.994.00.12
Generic P/N = N/A
Qty = 1 ea

11. Plastic seal for wheel hub.
Made from From Baby milk formula tin cover

12. WD40

13. MB Wheel Bearing Grease
Qty = 2 tubes @150 gram

14. Shell EP Grease 800 gr (one can)

15. Silicon Nipple for Wide Neck Nurser
Qty = 1 ea

IV. Tools

o Torque wrench – Britool = 50 – 250 N.m
o Ring wrench = 13 mm, 20 mm, 22 mm
o Open wrench = 18 mm, 19 mm, 20 mm, 22 mm
o Socket Wrench = 27 mm, 24 mm, 22 mm, 20 mm, 19 mm,
o Pliers
Gambar 4.1. Some tools
o Hammer
o Chisel
o Drip
o Grease Pump
o Wooden Block
o Newspaper
o Tissue
o Cloth
o Rubber Hand gloves
o Leather Hand gloves
o Multi tools
o Long pipe
o Impact screwdriver
o Puller tracker
o Wire brush Kuningan kecil/sikat gigi bekas.
o Lampu senter
o Pembuka ban sepeda motor

V. Working Description

Sebelum kita memulai mengganti bearing roda depan, sebagai ilustrasi awal berikut ini adalah gambar tampak dalam susunan komponen roda depan Mercedes Gelandewagen 280GE:

Gambar 5.1. Susunan komponen roda depan 280 GE

Berikut adalah tahap-tahap urutan pekerjaan yang dilakukan untuk mengganti bearing roda depan Gelandewagen 280GE.

1. Persiapkan dongkrak botol dan jack stand.

Alas dongkrak dan jack stand dengan lebaran triplek agar lantai tidak rusak.

2. Kendurkan semua wheel lug bolt dengan kunci socket dan dibantu dengan pipa.

3. Posisikan dongkrak dan jack stand tepat di

bawah gardan.

Sebelum mulai mendongkrak, putar baut dongkrak searah thawaf sehingga baut itu bergerak naik sebanyak 3-4 ulir. Hal ini berguna utk memudahkan kita mengeluarkan dongkrak dari bawah garden saat selesai. Jack stand berfungsi sebagai pengaman cadangan jika dongkrak gagal berfungsi saat kita sedang bekerja. Jika ada dongkrak buaya bisa dipasang juga sbg pengaman.

4. Kebetulan G-Wagen saya dilengkapi dengan

wheel spacer.

Lumasi baut wheel spacer dengan WD40 untuk mempermudah membukanya dan mencegah ulir baut rusak/dol.

5. Pasang 2 wheel lug bolts pada posisi saling

berseberangan sekitar 180 derajat. Posiskan balok kayu sedemikian hingga saat kita memutar socket wrench wheel hub tidak ikut berbutar.

WARNING!

HATI-HATI SAAT MEMUTAR BAUT SPACER YANG KERAS JANGAN SAMPAI MENYEBABKAN DUDUKAN DONGKRAK TERPELESET.

6. Lumasi baut mounting rumah caliper

rem depan dengan WD40. Kendurkan dengan kunci ring 22 mm (atas) dan 20 mm (bawah)

7. Kendurkan securing spring clip dari brake line fitting.

Ini akan memberikan keluwesan bagi tubing rem saat kita membuka hose fitting rem dan rumah caliper.

8. Buka baut mounting plate dengan kunci ring 17 mm.

9. Dengan hati-hati, lepaskan caliper rem dari cakram.

Ikat caliper dengan tali atau kawat yang kuat.

Jangan sampai hose rem patah, peyot, atau bocor.

10. Baut kingpin atas sudah dilepas dan

cakram setelah kalipernya dilepas.

11. Buka baut positioning caliper dengan kunci ketok.

Sebelum ngetok, periksa dulu arah setelan kunci ketok, harus setelan mutar tawaf (ngendurkan).

Hati-hati jangan sampai kepala bautnya hancur/rusak.

12. Buka hub cap dengan obeng min.

Congkel secara bertahap dari 2 atau 3 sisi yang berseberangan.

13. Amati sisa grease yang ada di dalam cap

dan perhatikan bibir cap apakah masih

bagus dan bisa menutup rapat lubang hub roda.

14. Perhatikan dan ingat urutan susunan slotted hub nut. Buka hub nut dengan terlebih dulu membengkokkan lock washer (mur matahari). Putar nut searah tawaf.

15. Buka king pin atas.

16. Sebelum membuka castle nut tie rod, ganjal rod dengan jack stand. Kendurkan castle nut dan lepaskan tie rod dari arm-nya dengan pembuka tie-rod.

17. Cabut hub roda depan.

18. Keluarkan shaft roda depan dg CV-nya.

19. Kendurkan baut king pin bawah. Cabut swivel housing dengan cara menariknya ke arah serong bawah.

20. Bersihkan swivel ball. Bila perlu gunakan amplas besi halus. Terutama di bagian ball yang akan kontak dengan seal Teflon warna kuning gading (swipe seal).

21. Keluarkan outer race king pin bearing atas bawah dari swivel ball dengan menggunakan kunci soket ukuran 27 mm.

22. Bersihkan shaft roda depan. Terutama di bagian CV joint dari grease yang lama.

23. Bersihkan spline gear dan ulir nut shaft roda dari kotoran dan grease bekas. Gunakan sikat gigi bekas atau wire brush kuningan. Periksa kalau ada yang cacat. Setelah bersih lumasi dengan WD40 atau grease baru atau oli baru.

24. Bersihkan spline gear shaft roda dari kotoran dan grease bekas. Periksa kalau ada yang cacat. Setelah bersih lumasi dengan WD40 atau grease baru atau oli baru.

25. Bersihkan permukaan shaft roda yang kontak dengan cardan oil sealdari kotoran dan grease bekas. Periksa kalau ada yang cacat atau gores. Setelah bersih lumasi dengan WD40 atau grease baru atau oli baru.

26. Bersihkan swivel housing terutama di: bearing seat, seal bearing seat, kingpin bearing seat, lubang baut, grease fill hole, mating surface, dan daerah penampungan grease.

27. Gunakan balok kayu untuk memasang outer wheel bearing outer race ke dalam wheel hub housing. Ketok balok kayu dengan extension bar ½ inch atau martil.

28. Oleskan MB bearing grease secara merata sampai ke sela-sela terdalam sambil diputar-putar, namun jangan berlebihan greasenya.

29.

30. Oleskan Loctite di seal cap agar kedap air, kemudian setelah itu, pasang seal kingpin bearing atas bawah, masukkan outer race king pin bearing. Gunakan rubber mallet/bronze hammer, atau kombinasi antara palu besi dengan balok kayu. Sambil diketok amati bibir outer race masuk sama rata ke swivel ball.

31. Pasang inner bearing seal dengan menggunakan outer race outer bearing sebagai toolnya. Lapisi inner seal dengan kain atau kertas tisu agar tidak cacat dan kotoran dari balok kayu tidak masuk ke seal.

32. Masukkan outer seal ke wheel hub housing dengan menggunakan kepala mandrel. Hati-hati jangan sampai membuat lecet atau rusak karet seal.

33. Oleskan MB bearing grease secara merata sampai ke sela-sela terdalam sambil diputar-putar, namun jangan berlebihan greasenya. Masukkan grease ke rongga/celah antara inner dan outer wheel bearing.

34. Bersihkan CV dari bearing yang lama, kemudian lumasi CV dengan MB grease sampai ke celah-celah terdalam. Masukkan shaft roda depan sambil diputar sampai terasa gear spline-nya masuk ke pasangannya di differensial. Pasang king pin bearing cap.

35. Pasang swivel housing ke cardan. Hati-hati jangan sampai kingpin bearing cap bergeser, sambil dimasukkan kingpin. Saya bukan superman, jadi perlu bantuan dongkrak buaya untuk memposisikan swivel housing-kingpin atas-kingpin bawah.

36. Pasang karet swivel. Arah chamver-nya jangan sampai terbalik. Chamver harus searah dengan bulatan swivel ball.

37. Belahan ring swivel yang berlubang-lubang posisikan di posisi pukul 12. Belahan ring swivel yang diameternya terkecil posisikan di pukul 6. Kencangkan bautnya sampai 20-25 N.m

1. outer gasket/ring swivel terluar
2. gasket kertas (saya ganti dengan Loctite)

3. seal karet kuning/ball gasket (full)
4. Inner gasket holder

38. Saya gunakan karet dot botol susu anak saya sebagai pengganti rubber cap seal tie rod.

39. Sebelum memasang baut tie rod ke king pin arm, 2 buah baut mounting steering stabilizer/hock absorber harus dilepas dulu agar tie rod arm (warna orange) bisa diangkat sedikit sehingga baut tie rod bisa masuk ke king pin arm. 20-25 N.m. Castle nut 90-100 N.m.

40. Oleskan Loctite sealant di kingpin dan swivel ring.

41. Kencangkan baut kingpin 170-190 N.m.

42. Tambahkan grease ke swivel ball melalui plug sebanyak 800 gram.

43. Masukkan slotted nut ke ulir shaft roda depan. Permukaan slotted nut yang flat/rata menghadap ke luar (pemasang), permukaan yang tirus menghadap ke dalam.Kencangkan slotted nut sampai 200 N.m sambil hub diputar. Ini agar masuknya benar. Kemudian kendurkan slotted nut. Kemudian kencangkan sekencang-kencangnya dengan tangan biasa. Setelah itu, kendurkan sebanyak 1/8 – 1/6 putaran. Cek bearing endplay = 0.02 mm – 0.04 mm.

44. Masukkan lock tab washer ke shaft roda. Alat bantu yang digunakan adalah kunci soket dan martil.

45. Masukkan lock tab washer sampai menyentuh slotted nut secara merata dan rapat.

46. Pasang slotted nut terluar samapai 200 N.m. Bengkokkan tab ke dalam slot dari nut.

47. Beri Loctite sealant agar air tidak masuk ke dalam cap.

48. Pasang wheel cap dengan bantuan balok kayu yang dipukul pakai martil agar masuknya rata dan wheel cap tidak rusak terpukul martil.

49. Pasang kembali cakram rem. Jangan lupa memasang kembali securing bolt cakram dengan obeng ketok. dan caliper rem depan. Hati-hati selang minyak rem jangan sampai bocor atau rusak.

50. Kencangkan mounting bolt caliper rem dengan torsi berikut:
250-280 N.m = M16x1.5190-220 N.m = M14x1.5

51. Pasang kembali mounting plate selang rem dengan cara melepas 2 buah baut kingpin. Setelah mounting plate terpasang, kencangkan kembali baut kingpin sampai 170-190 N.m.

52. Pasang kembali klip spring dengan diketok pakai extension wrench.

53. Pasang kembali wheel hub spacer dan bautnya. Torque sampai 185 kg.m. Kencangkan secara berselang seling/loncat 2 baut.

54. Pasang roda ke rotor/hub roda depan.

55. Pasang baut roda, kencangkan dengan tangan Yakinkan permukaan roda terikat dengan rata.

56. Turunkan dongkrak. Torque baut roda bertahap sampai 185 N.m secara bersilangan/loncat 2 baut.

VI. Finding Result

Gambar 6.1.
Broken outer wheel bearing @ rollers

Gambar 6.2.Broken roller and outer bearing seal spring ring

Gambar 6.3.Gejala berkarat di wheel cap. Menandakan adanya air.

Gambar 6.4. Broken CV Rubber Boot

Gambar 6.5.Pitting at outer bearing inner race. Bisa jadi diakibatkan karena fatig atau pun karena greasenya mengandung water.

Gambar 6.6.Pitting at outer bearing outer race. Bisa jadi diakibatkan karena fatig atau pun karena greasenya mengandung water.

Gambar 6.7.High temp-overload-lack of lubrication sign at inner bearing outer race.

Gambar 6.8.Odd pattern at inner bearing inner race. Kemungkinan terbentuk saat outer bearing gagal dan terjadi getaran di shaft roda.

Gambar 6.9. Replaced parts

VII. Discussion
Diperlukan kewaspadaan dan cukup waktu untuk melakukan trial run 280GE ini agar kita benar-benar yakin tidak ada lagi kerusakan yang kritikal saat dipakai.
Sejarah riwayat pemakaian (maintenance, kerusakan, dan parts replacement) mobil tidak diketahui karena ini mobil bekas yang telah berumur 20 tahun dan telah berpindah-pindah tangan lebih dari 2 pemilik menyebabkan butuh waktu yang agak panjang untuk trial run. Alhamdulillah selama trial run bisa ketahuan ada getaran dan bunyi aneh dari roda depan.

VIII. Future Advice
Lengkapi tools: mallet karet, drift kuningan, jaw socket untuk slotted nut, mandrel untuk memasang outer bearing seal, dial gage untuk cek endplay. Harus rutin cek grease di roda. Serta steering absorber harus diganti agar saat nyetir tidak terasa getar saat melewati jalan berbatu dan agar komponen steering awet.

The Most Common Mistake Made in RCM

2009-04-12T02:17:00.000-07:00

In 1978 F. Stanley Nowlan and Howard F. Heap released a United Airline study that contained a new methodology called Reliability Centered Maintenance (RCM). This methodology quickly became the gold standard for risk assessment and risk management.

As the years progressed, two major improvements happened:
1) Improvements in the use of advanced statistics to analyze machinery failure patterns shed new light on the nature of how machinery fails, and
2) Advancements in computer technology produced extremely powerful inspection methods that changed the face of assessing a component’s condition.

Very few practitioners of RCM kept up with either of these changes, and as such, the development of a comprehensive and efficient equipment maintenance plan (EMP) became a resource-consuming process.

The core of RCM Analysis lies in the answer to seven questions.

1. What are the functions and associated desired standards of performance of the asset in its present operating context (functions)?
2. In what ways can it fail to fulfill its functions (functional failures)?
3. What causes each functional failure (failure modes)?
4. What happens when each failure occurs (failure effects)?
5. In what way does each failure matter (failure consequences)?
6. What should be done to predict or prevent each failure (proactive tasks and task intervals)?
7. What should be done if a suitable proactive task cannot be found (default actions)?”

Note question number six - inspection techniques that adequately identify defects during normal operation are preferred over those that require downtime. Less invasive is preferred to more invasive. This is one of the fundamental concepts of any well-defined maintenance strategy. It is a bit ironic that RCM prefers inspections during operations (the use of Condition Monitoring techniques) and it is this category that most faithful RCM facilitators have traditionally overlooked or misunderstood.

Example: It is not uncommon for an RCM facilitation to result in Vibration Analysis or Ultrasonic Analysis as the primary strategy for determining an inadequate lubrication fault on a rolling element bearing. Some of these same RCM analyses have resulted in all lubrication tasks being replaced by “on-condition lubrication”. This is incorrect. While it is true that either of these two technologies can easily detect high frequency noise coming from an inadequately lubricated rolling element bearing, using either of these technologies to alert you to when a bearing needs lubricating is damaging to the bearing, and therefore, an incorrect strategy. The high frequency noise comes from metal to metal contact as a result of an insufficient lube film, therefore when you hear the noise, metal to metal contact is already happening and irreparable damage has already occurred. The point of a lubrication strategy is to prevent this metal-to-metal contact from ever occurring. The correct strategy is to lube the bearings on a time-based interval with a properly designed and formatted procedure by a trained and qualified lubrication technician.

By Andy Page, CMRPGP Allied

Goal Setting

2009-03-13T18:43:00.000-07:00

Goal Setting Powerful Written Goals In 7 Easy Steps!
by Gene Donohue

The car is packed and you're ready to go, your first ever cross-country trip. From the White Mountains of New Hampshire to the rolling hills of San Francisco, you're going to see it all.
You put the car in gear and off you go. First stop, the Baseball Hall of Fame in Cooperstown, New York.
A little while into the trip you need to check the map because you've reached an intersection you're not familiar with. You panic for a moment because you realize you've forgotten your map.
But you say the heck with it because you know where you're going. You take a right, change the radio station and keep on going. Unfortunately, you never reach your destination.
Too many of us treat goal setting the same way. We dream about where we want to go, but we don't have a map to get there.
What is a map? In essence, the written word.
What is the difference between a dream and a goal? Once again, the written word.
Goal setting however is more than simply scribbling down some ideas on a piece of paper. Our goals need to be complete and focused, much like a road map, and that is the purpose behind the rest of this article.
If you follow the 7 goal setting steps I've outlined in this article you will be well on your way to becoming an expert in building the road maps to your goals.

1. Make sure the goal you are working for is something you really want, not just something that sounds good.

I remember when I started taking baseball umpiring more seriously. I began to set my sites on the NCAA Division 1 level. Why? I knew there was no way I could get onto the road to the major leagues, so the next best thing was the highest college level. Pretty cool, right. Wrong.
Sure, when I was talking to people about my umpiring goals it sounded pretty good, and many people were quite impressed. Fortunately I began to see through my own charade.
I have been involved in youth sports for a long time. I've coached, I've been the President of leagues, I've been a treasurer and I'm currently an Assistant State Commissioner for Cal Ripken Baseball. Youth sports is where I belong, it is where my heart belongs, not on some college diamond where the only thing at stake is a high draft spot.
When setting goals it is very important to remember that your goals must be consistent with your values.

2. A goal can not contradict any of your other goals.

For example, you can't buy a $750,000 house if your income goal is only $50,000 per year. This is called non-integrated thinking and will sabotage all of the hard work you put into your goals. Non-integrated thinking can also hamper your everyday thoughts as well. We should continually strive to eliminate contradictory ideas from our thinking.

3. Develop goals in the 6 areas of life:

Family and Home

Financial and Career

Spiritual and Ethical

Physical and Health

Social and Cultural

Mental and Educational

Setting goals in each area of life will ensure a more balanced life as you begin to examine and change the fundamentals of everyday living. Setting goals in each area of life also helps in eliminating the non-integrated thinking we talked about in the 2nd step.

4. Write your goal in the positive instead of the negative.

Work for what you want, not for what you want to leave behind. Part of the reason why we write down and examine our goals is to create a set of instructions for our subconscious mind to carry out. Your subconscious mind is a very efficient tool, it can not determine right from wrong and it does not judge. It's only function is to carry out its instructions. The more positive instructions you give it, the more positive results you will get.
Thinking positively in everyday life will also help in your growth as a human being. Don't limit it to goal setting.

5. Write your goal out in complete detail.

Instead of writing "A new home," write "A 4,000 square foot contemporary with 4 bedrooms and 3 baths and a view of the mountain on 20 acres of land.
Once again we are giving the subconscious mind a detailed set of instructions to work on. The more information you give it, the more clear the final outcome becomes. The more precise the outcome, the more efficient the subconscious mind can become.
Can you close your eyes and visualize the home I described above? Walk around the house. Stand on the porch off the master bedroom and see the fog lifting off the mountain. Look down at the garden full of tomatoes, green beans and cucumbers. And off to the right is the other garden full of a mums, carnations and roses. Can you see it? So can your subconscious mind.

6. By all means, make sure your goal is high enough.

Shoot for the moon, if you miss you'll still be in the stars. Earlier I talked about my umpiring goals and how making it to the top level of college umpiring did not mix with my values. Some of you might be saying that I'm not setting my goals high enough. Not so. I still have very high goals for my umpiring career at the youth level. My ultimate goal is to be chosen to umpire a Babe Ruth World Series and to do so as a crew chief. If I never make it, everything I do to reach that goal will make me a better umpire and a better person. If I make it, but don't go as a crew chief, then I am still among the top youth umpires in the nation. Shoot for the moon!

7. This is the most important, write down your goals.

Writing down your goals creates the roadmap to your success. Although just the act of writing them down can set the process in motion, it is also extremely important to review your goals frequently. Remember, the more focused you are on your goals the more likely you are to accomplish them.
Sometimes we realize we have to revise a goal as circumstances and other goals change, much like I did with my umpiring. If you need to change a goal do not consider it a failure, consider it a victory as you had the insight to realize something was different.

So your goals are written down.

Now what?
First of all, unless someone is critical to helping you achieve your goal(s), do not freely share your goals with others. The negative attitude from friends, family and neighbors can drag you down quickly. It's very important that your self-talk (the thoughts in your head) are positive.
Reviewing your goals daily is a crucial part of your success and must become part of your routine. Each morning when you wake up read your list of goals that are written in the positive. Visualize the completed goal, see the new home, smell the leather seats in your new car, feel the cold hard cash in your hands. Then each night, right before you go to bed, repeat the process. This process will start both your subconscious and conscious mind on working towards the goal. This will also begin to replace any of the negative self-talk you may have and replace it with positive self-talk.
Every time you make a decision during the day, ask yourself this question, "Does it take me closer to, or further from my goal." If the answer is "closer to," then you've made the right decision. If the answer is "further from," well, you know what to do.
If you follow this process everyday you will be on your way to achieving unlimited success in every aspect of your life.

The difference between a goal and a dream is the written word.-Gene Donohue

Ref: http://www.topachievement.com/goalsetting.html

SMART Goal Setting

2009-03-13T18:26:00.000-07:00

I encourage you to pick up a pen and a piece of paper and jot down the goals you want to reach. Look at each goal and evaluate it. Make any changes necessary to ensure it meets the criteria for a SMART goals:

S = Specific

M = Measurable

A = Attainable

R = Realistic

T = Timely

Specific
Goals should be straightforward and emphasize what you want to happen. Specifics help us to focus our efforts and clearly define what we are going to do.
Specific is the What, Why, and How of the SMART model.

WHAT are you going to do? Use action words such as direct, organize, coordinate, lead, develop, plan, build etc.

WHY is this important to do at this time? What do you want to ultimately accomplish?

HOW are you going to do it? (By...)
Ensure the goals you set is very specific, clear and easy. Instead of setting a goal to lose weight or be healthier, set a specific goal to lose 2cm off your waistline or to walk 5 miles at an aerobically challenging pace.

Measurable
If you can't measure it, you can't manage it. In the broadest sense, the whole goal statement is a measure for the project; if the goal is accomplished, the is a success. However, there are usually several short-term or small measurements that can be built into the goal.
Choose a goal with measurable progress, so you can see the change occur. How will you see when you reach your goal? Be specific! "I want to read 3 chapter books of 100 pages on my own before my birthday" shows the specific target to be measure. "I want to be a good reader" is not as measurable.
Establish concrete criteria for measuring progress toward the attainment of each goal you set. When you measure your progress, you stay on track, reach your target dates, and experience the exhilaration of achievement that spurs you on to continued effort required to reach your goals.

Attainable
When you identify goals that are most important to you, you begin to figure out ways you can make them come true. You develop that attitudes, abilities, skills, and financial capacity to reach them. Your begin seeing previously overlooked opportunities to bring yourself closer to the achievement of your goals.
Goals you set which are too far out of your reach, you probably won't commit to doing. Although you may start with the best of intentions, the knowledge that it's too much for you means your subconscious will keep reminding you of this fact and will stop you from even giving it your best.
A goal needs to stretch you slightly so you feel you can do it and it will need a real commitment from you. For instance, if you aim to lose 20lbs in one week, we all know that isn't achievable. But setting a goal to loose 1lb and when you've achieved that, aiming to lose a further 1lb, will keep it achievable for you.
The feeling of success which this brings helps you to remain motivated.

Realistic
This is not a synonym for "easy." Realistic, in this case, means "do-able." It means that the learning curve is not a vertical slope; that the skills needed to do the work are available; that the project fits with the overall strategy and goals of the organization. A realistic project may push the skills and knowledge of the people working on it but it shouldn't break them.
Devise a plan or a way of getting there which makes the goal realistic. The goal needs to be realistic for you and where you are at the moment. A goal of never again eating sweets, cakes, crisps and chocolate may not be realistic for someone who really enjoys these foods.
For instance, it may be more realistic to set a goal of eating a piece of fruit each day instead of one sweet item. You can then choose to work towards reducing the amount of sweet products gradually as and when this feels realistic for you.
Be sure to set goals that you can attain with some effort! Too difficult and you set the stage for failure, but too low sends the message that you aren't very capable. Set the bar high enough for a satisfying achievement!

Timely
Set a timeframe for the goal: for next week, in three months, by fifth grade. Putting an end point on your goal gives you a clear target to work towards.
If you don't set a time, the commitment is too vague. It tends not to happen because you feel you can start at any time. Without a time limit, there's no urgency to start taking action now.
Time must be measurable, attainable and realistic.

Everyone will benefit from goals and objectives if they are SMART. SMART, is the instrument to apply in setting your goals and objectives.

Ref: http://www.goal-setting-guide.com/smart-goals.html

How to Select a Pump?

2008-07-26T22:52:00.000-07:00

It is a simple question with complex answer. Firstly we must know basic data: Total Discharge Head (TDH), Nett Pressure Suction Head Available (NPSHA), flowrate required, composition of fluid to be pumped, environment where pump to be istalled, source of power, operation mode, available budget, and reliability required.

Then you might need additional data and guidance to select pump for example API 610 (Centrifugal pump). Or you can read in Pump Handbook by Igor J. Karassik. Also, you might need best practice data, historical data, MTBF, and input from maintenance and operation people.

Thank you very much.
Regards,
eira

I would be happy if there is any comment or questions.

Case Histories: PT Vibration and T5 Topping

2008-06-28T18:44:00.000-07:00

There is a gas turbine just come from general overhaul, RH ~ 0 hour.
Its power turbine exhibit high vibration at 1xRPM, and phase can not differentiate between unbalance or misalignment. Axial vibration relatively small.
Alignment recheck, field balancing, and rotate coupling hub had been done to solve the problem, but not solved the problem. NGP was still 94%-95%, with PT Vibration 0.4 ips pk.

Another clue was get. The vibration increase after after engine had run for some time, e.q: 2-4 hours. So it is suspected related to thermal growth problem, so: alignment. After check alignment target specification there was misunderstanding between field maintenance people, they used old standard before the centrifugal booster compressor restaged. So after the alignment redone with new alignment specification target, the PT Vibration run low, NGP can be increased.

But, unfortunately, at NGP 99%, T5 topping appeared. PCD at TCP was about 118 psig, PCD at dial gage at panel was about 123 psig. Inlet air filter dp was 2.0" WC. T5 compensator had been reset to match engine specs T5 Base, IGV angle was 4 degrees. Bleed valve gave no sign of leak.
So we planned to cek PCD gage, inlet air filter dp gage, swap T5 tehrmocouple, and check bleed valve, and wonder that why IGV set was so small (range = 3 deg - 9 deg) that can caused low inlet air flow.

After PCD gage checked, it is confirmed that gage of TCP is correct, actual. Low PCD is confirmed.
And next day it's found that inlet air dp actual pressure is 4.8" WC. So, we suspected that dirty/semi blocked inlet air filter was caused of T5 topping problem. But, unfortunately after all inlet air filter had been changed, the T5 problem still the same, even with inlet air new filter and inlet air dp low.

Then we tried to adjust IGV angle. After IGV angle was changed from 4 deg to 3 deg, NGP can reach 100% at T5 only 1180 F. The problem is solved.

Moral of the story =
the truth is out there.
never believe anything untill you reconfirm it.

Sedikit tentang Transfer

2008-06-28T18:29:00.000-07:00

Bismillaahirrahmaanirraahiim.

Alhamdulillah akhirnya saya bisa menulis blog lagi setelah sejak bulan Maret 08 vacuum.

Saat ini posisi Rotating Equipment Engineer sedang laris manis, seiring dengan meningkatnya harga minyak dunia. Dengan tingginya harga minyak itu memacu negara produsen minyak untuk memproduksi minyak dan gas semaksimal-maksimalnya.

Ada produsen yang reservoirnya masih berproduksi dengan mantapnya karena masih tinggi kandungan reservoirnya sehingga pressurenya masih tinggi. Namun ada pula produsen yang reservoirnya berproduksi dengan megap-megap karena reservoirnya sudah tua, ”mature” kalau kata istilah keren eufimismenya.

Dua-duanya memerlukan rotating equipment yang prima. Produsen yang mantap tadi tidak ingin kehilangan opportunity menghasilkan minyak dan gas sebanyak-banyaknya sedangkan produsen yang mature tadi tidak ingin target produksinya gagal tercapai gara-gara sumur-sumurnya yang sudah tua mati akibat compressor mati di tengah jalan.

Rotating Engineer yang sedang mencari opportunity di tengah hiruk-pikuknya “transfer pemain” harus mempersiapkan diri luar dalam. “Dalam” maksudnya adalah skill, experience, dan knowledgenya. Sedangkan “luar” adalah ia harus mengetahui lika-liku perusahaan yang ditaksirnya. Mulai dari prospek produksinya, environment kerjanya, job description yang ditawarkan, lokasi kerja, budaya kerjanya, salary and benefit, serta dampaknya terhadap keluarga.

Perusahaan-perusahaan besar biasanya memberi tanggungjawab kerja yang spesifik, misalnya cuma mengurus turbin gas maintenance saja dari segi teknis. Namun untuk perusahaan medium atau small size akan memberi tanggung jawab dari a sampai z. Jadi misalnya akan ada overhaul turbin gas, maka sang rotating engineer akan mengurus mulai dari kontraknya dengan vendor, transportasi dari site ke shop vendor sampai ke site lagi, installation, sertifikasi crane, jumlah man power, dlsb. Ini semua dirangkum dalam spec pack. Jadi, ia bertindak sebagai project manager. Ini bagus untuk rotating engineer yang ingin belajar secara general operasional. Namun, untuk Rot Eng yang sudah berpengalaman ia akan lebih memilih yang spesifik saja, di perusahaan yang besar jadinya.

Penting bagi kita untuk selalu mereposisi diri, memiliki networking yang banyak, dan membentuk brand image yang baik tentang diri kita. Ini dilakukan dengan terus mengasah profesionalisme diri dan ringan tangan membantu siapa saja. Tidak ada jaminan seseorang itu akan tetap nomor 1. Hidup ini dinamis.

Jadi targetnya adalah: employer yang mencari kita, bukan kita yang apply untuk suatu posisi job.

Semoga bermanfaat.

Kritik dan komentar serta masukan terima kasih banyak.

Wasalam
290608

Bagaimana Cara Menghitung Power Output Gas Turbin di Lapangan?

2008-03-07T00:39:00.000-08:00

Yg sering pake ngeliat kurva performance. Lebih enak euy..
Kalau pake ngitung ribet.
1. Bisa pake hitung dari torque meter (T):

POWER = 2 X pi x N x T

2. ngitung termodinamika. Utk open cycle:

Work aktual kompresor = entalpi spesifik di titik keluar kompresor – entalpi spesifik di inlet kompresor

Work aktual turbin = [1+(laju aliran massa fuel/laju aliran massa udara)] x (entalpi spesifik sebelum masuk turbin – entalpi spesifik setelah keluar turbin)

Kerja net shaft turbin = work aktual turbin – work aktual kompressor

Power output = laju aliran massa aktual x kerja net turbin shaft

Ente tinggal mengkonversi data-data PCD, Tinlet compressor, T emp PCD, TRIT, Texhast, inlet air pressure, fuel flow, fuel heating value, S.G fuel, ambient temperature ke entalpi dan mass flowrate.

Cuma kalo mau ngukur-ngukur harus ada limit max fluktuasi datanya (lihat PTC-10)

3. derating dari data nameplate.
Power available at site = ISO rated HP x altitude correction factor x inlet loss correction factor x exhaust loss correction factor x ambient temperature correction factor

4. Hitung mundur dari power yg di drive, misalnya pompa, kW yg dibangkitkan, gas yang dikompres, dll. Cuma musti hati-hati dalam menentukan efisiensi gearbox, kopling, isentropic efisiensi, efisiensi pompa, efisiensi alternator, ataupun efisiensi pentransmisian daya lainnya.

trims.

Pump Prime Chamber

2008-03-05T22:16:00.000-08:00

Mancing pompa.
Kita tentu sudah sering mendengar dan mungkin melakukan mancing pompa. Mancing pompa adalah memasukkan sejumlah cairan (kalau pompa air maka cairannya ya air) ke dalam rumah pompa agar pompanya bisa menyedot dan mengalikan liquid yang posisi elevasinya berada di bawah (static lift) centerline suction flange pompa. Umumnya pompa yang dipancing adalah tipe pompa sentrifugal horisontal single stage.

Mengapa pompa perlu dipancing?
Jawab singkatnya = Agar bisa mompa. Pompa sentrifugal memakai prinsip mengubah energi kinetik menjadi energi potensial. Aliran fluida dinaikkan pressurenya di daerah volute impeller. Impeller harus berputar, agar tidak terjadi rubbing dan putaran impeller tidak terganggu maka antara impeller (rotor) dengan stator harus ada celah (clearance). Karena adanya clearance/celah ini maka putaran impeller tidak akan cukup kuat membuat tekanan vacuum sampai ke permukaan cairan yang ada di bawah/mulut pipa suction. Nah, di sinilah letak pentingnya caian liquid yang ada dalam prime chamber (beberapa manufacturer membuat casing pompa agak besar dan dinamakan selfpriming pump). Liquid itu akan membentuk lapisan/barrier kedap pembatas antara udara di sisi discharge pompa dengan udara yang ada antara liquid dalam chamber dengan liquid yang ada di bawah, di reservoir. Liquid ini akan memenuhi ruang celah clearance di antara impeller dan stator. Pada saat impeller berputar, kolom liquid ini bergerak terdorong/terpompa ke arah discharge, maka kolom udara yang terperangkap antara kolom liquid prime chamber dengan kolom di pipa suction akan ikut terbawa ke pipa discharge. Sebagian priming liquid akan kembali ke priming chamber tetapi udara tidak akan kembali ke dalam pipa suction. Akan terbentuk vacuum di dalam pipa suction tadi. Proses pembuangan udara dari dalam pipa suction ini akan berlangsung terus hingga liquid yg ada di bawah akan naik semuanya (pipa suction dipenuhi liquid). Tekanan vacuum inilah yang akan mendorong liquid yang ada di bawah untuk naik ke mulut (suction flange) pompa.

Ada 2 macam priming chamber, ada yang priming liquidnya tinggal di dalam casing pompa (disebut self priming pump), dan yang priming liquidnya terpisah dalam suatu accessories priming chamber.

Hal-hal yang harus dilakukan pada priming chamber:
1. priming chamber harus dalam keadaan bersih (tidak penuh lumpur atau pasir atau bocor) sehingga priming liquid selalu tersedia cukup. Suction strainer harus rutin dicek.
2. Static lift atau suction line jangan terlalu panjang sehingga priming timenya tidak terlalu lama yang dapat mengakibatkan priming liquid vaporized, menguap dan pompa menjadi panas, sebelum liquid di suction line sempat terangkat.
3. Suction line haus bebas dari kebocoran/kedap udara.
4. Harus tersedia priming bypass line agar tidak terjadi backpressure yang sampai dapat menyebabkan pompa menjadi kompresor angin hehe….
5. Tidak boleh ada lekukan atau elbow pada suction line yang dapat menyebabkan udara terperangkap.

Kabar Gembira

2008-02-08T14:44:00.000-08:00

Alhamdulillaahirobbil aalamiin.

Telah lahir anak kami yang ketiga: Sucihati Muhaimina Eira pada hari Jum'at tanggal 1 Safar 1429 H (bertepatan dengan tanggal 8 - Feb - 2008) pada pukul 08.20 WIB di Pontianak.

Semoga menjadi orang yang solehah, hidup selalu dalam taufik dan hidayah Allah SWT, khusnul khotimah, rezeki mulia, sehat wal afiat, dan dimudahkan segala urusannya. Amin ya Robbal alamiin.

Wasalam ww.

==============================================

Feira Budiarsyah Arief <....@...> wrote:
Assalamu'alaikum Wr Wb
Kami semua dari Depok mengucapkan selamat atas kelahiran anak ketiga
(adik Ilma dan Radia); JUMAT 30 MUHARRAM 1429 H / 8 FEBRUARI 2008 PUKUL 8.15 WIB PANJANG 48 CM BERAT 3,45 KG, semoga ALLAH SWT meridhoi, menjadi anak yang sholehah, berbakti kepada kedua orang tua, sehat, dan dimurahkan rezkinya, amin.
Wassalamualaikum Wr Wb
Yong Sekeluarga
Depok,

======================================================
From: aulia arfiansyah arief <">****@****>
Date: Sun, 10 Feb 2008 17:26:50 -0800 (PST)
Subject: Selamat Atas Kelahiran Suci Hati

Asww. Selamat Atas Kelahiran Adik Ilma dan Radia. Semoga menjadi anak yang solehah berbakti kepada orang tua dan agama Allah sampai anak keturunan hingga akhir zaman, Amin. Wasl
======================================================

From: Yanuar Z. Arief [mailto:ya*****@******]

Sent: Friday, February 08, 2008 12:00 PM

To:

Subject: Re: lahir
Assalamu'alaykum wr wb,
Barakallah, selamat ya!!
semoga menjadi anak salehah.
dan semoganya ibunya cepat sehat kembali.
wassalam,
yy

==================================================

From: Fahmi Muhanna *****@*****.com

Date: Feb 8, 2008 11:35 AM

Subject:

To: mailto:rotatingengineer@gmail.com

iya pak selamat ya pak atas amanah yang di berikanInsyaAllah menjadi anak yang sholaha.

Wassalam

Fahmi

========================================================

From: muhammad syaepudin <***@****>

Date: Jan 23, 2008 4:18 PM

Subject:

To:rotatingengineer@gmail.com

Selamat juga pak arief Smoga lancar dan dimudahkan proses kelahirannya, dan diluaskan rizkinya aamien.

========================================================

Pengalaman (memang) Mahal Harganya….

2008-02-07T21:26:00.000-08:00

Ternyata ilmu dan pengalaman itu memang benar mahal harganya. Bermula dari mesin mobil yang seing mati jika dari kecepatan tinggi pindah persneling ke posisi netral. Misalnya, saat berjalan dengan gigi 3 kemudian ada tikungan belok kiri atau kanan saya sering posisikan gigi balik ke netral, nah saat telah balik ke netral itu mesin kok sering tiba-tiba mati. Bayangkankan, repot jadinya jika lalu lintas pas ramai kemudian kita start-start engine karena tiba-tiba mati.

Saya coba selesaikan dengan cara symptomp based troubleshooting. Idle screw dan power screw carburator serta setelan gas saya coba setel-setel. Dibuat rpm jadi lebih tinggi dari sebelumnya. Namun, masih gagal.
Saya coba bawa ke bengkel, bocor katanya gasket intake manifold. OK lah saya pikir sekalian benerin gasket exhaust dan lubang-lubang baut yang mulai dol di manifold. Juga kata bengkel distributor nya kotor. Dibersihkan. Setelah semua selesai bayar 450an ribu perak. Mesin jadi halus. Namun, problem awal tetap tidak terpecahkan, mesin masih sering mati saat netral.
Analisa pindah ke saringan bensin, jangan-jangan kotor. Ganti. Tetap tidak menyelesaikan masalah.

Karburator saya pikir kotor. Bongkar sendiri, bersihkan sendiri. Beli karburator kit. 53rb perak. Rendam pake minyak tanah dalam kaleng semalaman. Pasang lagi rapi-rapi. Gagal juga.
Ganti karbuator saja. Beli karburator kelas dua baru. 470rb perak. Mungkin akan menyelesaikan masalah karena saya punya kelihatannya sudah bulukan dan siapa tahu saya menyervisnya kemaren kurang baik, maklum baru belajar. Sekalian sama pompa bensin yang asli kyoshan punya toyota kijang. 270rb perak. Karena saya tidak ada dengar bunyi klik-klik dan saya pencet-pencet tuasnya tidak nyedot dan ndorong dari tubing inlet dan dischargenya. Gagal. Saya sumbat lubang di gasket tatakan (30 ribu perak), agak baikan. Namun tetap gagal. Saya cabut gasket tatakan, halus namun mesin tetap mati jika setelahj run 2 menit. Bunyi mesin pincang/sinjal. Wah, mungkin pengapian salah nih, saya coba ubah-ubah urutan pengapian busi, eh malah meledak-ledak. Tahu-tahu saya salah asumsi, saya pikir putaran distributor berlawanan arah jarum jam, eh ternyata setelah saya buka distributor cap-nya, kepala distributornya ternyata mutarnya searah jarum jam pas saya putar pakai kunci ring pulley timingnya. Oooh pantesan meledak-ledak. Jadi, urutan 1-3-4-2 sudah saya dapat dengan membuat TDC silinder 1, yaitu pas klep intake dan exhaust pas nutup (posisi spring valve/klep pada posisi extension) dan tanda strip (-) di timing pulley pas posisi 0o. Namun, tetap pincang juga bunyi mesin, kemungkinan busi ada yang jelek. Saya ganti dengan busi baru merek Bosch W8DC 4 biji ditebus dengan harga 49500 perak. Namun.. masih pincang juga.

Saya lihat aliran bensin di saringan bensin banyak gelembung udara, dan bunyi mesin pincang seirama dengan banyaknya gelembung udara itu. Saya buka, muncrat bensin hitam dan di dalam filternya sumbat. Agar tidak cepat sumbat filternya maka saya ganti dengan fuel filter yang lebih besar punya suzuki vitara/escudo/sidekick harga 10 ribu perak. Di samping lebih besar kebetulan posisi inlet dan outlet filternya posisinya bagus, 180o sehingga selang bensin tidak melintir-melintir.

Kalau yang sebelumnya yang punya kijang posisi inlet dan outletnya 90o sehingga selang bensin agak melintir. Setelah dipasang, alhamdulillah mesin tidak mati lagi setelah run 2 menitan.

Kyosan filter (punya kijang, yang lama)

Tetapi tetap sedikit pincang bunyinya dan masih tetap mati kalau dipindah persneling ke netral. Saya coba atur timing dengan mengendorkan baut distributor, idle speed sudah disetel dengan memutar power dan idle screw. Saya coba puter ke advance (kalau distributer mutar searah jarum jam, maka untuk membuat advance kita harus memutarnya berlawanan jarum jam), wah memang benar ternyata saat saya putar, speed engine makin naik artinya timing sebelumnya tidak tepat. Saya ambil posisi yang mengakibatkan idle speed paling tinggi. Setelah itu baut distributor dikencangkan.
Baru setelah timing dikoreksi sedikit, bunyi mesin jadi halus, tidak mati saat netral, dan tidak mati setelah run 2 menitan.

Namun, ada PR yang musti saya harus lakukan yaitu mencuci tangki bensin agar bersih dari kerak-kerak karat, endapan air, dan kotoran lainnya.

Ternyata ilmu dan penglaman itu memang mahal nilainya, saya harus keluar uang buat beli karburator, pompa bensin, busi yang memang seharusnya belum perlu diganti serta waktu dan tenaga��..

Perbedaan ANSI Pump dengan API Pump

2008-01-17T05:37:00.000-08:00

During design phase of pumping system, operation, and maintenance trouble shooting we must know which pump is most suited with our requirements. This article try to explain the differences between API pump and ANSI pump. Below is a table that summarize pumps general feature comparison.

Below are some pump differences more explanation.

Pump Rating
ANSI Pump Rating = 300 PSIG at 300�� F
API Pump Rating = 750 PSIG at 500�� F

Volute Cases & Suction/Discharge Flanges
Both pump styles have a radial split casing, and most ANSI pumps and some API pumps employ a single volute design of the interior passages. This is particularly evident in the smaller sizes that involve low-flow rates and lower specific speeds of the impeller. As shown in Figure 1, the area of the volute increases at a rate that is proportional to the rate of discharge from the impeller, thus producing a constant velocity at the periphery of the impeller. This velocity energy is then changed into a pressure energy by the time the fluid enters the discharge nozzle. Most of the larger API pumps are produced with a double volute design to reduce these loads on high-flow and high-head units.
The top suction/top discharge arrangement, which has also been used in a slightly different configuration in a vertical inline pump design. In this arrangement with a horizontal pump, the suction nozzle is located at the top of the casing adjacent to the discharge nozzle, rather than on the end. On the vertical inline design, the suction nozzle is once again on the side, but now it is opposite to the discharge nozzle, thus creating the ��inline�� appearance. The drawback of this design is, for most of these pumps, that the NPSH required is often considerably greater than it would be in the end suction arrangement. More NPSH is needed in order to accommodate the friction losses in the tortuous path from the suction flange to the eye of the impeller.

Back Cover Arrangements
One of the major differences between the ANSI and API pump casings is in the manner in which the back cover is secured to the casing. In the ANSI design shown in Figure 3, the back cover and gasket are held against the pump casing by the bearing frame adaptor, which is most frequently supplied in cast iron. This usually results in a gap between the mating faces of the frame adaptor and the pump casing that has the potential to permit uneven torquing of the bolts. In the event of a higher-than-normal pressurization of the casing by the process system, this may cause a fracture of the adaptor.

The API design in Figure 4 bolts the back cover directly to the casing and uses a confined controlled compression gasket with metal to metal fits. The adaptor is bolted independently to the back cover and does not play a part in the pressure boundary of the pump casing.

Mounting Feet & Bearing Housing
Another difference between the two pump styles is the configuration of the mounting feet. All ANSI pump casings are mounted on feet projecting from the underside of the casing and bolted to the baseplate. If these pumps are used on high-temperature applications, the casing will expand upwards from the mounting feet and cause severe thermal stresses in the casing that will detrimentally affect the reliability of the pump. Operation at lower temperatures will not be affected by this feature. On the other hand, API pumps are mounted at the horizontal centerline of the casing on feet projecting from each side of the casing and bolted to pedestals that form part of the baseplate. This arrangement provides the API pump with the advantage of being able to operate with pumpage at elevated temperatures. As the pump comes up to temperature in such cases, any expansion of the metal will be above and below the casing centerline, and will exert minimal amounts of stress to the casing, thus contributing to optimum reliability of the
pump. The ability to handle higher temperature services is also evident in the bearing housings of the API pumps, which tend to be much more robust in design and also accommodate cooling jackets with a greater capacity of cooling water.

Materials of Construction
Pump manufacturers can provide ANSI and API pumps in a wide assortment of materials, the selection of which depends on the operating stress and effects, as well as the type of wear from the product being pumped. The most common materials used in these centrifugal pumps are:
�� Cast iron
�� Ductile iron
�� Bronze
�� Carbon and low alloy steels such as 4140
�� Chrome steels such as 11%, 12% or 13%
�� Martenistic stainless steels: the 400 series
�� Precipitation hardening stainless steels: 17-4 PH
�� Austenitic stainless steels: the 300 series or alloy 20
�� Duplex stainless steels: CD4MCu
�� exotic alloys: Hastelloy, Titanium, dll.

Repair Considerations
It is important to remember, before any repair procedures are performed on any pump component, that the material of construction must be accurately identified by means of the appropriate tests. Prior to any repairs being conducted on a pump casing, it is also
advisable to consider the economic advantage of the repair under consideration. Smaller and medium-sized ANSI pumps are designed with a high degree of interchangeability
and produced in volume. Consequently, it can frequently be more cost effective to replace the entire pump rather than a combination of the impeller, casing and back cover. In addition, both the individual parts and complete pumps are available fairly quickly. This can make it more cost effective to replace rather than repair the parts, unless the wet
ends are made of the more exotic alloys. It is clear, in the case of non-metallic pumps (which may also conform to ANSI standards), that the components must be replaced, as they generally cannot be repaired. API pumps, however, are generally more economical to repair than to replace. These units are usually installed in more rugged duties and hazardous applications in refineries or other petrochemical industries, and are consequently more durable and more expensive. Delivery periods are also frequently longer, and the parts more costly than their ANSI equivalents��particularly the cases and impellers.
This makes it very tempting to source these parts from an after-market supplier rather than the Original Equipment Manufacturer (OEM). It should be noted, though, that the major parts of a centrifugal pump (i.e. the casing, the impeller and the back cover) are all cast from patterns involving intricate hydraulic designs, which are of a proprietary nature. These parts are also the ones that provide the hydraulic performance of the pump. While the parts might be available from after-market suppliers at slightly lower prices than they are from the OEM, that cost saving will fade into insignificance if the pump does not meet its hydraulic performance. Your OEM can accept the responsibility for thesubsequent hydraulic performance of these replacement parts.

Price
API pumps is more expensive than ANSI pump.

CONCLUSION

So, Let��s Stay Focused and Practical. Pump selection is not a beauty contest��ANSI and API are not brands to be ��preferred.�� Instead, it��s up to the system designer and equipment supplier to cooperate as much as possible to ensure that the best possible and most reliable pump selection ensues.

Trims

Noise Level

2008-01-16T23:37:00.000-08:00

Sound Pressure Level

The fact that the ratio of the sound pressure of the loudest sound (before the sensation of sound is changed into pain) to the sound pressure of the lowest one is about 1,000,000 has led to the adoption of a compressed scale called a logarithmic scale. If we call Pref the sound pressure of a just audible sound and P the sound presure, then we can define the sound pressure level (SPL) Lp as:

Lp = 20 log (P / Pref)

where log stands for the logarithm to the base 10 (ordinary logarithm). The unit used to express the sound pressure level is the decibel, abbreviated dB. The sound pressure level of audible sounds ranges from 0 dB through 120 dB. Sounds in excess of 120 dB may cause immediate irreversible hearing impairment, besides being quite painful for most individuals.

A-Weighted Sound Level
The sound pressure level has the advantage of being an objective yet a handy measure of sound intensity, but it has the drawback that it is far from being an accurate measure of what is actually perceived. This is because the ear's sensitivity is strongly dependent on frequency. Indeed, whearas a sound of 1 kHz and 0 dB is already audible, you need to raise up to 37 dB to be able to hear a tone of 100 Hz. The same holds for sounds above 16 kHz.
When this dependence of the sensation of loudness with frequency was discovered and measured (by Fletcher and Munson, in 1933), it was thought that by using an adequate filtering (i.e., frequency weighting) network, it would be possible to objectively measure that sensation. This filtering network would work in a similar way as the ear does, i.e., it would attenuate low frequency and very high frequencies, leaving middle frequencies almost unchanged. In other words, it would perform a bass and a treble cut prior to actually measuring the sound.

Fletcher and Munson Contours

There were some difficulties, however, in achieving such a measuring instrument or system. The most obvious one was that the ear behaved in a different way as regards to frequency dependence for different physical levels of sound. For instance, at very low levels, only middle-pitched sounds are heard, whereas at high levels all frequencies are heard more or less with the same loudness. Thus, it seemed reasonable to design three weighting networks intended for use at 40 dB, 70 dB and 100 dB, called A, B and C. A-weighting would thus be used at low levels, B-weighting at medium levels, and C-weighting at high levels (see figure below). The result of a measurement obtained with the A-weighting network is expressed in A-weighted decibels, abbreviated dBA or sometimes db(A).

A-, B- and C-frequency weighting contours

Of course, a sort of recursiveness was needed to complete a measurement. First one had to get an approximate value in order to decide whether to use the A, B or C network, and then perform the actual measurement with the appropriate weighting.
The second important difficulty comes from the fact that the Fletcher and Munson contours (as well as those finally standardized by ISO, i.e., the International Organisation of Standardization) are only statistical averages, with a fairly high standard deviation (a statistical measure of spread), so every measured value is appliccable to a population rather than to a specific individual; moreover, it is appliccable to an otologically normal population, because the contours where obtained within screened populations of otologically normal people.
The third difficulty has to do with the fact that those curves were obtained using pure tones, that is, single frequency sounds, which are actually very rare. Most everyday sounds, such as environmental noise, music or speech contain many frequencies at the same time. This has been perhaps the main reason why the originally intended application of the A-, B- and C-weightings failed.
Later studies showed that the loudness level, that is, a figure expressed in a unit called "phon" which equals the sound pressure level (in unweighted decibels) of an equally loud 1 kHz pure tone, did not constitute an actual scale for loudness. For instance, an 80-phon sound is not twice as loud as a 40-phon one. A new unit was devised, the "son", which may be measured using a spectrum analyzer (a measurement instrument capable of separating and measuring the different frequencies which compose sound or noise) and some calculations. As this scale, known plainly as loudness, is better correlated with the sensation of loudness, the ISO has standadrized the procedure (actually, two accepted procedures, according to the available data) under the ISO 532 International Standard. Nowadays there are even commercially available devices which automatically measure all the needed information and make the required computations to provide the loudness figure expressed in son.

A-Weighting and the Effects of Noise
To be sure, this does not answer the question of how annoying or disturbing a given noise may be. It is simply a scale for loudness. Several studies have focused on this issue, and there are some scales, such as the "noy" scale which quantifies noisiness under given assumptions, and of course, as afunction of the frequency content of the noise being assessed.
We can see, thus, that no available scale succeeds at measuring noise from an annoyance point of view, simply because annoyance is a very personal and context-related reaction.
Why has the A-weighting scale survived and become so popular and widespread?
Good question. The main reason is that several studies have shown a good correlation between A-weighted sound level and hearing damage, as well as speech interference. Without any other information available, the A-weighted sound level is the best single-figure guess available for assessing noise problems and making decisions. It also exhibits a fairly good correlation with the tendency of people to complain for noise pollution.
Interestingly, in spite of having been originally devised to measure low level sounds, the dBA scale proved to be better suited to measure hearing damage, which is likely to result from the exposure to loud sounds. How this has been discovered, I don��t know; perhaps it is traceably to the lack of other measuring instruments, or to accidental luck, or to the use of all kinds of instruments available while striving to push the frontiers of knowledge further.
As to its use in legal matters, for instance its use in most Noise Ordinances or Acts, it is because it gives an objective measure of sound. It does not depend on the judgement of an officer or a sufferer or an offender. Everybody can measure it and then say whether it exceeds or not a given acceptable level. That��s valuable, even if not perfect. More perfect measures will perhaps arise in the future, suitable for different situations.

Sound Levels and Human Response from Common sounds
- Rocket launching pad(no ear protection) = 180 dB = Irreversible hearing loss
- Carrier deck jet operation/Air raid siren = 140 dB = Painfully loud
- Thunderclap = 130 dB
- Jet takeoff (200 ft)/Auto horn (3 ft) = 120 dB
- Maximum vocal effort/Pile driverRock concert = 110 dB
- Extremely loud/Garbage truckFirecrackers = 100 dB
- Very loud/Heavy truck (50 ft)/City traffic = 90 dB = Very annoyingHearing damage (8 Hrs)
- Alarm clock (2 ft)Hair dryer = 80 dB = Annoying
- Noisy restaurantFreeway trafficBusiness office = 70 dB = Telephone use difficult
- Air conditioning unitConversational speech = 60 dB = Intrusive
- Light auto traffic (100 ft) = 50 dB = Quiet
- Living roomBedroomQuiet office = 40 dB
- LibrarySoft whisper (15 ft) = 30 dB = Very quiet
- Broadcasting studio = 20 dB
- 10 dB = Just audible
- 0 dB =Hearing begins

trims

SAE Standard J2723

2008-01-16T17:43:00.000-08:00

Specifies the procedure to be used for:

a. A manufacturer to certify the net power and torque rating of a production engine according to SAE J1349 or the gross engine power of a production engine according to SAE J1995.

b. Manufacturers who advertise their engine power and torque ratings as Certified to SAE J1349 or SAE J1995 shall follow this procedure. Certification of engine power and torque to SAE J1349 or SAE J1995 is voluntary, however, this power certification process is mandatory for those advertising power ratings as "Certified to SAE J1349".

Third-party witnessing is the main provision of J2723.

Trims

SAE Standard J1995

2008-01-16T17:31:00.000-08:00

SAE Standard J1995

Date Published:
June 1995

Title:

Engine Power Test Code-Spark Ignition and Compression Ignition- Gross Power Rating

Issuing Committee:

Engine Power Test Code

Scope:

This SAE Standard has been adopted by SAE to specify:

a. A basis for gross engine power rating,
b. Reference inlet air and fuel supply test conditions,
c. A method for correcting observed power to reference conditions, and
d. A method for determining gross full load engine power with a dynamometer.

This test code document is applicable to both four- stroke and two-stroke spark ignition (SI) and compression ignition (CI) engines, naturally aspirated and pressure charged, with and without charge air cooling. This document does not apply to aircraft or marine engines. This test code supersedes those portions of SAE J1349 dealing with gross power rating. Standard CI diesel fuel specifications are range mean values for Type 2-D EPA test fuel per Title 40, Code of Federal Regulations, Part 86.1313-87. The corresponding test code for net power rating is SAE J1349. The document for mapping engine performance is SAE J1312.

ISO 2534 (1972) differs from SAE J1995 in several areas, among which are most important are:

a. This document is not limited to road vehicles;
b. This document requires inlet fuel temperature be controlled to 40 °C on CI engines;
c. This document includes a reference fuel specification and requires that engine power be corrected to that specification on all CI and certain SI engines;
d. This document includes a different procedure for testing engines with a laboratory charge air cooler (ISO method optional); and
e. This document includes a different procedure for correcting power to reference atmospheric conditions on turbocharged CI engines.

Complete correlation has not been established with ISO 3046. It is expected that this power test code will eventually align with ISO 1585 and ISO 2534.

trims

SAE Standard J1349

2008-01-16T17:28:00.000-08:00

SAE Standard J1349

Date Published:
August 2004

Title:
Engine Power Test Code-Spark Ignition and Compression Ignition-Net Power Rating

Issuing Committee:
Engine Power Test Code

Scope:

This SAE Standard has been adopted by SAE to specify:

a. A basis for net engine power rating
b. Reference inlet air and fuel supply test conditions
c. A method for correcting observed power to reference conditions
d. A method for determining net full load engine power with a dynamometer.

Trims

Beberapa Kiat Membuat CV yang Bergreget

2008-01-11T04:44:00.000-08:00

Ada pepatah yang mengatakan “Anda hanya punya 1x kesempatan untuk memberikan kesan pertama”.
Berdasarkan data dari CareerBuilder.com/Harris Interactive survey:

“74% para pekerja di AS telah berganti profesi sekali seumur hidup dan sekitar 35% berniat ganti pekerjaan.”

Jika CV merupakan kesan pertama yang dapat Anda berikan maka berikut ini beberapa kiat yang tidak ada salahnya Anda pertimbangkan:

Ø Ceritakan tentang kesuksesan Anda, bukan tugas sehari-hari Anda. Pemberi kerja tidak peduli dengan rutinitas dan tugas-tugas Anda, akan tetapi apa yang telah Anda hasilkan, apa yang dapat Anda berikan kepada mereka.
Ø Tekankan kemampuan-kemampuan praktis yang Anda miliki.
Ø Sertakan pernyataan objektif tujuan Anda pindah kerja atau ingin bekerja.
Ø Jika Anda merupakan pegawai yang sudah 10-20an tahun bekerja, masukkan riwayat kerja 10 tahun terakhir saja, serta sekelumit singkat saja yang mengenai riwayat awal karir.
Ø Masukkan kegiatan-kegiatan santai atau hobi Anda. Jika Anda sudah berumur di atas 40 tahun, memasukkan kegiatan fisik di kala santai sangat berarti karena akan menggambarkan kondisi kesehatan Anda. Tidak ada salahnya memasukkan hobi bersepeda jarak jauh Anda disebutkan saja, atau hobi lari marathon misalnya.

Berikut beberapa rujukan di internet mengenai karir:

AARP, aarp.org/money/careers/choosecareer
Berisi kiat-kiat memilih penasihat dalam memilih karir baru

About.com, careerplanning.
Mulailah dengan ikut kuis “Should you make a career change?”

eHow.com/how_138208_prepare-career-change.html
Berisi langkah-langkah untuk karir transisi

Linkedln.com
Dbase besar berisi para profesional dari banyak industri

Salary.com
Berguna untuk referensi mengenai nama pekerjaan, deskripsi, dan besaran gajinya

Toastmasters.org
Organisasi bagi profesional yang berusaha mengembangkan kemampuan komunikasi dan presentasi

WetFeet.com
Menjual “panduan orang dalam” tentang pemimpin serta fungsi-fungsi individual, kiat mencari kerja, dan masih banyak lagi

Yahoogroups.com
Ketik “[kota Anda]+karir” dalam kota search untuk mencari kelompok-kelompok diskusi guna mengubah karir

trims

Panduan Singkat Mencari Penyebab Kerusakan Mobil Bensin Berdasarkan Gejala yang Timbul (yg berhubungan dg fuel, emisi, & engine management system)

2008-01-11T04:24:00.000-08:00

Troubleshooting mungkin dapat diartikan secara bebas sebagai mencari sebab permasalahan.
Berikut ini adalah panduan troubleshooting permasalahan pada mobil bensin berdasarkan gejala-gejala yang timbul. Panduan ini dibuat khusus untuk mobil yang memakai engine management system. Namun, bisa juga Anda gunakan untuk mobil-mobil konvensional sebagai panduan umum. Bedanya, mobil konvensional tidak memiliki sensor-sensor ataupun ada yang tidak memakai fuel injektor, melainkan memakai karburator.

MAP = Manifold Absolute Pressure
MAF = Manifold Air Flow
EGR = Exhaust Gas Regulator
TPS = Throttle Position Sensor
IAC = Idlespeed Control

Engine noise
- Hiss (bunyi mendesis) – vacuum leaks
- Adanya loncatan busur api atau Electrical arching (snapping noise)

Engine mau distart tetapi engine tidak mau hidup
- charcoal canister full of fuel
- faulty MAP, MAF, or coolant sensor or circuit
- EGR valve stuck open
- Faulty canister vent valve
- Fuel pressure lack
- Fuel empty
- Water in fuel
- Aki soak (putaran starter pelan/lemah)
- Busi kotor
- Severe vacuum leak
- Injektor mampet
- Sirkuit start rusak
- Faulty air flow sensor
- IAC valve defective

Engine sulit hidup – dingin
- Leaking injectors

Engine sulit hidup – panas
- Aki soak
- Air filter sumbat
- Defective coolant sensor/circuit
- Defective intake air temperature sensor/circuit
- Defective MAP or MAF
- Faulty TPS or circuit
- Aki kotor
- Ground jelek
- Busi kotor
- Fuel pressure
- Air flow sensor faulty
- PCV valve stuck open
- Vacuum/air leak

Engine hidup tetapi tidak mau jalan
- Faulty canister vent valve
- EGR stuck open
- Coil & alternator loose
- Intake manifold vacuum leaks
- Airflow kurang

Engine “lopes” idle, rough, erratic
- Air filter clogged
- Throttle plate/bore kotor
- EGR
- Vacuum leak
- Air leak in intake duct/manifold
- IAC
- Lean injector
- Rich injector
- Fuel pump
- Cold only = PCV stuk
- Warm only = TPS or MAF

Engine mati saat langsam/idle.
- Busi kotor/gap
- Kabel busi
- EGR valve
- Fuel filter/line
- Vacuum leak
- Incorrect timing
- Kompresi silinde low/sinjal

Excessive idle speed
- vacuum leak
- throttle linkage macet

Engine misses throughout driving speed range
- Fuel filter kotor
- Fuel pump pressure
- Busi
- Kabel busi
- Kompresi piston lemah
- Ignition system
- Vacuum leak
- Lean injector

Hesitation/stumbles/stalls kalau pedal gas diinjak/ditekan untuk akselerasi.
- Busi kotor
- Fuel filter
- TPS
- Air temperature sensor
- MAP
- Air leak di manifold
- MAF
- Throttle plate/bore kotor
- Ignition coil/kabel
- Fuel pump pressure
- Fuel injektor

Engine lack power/sluggish performance
- Air filter mampet
- Exhaust mampet
- Vacuum leak
- EGR valve stuck open
- MAP
- Busi gap
- Fuel filter
- Vacuum leak
- Injektor

Stall on decal/coming to a quick stop
- EGR valve stuck/leakage around base
- TPS
- Idle air control valve malfunction
- Fuel filter
- Gap busi
- Vacuum leak

Surging at steady speed
- Air filter
- Vacuum leak
- Air leak
- EGR valve stuck/leak at base
- O2 sensor
- TPS
- MAF, MAP
- Loose fuel injector connector
- TCC (torque converter connector)
- Fuel pressure, pump
- Lean injector
- Defective computer/information sensor

Engine tidak mau mati (diesel/runs on) saat kunci kontak di-off-kan atau idle speednya terlalu tinggi
- vacuum leak
- EGR Valve
- Excessive engine operation temperature, overheating
- Incorrect spark plug selection

Engine "nembak" /Back firing (baik dari intake dan/atau exhaust)
- vacuum leak di PCV or canister purgeline
- vacuum leak at fuel injector, intake manifold air control valve or vacuum line
- Faulty secondary ignition system (busi retak, kabel)
- EGR
- Emission control system
- Faulty air valve
- Valve clearance
- Damaged valve spring, sticking, burned check by vacuum gage

Bensin boros
- air filter mampet
- PCV
- O2 sensor
- Timing
- Fuel leak
- Injector worn/damage
- Rem mampet
- Ban kempes/kurang angin

Detonasi (spark knock)
- EGR valve inoperative
- Vacuum leak
- Busi
- Knck sensor
- Fuel quality

Exhaust banyak asapnya
- Black (rich): air filter, intake duct mampet, O2 sensor
- Blue (burning oil): PCV valve stuck, PCV filter
- Brown/yellow (lean): fuel filter, lean injector

Bau bensin
- tank overfilled
- tank cap gasket
- lines leaking
- injector stuck open
- injector leak internally
- injector leak externally
- EVAP canister filter in EEC mampet
- Vapor leaks from Evaporative Emission Control System lines

Beberapa Tools yang sangat baik untuk dimiliki karena akan sangat membantu dalam troubleshooting:

- stetoskop khusus otomotif (ujungnya yang ditempelkan berbentuk panjang seperti tubing, sedangkan yang punya dokter, yang ditempelkan berbentuk bulat)
- Analyzer
- Vacuum gage
- termometer laser
- timing light
- power cylinder pessure gage

trims

Pencucian Turbin Gas

2008-01-11T00:30:00.003-08:00

Pencucian turbin gas atau biasa disebut dengan istilah crankwash, cranksoak wash, atau fire wash. Pada cranksoak wash dan crankwash digunakan detergen sedangkan fire wash hanya menggunakan air distillate (air suling). Untuk tiap manufacturer turbin gas merekomendasikan penggunanaa distillate water dengan syarat tertentu (misalnya kadar maksimum senyawa dalam distillate water yang diizinkan: chlorides, total dissolved salt, sulphates, acidity, silica, specific conductance), detergen apa saja yang diperbolehkan, konsentrasi pencampuran antara deterjen dengan water, samapai seberapa bersih pencucian dilakukan, serta frekwensi pencucian.

Tujuan pencucian turbin ini adalah untuk mempertahankan performa engine dengan cara meredam tingkat pertambahan fouling pada sudu-sudu compressor gas turbine. Adanya fouling ini menyebabkan efisiensi aerodinamis sudu-sudu berkurang yang ditandai dengan berkurangnya pressure kompresi dari final stage compressor (discharge compressor pressure). Jadi untuk mengkompensasikan kekurangan pressure ini, untuk mendapatkan gas turbine power output yang sama, maka konsumsi fuel akan meningkat. Sehingga indikasi yang dapat dipakai untuk menentukan kapan saat yang tepat untuk melakukan crankwash atau fie wash adalah: compressor discharge pressure, bellmouth static pressure, dan/atau combustor exhaust temperature.

Contohnya: Rolls Royce Avon 1535-G121 disarankan untuk dilakukan fire wash jika terjadi penurunan 3% bellmouth static pressure.

trims.

Mau pilih g peak atau g rms?

2007-12-25T06:14:00.000-08:00

Pada pengukuran vibrasi dengan tipe acceleration satuan yang dipakai adalah g's. Tetapi kadang kita dibingungkan untuk memilih g's peak atau g's rms. Sebenarnya tidak usah bingung. Kita kembalikan saja ke tujuan semula pengukuran vibrasi dengan satuan atau tipe accelleration ini, yaitu untuk mengukur force, terutama impact atau impulse force. Pada impact/impulse force gaya yang bekerja adalah tipe tumbukan-tumbukan metal-to metal contact yang terjadi dalam waktu yang sangat singkat dan yang terpenting adalah seberapa sering dan seberapa tinggi intensitasnya (besarnya amplitudo). Oleh karena itulah yang kita cari dan perlu kita perhatikan adalah besarnya peak dari gaya impact itu. Makanya sebaiknya untuk pengukuran impact atau impulse force pilihlah g's peak. Misalnya pada pengukuran gearbox.

Dasar utama pemilihan index pengukuran vibrasi (peak atau rms) untuk velocity dan acceleration adalah setting alarm dan S/D yang telah ditetapkan oleh manufacturer mesin atau standard yang lebih baik dari ketetapan pembuat mesin itu. Misalnya: pembuat mesin telah menetapkan setting alarm dan S/D berturut-turut adalah 0.8 ips peak dan 1.0 ips peak. Kita harus mengetahui “peak” yang dimaksud oleh manufacturer mesin, apakah true peak atau derived peak. Jika manufacturer menetapkan nilai “peak” ini adalah true peak maka alat monitor dan proteksi vibrasi mesin kita harus menggunakan rangkaian vibrasi true peak. Jika kita menggunakan rangkaian true rms, maka peak yang didapat adalah derived peak yaitu = rms x 1.404. Ini mengandung kelemahan yaitu langsung mengalikan ini hanya sahih untuk sinyal vibrasi yang sinusoidal. Untuk sinyal vibrasi selain itu akan menimbulkan pembacaan yang “lebih kecil”. Rangkaian true rms tidak sensitif terhadap sinyal-sinyal impuls “peak” yang terjadi dalam rentang waktu sangat singkat. Ini mengakibatkan pembacaan derived peak untuk setting proteksi true peak bisa menyebabkan kekeliruan pembacaan “kerusakan yang mendadak”. Hal ini dikarenakan pembacaan vibrasi yang tercatat lebih kecil dari vibrasi yang sebenarnya terjadi di mesin. Sebaliknya akan terjadi alarm atau S/D yang tidak semestinya terjadi jika setting yang diminta oleh manufacturer mesin adalah “derived peak” ataupun “true rms” namun menggunakan instrumentasi rangkaian “true peak”.

Jadi ketahuilah terlebih dulu apa yang diinginkan oleh pembuat mesin.

True peak sensitif terhadap sinyal-sinyal vibrasi yang bersifat impuls, sedangkan rms berfungsi untuk mengukur besaran energi yang dikandung oleh suatu sinyal vibrasi (luas area di bawah kurva gelombang)..

terima kasih.

Mechanical Problem Identification Made Simple

2007-12-20T07:05:00.000-08:00

Here are 5 principles in making problem identification. A Rotating Engineer must be able to make a quick problem identification. (please remember: "RIGHT ANSWER START WITH RIGHT QUESTION" principle). It is related to down time losses or project dead line date.

1. Don't ignore the basics component or part or system (for example sparkplug, fuel pipe, air intake or air filter).

2. Don't overlook visual inspection. Alert for any sign of crack, leak, burnt, dent, trending, or discolorisation.

3. NEVER ASSUME that someone else diagnosis is correct, even he/she is your boss or lecturer or teacher.

4. Start with : WHAT (are the symptoms), WHEN (the symptomps experienced), WHERE (symptomps most obvious/severe), (source of) NOISE, HISTORY (data, records, maintenance hystory, DCS record).

5. The truth is outhere. Fakta dan data aktual di lapangan merupakan pintu gerbang untuk menemukan jawaban atas permasalahan yang dihadapi.

I hope this information useful.

wasalam

7 Jurus Ampuh untuk Jadi Rotating Enginer yang Profesional

2007-12-20T05:45:00.001-08:00

Berikut in 7 jurus ampuh yang diadopsi dari 7 prinsip Leonardo da Vinci.

1. Curiosita. Haus akan ilmu pengetahuan dan selalu membuat pertanyaan bermutu. The right answer start with the right question. Berpikiran terbuka, memiliki buku catatan yang berisi ide-ide, data-data penting, dan pertanyaan-pertanyaan.

2. Dimostrazione. Selalu menguji kebenaran dari penglaman-pengalaman. The truth is out there. Berani menerima kesalahan, belajar dari kesalahan-kesalahan. Menganggap setiap ada masalah berarti di situ ada peluang.

3. Sensazione. Mempertajam indra, terutama mata. Peka terhadap kejanggalan-kejanggalan, hapal detil-detil teknis, akurat, dan hapal serta paham akan detil-detil suatu cara kerja atau mekanisme.

4. Sfumato. Menerima ketidakpastian, paradok, dan ambiguitas. Ini akan membantu dalam persiapan penentuan spesifikasi suatu equipment baru, penentuan stock spare part, pemilihan spare part, merancang schedule maintenance, menentukan maintenance job plan maintenance. Jadi, dapat melihat jauh ke depan dengan segala kemungkinan yang ada.

5. Arte-Scienza. Memadukan ilmu pengetahuan dengan seni sehingga didapat solusi yang optimal.

6. Corporalita. Memupuk ketrampilan dan skill, baik fisik maupun pikiran. RE memiliki banyak kerja di lapangan dan traveling, serta jam kerja yang kadang-kadang tidak tetap. Kadang tengah malam, kadang non-stop karena mengejar deadline. Serta ada beberapa keahlian skill yang memang harus dilakukan dengan tangan sendiri misalnya alignment, overhaul pompa, engine, compressor, dan machining (bubut, bore, drill, milling, CNC programming, etc).

7. Connessione. Berpikir sistematik. Dapat menghubung-hubngkan berbagai fakta, data, ciri-ciri, gejala-gejala, atau pun berbagai cabang ilmu. Sangat berperan dalam proses troubleshooting.

demikian.

wasalam

11 Dzulhijjah 1428 H

Contoh Specs Rotating Engineer dan benefits-nya dari Suatu Iklan Lowongan Kerja

2007-12-19T05:02:00.000-08:00

Rotating Equipment Engineer

Job Purpose :
The incumbent provides Rotating Equipment technical support to the RasGas Operations Expansion Department, OED with responsibility of supporting PMT Rotating Equipment Engineers during the installation and commissioning stages of the project to ensure compliance with appropriate RasGas specifications, functional performance, and safety requirements. The incumbent then takes primary responsibility in a lead role once MAC is achieved (OED Custody) for the final commissioning, startup, and early operational troubleshooting of all supplied rotating equipment. The incumbent also provides machinery input/support to the RasGas Project Management Team, PMT through all phases of project development to ensure RasGas site experience and lessons learned are clearly understood.
• Ensure that prior to commissioning and start-up of any equipment it is safe to operate and has been correctly prepared for start-up.• Investigates any problems arising during the commissioning and start-up phase and liases with the project and EPC contractor to resolve these issues.• Provide discipline support to both OED and PMT engineering to lead discipline-specific engineering teams as required for issue resolution of any particular issue.• Provide feedback on all rotating equipment issues found through the project development phases to the OPCO Asset Operations Technical Department, OTD.• Coordinate the activities of all Rotating Equipment Vendors called out or required by OED during the final commissioning and startup phase of the project.• Feedback RasGas Site lessons learned to the PMT to ensure continuous improvement of facility development with respect to rotating equipment.
Knowledge Skills and Experience :
• Engineering Degree in Mechanical Engineering from recognised educational institution or equivalent• Strong Analytical skills• Business Communication skills (reports, presentations, etc.)• Team Player and coach• At least fifteen (15) years working experience with Rotating Equipment related to the oil and gas industry, especially in the area of Operations and Maintenance.• Specialization in at least five (5) years of Rotating Equipment discipline work; examples of which are: gas turbines, centrifugal compressors, vibration analysis, dry gas seals, codes and standards, root cause analysis, field installation, costing, etc.• Extensive experience and exposure to “hands-on” work on the inspection, disassembly and re-assembly of rotating equipment. This includes balancing, alignment and borescope inspections.• Extensive experience and exposure to root cause analysis and troubleshooting of rotating equipment with state of the art diagnostic techniques and instrumentation.• Excellent verbal and written communication skills.

BENEFITS PACKAGE :Attracting tax free salaries to include : Married or Bachelor status, semi-furnished housing or housing allowance, furniture allowance, transport allowance, children’s education assistance in Qatar (if on Married accompanied status) up to 4 children, annual vacation with return air fare paid, medical and dental core, end of service benefits etc.

Contoh dari Saudi Aramco:

Rotating Equipment Engineer category Engineering, Procurement & Construction (EPC) with experience 6-10 years.

DUTIES/RESPONSIBILITIES: Prepare approvals of the problem solving report plans, schedules and provides coordination and work direction as required for the preparation of designs, processes, reports, correspondence and related data and assures the efficiency, adequacy and conformance to overall objectives of project. Formulates the basis for an engineering study or project or design in any basic or special engineering field by analyzing and evaluating all data pertinent to assignment. Evaluates data as to scope, effect on existing installation, economic value, long range planning and budgetary considerations. Leads and recommends new continuous improvement solutions for installations or modifications to improve existing facilities and standardization within specific fields of endeavor. Estimates costs, prepares justifications and completes expenditure requests as required. Support project execution and project proposals and initiates detailed work outline and makes decision as to basic processes, and/or equipment. Performs work and or delegates work to other engineers and final development of specialized or technical proposals and studies of proposed projects. Discusses, coordinates and resolves problems with personnel throughout Aramco and subsidiaries and with outside of Company organizations. Acts as technical consultant when required. Reviews work of engineers directed. Checks that reports are written according to established methods of good report presentation. Makes recommendations for future study or report changes. Approves reports for transmittal to supervisor. Reviews work of third party, technology reports, and engineering standards. Lead the implementation and operation of all kind of recommended solutions.
MINIMUM REQUIREMENTS: EDUCATION: B.S. Engineering. EXPERIENCE: Seven (7) years in the oil industry or similar process industry. Experience must be such that the incumbent is clearly recognized as being capable of project and design assignments beyond the ability of the basic professional Engineer or is qualified to an outstanding degree in one or another "Specialist" category. LANGUAGE REQUIREMENTS: A thorough knowledge of English is required to perform analyses and studies in depth, make professional presentations and keep up with technical advancements; Arabic not required but considered desirable for American incumbents in this position. OTHER: Must have a thorough knowledge of engineering practices and economic principles, calculation methods, design details, US and Aramco Codes, Standards and Specifications.

Tanggung Jawab dan Specs Seorang Rotating Engineer

2007-12-18T18:28:00.001-08:00

Responsibilities:

1. Give advise on all aspects of rotating equipment engineering, operations and maintenance with the objective of ensuring the safe, reliable and cost-efficient operation of machinery in new and existing installations.

2. Be involved with root cause analysis, failure diagnosis and shutdown assistance of major machinery.

3. Manage rotating equipment condition monitoring and performance monitoring programmes, and develop procedures to monitor equipment availability and reliability.

4. Perform dynamic simulation, rotor dynamics and reliability modelling studies.

5. Write design specifications of rotating equipment for new projects, and monitor the performance of engineering contractors in their activities.

6. Participate in concept selection studies and contributing to development releases for novel equipment, contribute to the revision of the Group’s specifications and be in contact with major rotating equipment manufacturers regarding the development of new equipment and problem-solving issues.

7. Working independently or as a member of multi-disciplinary teams, coach, mentor and develop junior staff, and provide training where necessary.

Required Specs:

1. BSc or MSc in mechanical engineering,

2. have at least 10 years’ experience working with rotating equipment in an operational environment. This will include design, testing, operation, trouble-shooting and maintenance.REE’ll have worked with engineering contractors on the specification and selection of rotating equipment for new installations, it would be preferred to have experience of providing advice and consultancy to clients.

3. Fluent written and verbal English is essential, have excellent presentation, and communication skills.

ORANG YANG BERILMU, TETAPI TIDAK BERMANFAAT LAKSANA POHON YANG TIADA BERBUAH.

KNOWLEDGE IS NOTHING UNLESS IT'S SHARED & APPLIED.

Bekal Haji

2007-12-15T20:57:00.000-08:00

Assalamu’alaikum wr.wb.

Alhamdulillah saya sangat bergembira jika Anda ada niat pergi hahji.

Mohon maaf sebelumnya bukan maksud saya menggurui namun hanya mencari ridha Allah SWT dan dicatat sebagai amal ibadah.

Ada beberapa hal yg ingin saya sampaikan ttg haji:

1.Sebelum berangkat kalau bisa sejak jauh-jauh hari niatkan kuat-kuat berhaji inisemata-mata ikhlas karena Allah SWT saja, BUKAN karena hal-hal lain.

2. Meminta ampun atas segala dosa baik kepada Allah maupun sesama makhluk.

3. Lunaskan zakat (mal) dan hutang-piutang. Kalau hutang yg sdh ditanggung dg asuransi jiwa tdk mengapa belum lunas karena jika meninggal sudah dilunaskan oleh asuransi tersebut. Buatlah surat wasiat.

4. Ibarat pertandingan olahraga, pergi haji ini sebaiknya sudah mulai pemanasan semenjak bulan Sa’ban. Baik itu sholat lail, puasa sunat, menghindari jidal, rafats(namun dg istri masih boleh, saat hajinya yg harus benar-benar dihindari), fusuq. Usahakan grafik intensitas ibadah dan kekhusukan konsentrasi semakin meningkat di bulan Ramadhan (usahakan puasa Ramadhan, i’tikaf, sholat lail, dan mencari Lailatul Qadr dg maksimal). (hati-hati, syawal termasuk 3 bulan-bulan haji, yaitu: syawal, dzulqaidah, dzulhijjah. Di bulan-bulan ini jauhi jidal, rafats, fusuq). Intensitas ibadahnya terus meningkat di Syawal, terus Zulkaidah, dan puncaknya di Dzulhijjah. Tepatnya di 9 Dzulhijjah. Namun hati-hati di jumrah 10 Dzulhijjah(Cuma 1 jumrah yg dilempar sehingga tertumpu di satu titik dan orang-orang pada mengejar mau lanjut langsung ke Mekah utk thawah dan sa’i haji) dan 12 Dzulhijjah(yg mau nafar awal sdh pengen segera meninggalkan Mina).

5. Siapkan fisik dan mental. Kesiapan fisik akan menunjang kelancaran selama haji. Mulai dari jalan bolak-balik penginapan, tawaf, lempar jumrah(melempar+jalan bolak-balik tenda), berdesakan, sa’i, menjaga istri, dll itu semua butuh kesiapan fisik. Belum lagi cuaca diperkirakan musim dingin (10 Dzulhijjah 1429 H diperkirakan Senin 8 Des 09). Dingin dan kering. Mungkin hujan. Sementara kita hanya boleh pakai ihram 2 potong saja, tdk boleh tutup kepala. Tenda di mina ber-AC, sentral. Jika kita matikan ada yg protes, jika tdk dimatikan kedinginan(mungkin). Kesiapan mental adalah menurut saya terutama dlm menghadapi sesama jemaah dan kondisi-kondisi yg diluar perkiraan kita baik itu transportasi, makanan, hotel/penginapan/tenda, serta berbagai aspek-aspek sosial berkelompok, itu yg biasanya menyebabkan kita berat utk menjaga agar jangan sampai jidal, rafats, & fusuq.

6. Jauh-jauh hari kalau memang mau bawa real tukarkan memang sejak saat ini. Saya bukan bermaksud menganjurkan berfoya-foya dan berbelanja, namun boleh saja berbelanja buat kenang-kenangan dan oleh-oleh tanda silaturahmi tetapi jgn sampai mengganggu ibadah haji. Lakukan di waktu senggang dan jangan sampai merepotkan dalam mengemasnya/mengepaknya dan membawanya. Jangan sampai terlalu boros dan jangan pula terlalu hemat, kalau dalam istilah Al Qur’an jgn terlalu kau ulurkan tanganmu dan jangan pula kau cekikkan ke lehermu.

7. Hewan dam (ini wajib bagi haji tamattu’) dan qurban hanya boleh disembelih mulai tgl 10 Dzulhijjah sampai 13 Dzulhijjah SAJA. Jika ragu apakah orang yg diamanahi akan menyembelih sesuai syariat atau tdk bisa beli kambing lewat kios jual kupon di sekitar Masjidil haram. Agak mahal memang. Atau kalau ada waktu mau langsung milih dan nyemblih di jabal qurban mina itu lebih baik.

8. Jika berangkat dari Jakarta usahakan sudah niat mandi ihram(krn sesaat sebelum mendarat di Jeddah pesawat telah melintas di atas miqat, ada pengumumannya di dlm pesawat) dan berihram dan berniat umrah sesaat sebelum melintas miqat di atas pesawat.

9. Jangan mengulang-ulang umrah setelah selesai/sebelum haji. Tetapi perbanyaklah thawaf, sholat di Masjidil Haram atau i’tikaf di Masjidil Haram.

10. Saran saya(ini bukan sunah), kalau sempat cobalah ziarah ke gua Hira semoga kita dpt lebih meresapi dan ikut merasakan betapa susahnya, sakralnya, dan dahsyatnya peristiwa Nuzulul Qur’an. Serta dapat membayangkan ayat Quran (yg intinya kurang lebih saya tdk hapal) yg menyatakan sesungguhnya ia (Muhammad) telah melihat jibril di ufuk yg tinggi dan lebih dekat bahkan lebih dekat dari anak panah saat turunnya ayat pertama kali. Berangkat pagi-pagi ba’da subuh, agar tidak kepanasan. Bawa bekal air. Dan hati-hati kepleset licin. Semoga ada sesuatu kebesaran Allah SWT yg bisa Bapak saksikan di sana dan menambah tebal iman. Amin.

11.Jika hari Jumat, datanglah lebih awal ke Haram/Nabawi. Jika azan waktunya pk 12-an, maka sebaiknya kita datang sebelum pkl 9:30 atau pk 10. Kalau tidak maka siap-siap sholat nyempil di luar atau etalase toko/jalanan. Mungkin sebaiknya minum diatur agar tdk repot bolak-balik ke toilet soalnya nunggu mulai sholatnya 2 jam-an.

12. Kalau bisa coba minimal masing-masing 1 hari puasa di Makah dan Madinah dan khatam Al Qur’an minimal 1x di Mekah.

Adapun urutan haji:

1. Pada tanggal 8 Dzulhijjah. Berniat haji dan berihram dari tempat tinggal(penginapan/hotel). Berangkat menuju Mina utk mabit. Sholat dzuhur qasar 2 rakaat, asar qasar 2 rakaat, magrib, isa qasar 2 rakaat, subuh di Mina. Tidak dijamak.

2. Pada tanggal 9 Dzulhijjah. Setelah sholat subuh dan matahari mulai terbit, berangkatlah ke Arafah. Sholat dhuhur-asar dijamak taqdim qasar 2-2 rakaat di Arafah. Apa yg dilakukan selama wukuf saya anggap sudah tahu. Hati-hati wuquf ini puncak ibadah haji. Biasanya banyak godaan. Wa la jidal, rafats, fusuq. Doa makbul saat wukuf ini. Waktunya singkat sekali, jauhkan diri dari hal-hal yg sia-sia (misal: ngobrol, tidur, ngemil, jalan-jalan hilir mudik, ngerumpi, memperhatikan orang, ngelamun, nongkrong, dll.). Setelah matahari terbenam, bergeraklah dg tenang menuju Masy aril haram(suatu tempat antara Arafah dan Mina). Shalat magrib-isa jamak taqhir qasar, 3-2 rakaat. Mabit lah di sana. Kalau mau ambil batu jumrah boleh, namun tidak wajib. Manfaatkan utk istirahat/tidur.

3. Pada tanggal 10 Dzulhijjah. Setelah sholat subuh, berwukuflah di situ sebentar hingga matahari akan terbit. Kemudian berangkat menuju Mina utk melempar jumrah aqobah. Saat melempar jumrah bahu kanan arah kiblat, bahu kiri ke arah arafah (kalau bisa....). Kemudian berjalan melewati jumrah(berjalan ke depan), kemudian bergeser/belok kiri. Menghadap kiblat. Berdoalah. Ini juga salah satu saat-saat doa makbul. Kemudian bertahallul awal-lah. Sudah bisa lepas ihram, namun belum boleh jima’(hubungan suami istri). Kemudian kalau mau sembelih dam, sembelihlah. Kemudian jika mampu berangkatlah menuju Masjidil Haram utk tawaf haji dan sa’i. Kemudian tahallul akhir. Semua larangan ihram sudah boleh dilakukan. Sebelum magrib harus sudah masuk Mina. Kalau kemalaman/terlampat maka kena dam.

4. Pada tanggal 11 Dzulhijjah, ba’da dhuhur lemparlah jumrah ula, wustha aqobah. Ula melempar dari kanan, kemudian maju berdoa hadap kiblat. Wustha dari kiri, selesai, maju, baca doa. Aqobah dari kanan, selesai, lewat saja, tdk berdoa lagi. Dhuhur, asar, isa tdk dijamak, hanya qasar saja, masing-masing 2 rakaat. Perbanyak dzikir, tafakur, dan silaturahmi. Ingat, jangan jidal, rafats, fusuq.

5. Pada tanggal 12 Dzulhijah. Sama dg tgl 11. Bisa lanjut semalam lagi. Bisa pulang ke Mekah.

6. Pada tanggal 13 Dzulhijjah. Sama dg tgl 11-12.

Detailnya dan urutan hadisnya bisa baca di buku haji karangan Albani (alm.) atau riwayat dari Jabir RA, atau hadis Jabir. Kalau muatan aspek spiritual/makna-makna haji secara mendalam mungkin bagus karangan DR Ali Shariati judulnya HAJI, walaupun Beliau Shiah, namun ada bagian-bagian yg bagus. Misal: jangan sekedar nyembelih kambing, tetapi rasakan juga sebagai menyembelih Ismailmu. Ismail adalah lambang ego kita, kecintaan-kecintaan duniawi, atau sesuatu seperti yg dirasakan Nabi Ibrahim AS thdp Nabi Ismail anaknya yg sangat dicintai.

Demikian lah, jika benar itu datangnya dari Allah SWT semata, jika ada salah itu adalah karena kebodohan dan kealpaan saya saja.

Semoga para calon haji serta keluarga semua jadi haji mabrur. Amin ya robbal alamin.

Wasalam ww.

Mengapa Agak-Agak Tuli?

2007-12-13T18:29:00.000-08:00

Ya, memang benar. Jika ingin berbicara dengan saya harus agak keras-keras, dibesarkan "volume" suaranya. Mungkin ini masalah kurang pendengaran ini dialami oleh sebagian besar rekan-rekan Rotating Engineer dan Maintenance yang telah lama bekerja.

Tingkat kebisingan di tempat kerja berkisar 60 dB -110 dB, atau bahkan lebih dari itu. Ditambah lamanya berada di tempat dengan tingkat kebisingan tinggi itulah yang mendegradasi performa telinga. Di lokasi bising, kadang-kadang sekali berkunjung bisa makan waktu 1/2 - 1 jam. Walau pun alat pelindung telinga telah dipakai seperti ear plug (bentuknya seperti ruas jari kelingking terbuat dari karet busa atau plastik, dipakai dengan cara disumpel ke dalam lubang telinga) atau pun ear muff (bentuknya seperti yang dipakai di kuping pilot helikopter dalam film-film hollywood), cepat atau lambat tetap saja masalah kurang pendengaran akan muncul.

Jika proses rusaknya telinga ini dianalogikan dengan proses merebus air, cepat atau lambatnya air akan mendidih tergantung pada besarnya api kompor (tingkat kebisingan) dan lamanya waktu yang dibutuhkan untuk mendidih (lamanya terpapar kebisingan).

Kerusakan telinga = intensitas tingkat kebisingan x time

Jadi, jangan tersinggung jika semakin senior seorang rotating engineer atau pun rekan maintenance akan semakin "sombong" (kalau dipanggil nggak noleh), mohon maaf bukannya sombong beneran, tetapi.....bener-bener kagak kedengerraaannnnn...!!!!

Mengapa Rotating Engineer?

2007-12-13T16:57:00.000-08:00

Ada beberapa hal mengapa saya namakan blog ini Rotating Engineer.
Profesi saya adalah seorang Rotating Engineer. Dulu bisa sampai jadi berkecimpung di bidang Rotating Equipment karena sudah takdir. Nggak sengaja. Sudah diatur oleh-Nya. Semasa kuliah dulu saya mengambil spesialisasi Teknik Manufaktur, tugas akhir di bidang Robotika. Karena kelamaan ngerjain tugas akhir di kampus, hampir setahun, teman-teman yang sudah pada kerja kadang berkunjung ke kampus. Nah, saya ketemu temen yang sudah kerja karena lulus duluan. Dia ngasi tahu bahwa ada lowongan di tempatnya bekerja. Iseng-iseng saya ngedaftar. Akhirnya tentu dapat Anda tebak, diterima.

Di masa-masa awal kerja terus terang saya sangat awam dengan tugas-tugas di dunia Rotating Equipment, misalnya: condition monitoring program, vibration analysis, lube oil analysis, commissioning, alignment, troubleshooting, pompa, kompressor, dll. Dengan adanya training, tanya sana-sini, baca-baca buku, kepepet, akhirnya alhamdulillah dapatlah saya ngikutin ritme dan alur kerja sebagai Rotating Engineer.

Saya tidak ingin putra-putri Indonesia lainnya mengalami hal seradak-seruduk seperti saya di awal-awal masa kerja dulu, saya ingin adanya percepatan pembelajaran. Apalagi persaingan kerja semakin ketat, globalisasi. Serbuan insinyur-insinyur india, malaysia, singapur, thailand, bahkan cina.

Bidang Rotating Equipment bagi saya memang sangat sangat menyenangkan, mungkin karena cocok dengan hobi saya. Terlepas dari hobi atau tidak, bidang ini sangat menantang, menarik, dan menggiurkan. Mengapa? Mungkin nanti dapat Anda pahami dari artikel-artikel yang ada di sini.

trims.
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