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FACULTY OF ENGINEERING
FOURAH BAY COLLEGE

TITLE:
REPORT ON MY INDUSTRIAL ATTACHMENT AT MANTRAC SIERRA LEONE

DURATION:
13TH NOVEMBER, 2017- 15TH FEBRUARY, 2018

WRITTEN AND SUBMITTED BY:

SAHR CYPRIAN FILLIE
FINAL HONOURS II [YEAR V]

REGISTRATION NUMBER: 29719

SUPERVISOR: ABDULRAHMAN KARGBO.

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ACKNOLEDGEMENT
My profound thanks and appreciations will first of all go to the God Almighty who made it possible to go
through my internship safely.
I will continue to express my sincere thanks and appreciation to the head of department, Mechanical
and Maintenance Engineering Ing. Sahr T Nyalloma, the backbone for my placement at Mantrac. When
my internship letter was sent to mantrac there were delays from the company in responding to the
letter. It only took the relentless effort of Ing. Nyallom the Head of Department, for my counterpart and
I to start our internship at mantrac on the 13 th November 2018.
I am greatly indebted to Mantrac and the entire staff of service department particularly so to the service
supervisor Abdulrahman Kargbo and other people like the manager ING. Desmond Pratt, Augustine
Turay, Rolanson Thomas, Musa Sesay, Ambros Samai, Mr. John, the two MR. Issacs from Ghana, Mr.
Manika Mr. Winifred (Gbense), Mr. Soriba Sesay, Mr. David Koroma and the two service addministrators
(Aunty Kefe and Aunty Sallay) for their various contributions towards the knowledge I was able to gather
from Mantrac through God.
I will end by extending my profound thanks to the entire staff of the Mechanical and Maintenance
Department for their support all through my time at the department until now. May God bless all of
them.

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ABSTRACT
Studying engineering at Fourah Bay College has been a serious challenge over the years for students
striving to become engineers, especially in the practical aspect of the course. This has made the
industrial attachment a very important integral of the course which students can’t afford missing on, as
it is the only means of gaining practical experience.
Entail in this report is details of my experience as an industrial attachment student at Mantrac Sierra
Leone during the three months I spent there.
My experience at mantrac has been a very interesting one. There were challenges indeed but thanks be
to God through whom I was able to overcome them. Throughout my stay at mantrac I was fortunate to
participate in various activities including but not limited to overhauling cat machines and engines,
Olympian gen. sets, Perkins gen. sets, doing preventive maintenance on cat gen. sets, Perkins gen. sets,
Olympian gen. sets, doing trouble shooting, pre delivery inspections (PDI,) inspections, problem solving
and commissioning of gen. sets and various types of machines. Some of these activities were done
within the workshop whilst most of them were done in the field.

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Table of Contents
ACKNOLEDGEMENT....................................................................................................................................iii
ABSTRACT...................................................................................................................................................iv
1.1BACKGROUND INFORMATION ABOUT MANTRAC SIERRA LEONE....................................1
1.2 DEPARTMENTAL STRUCTURE OF MANTRAC SIERRA LEONE............................................1
1.2.1 SERVICE DEPARTMENT........................................................................................................1
1.2.2 SPARE PART DEPARTMENT.................................................................................................2
1.2.3 SALES DEPARTMENT............................................................................................................2
1.2.4 FINANCE DEPARTMENT.......................................................................................................2
1.2.5 INFORMATION TECHNOLOGY [IT] DEPARTMENT..........................................................2
1.2.5.....................................................................................................................................................2
THE HUMAN RESOUCE (HR) DEPARTMENT..............................................................................2
CHAPTER TWO [2]...................................................................................................................................3
2.1 MY FIRST DAY EXPERIENCE AT MANTRAC...........................................................................3
2.2 WORK EXPERIENCE IN THE WORKSHOP.................................................................................4
2.2.1 Equipment: V-12 engine of a 992k wheel loader.......................................................................4
2.2.2 Equipment: dozer........................................................................................................................6
2.2.3 Equipment: Engine of an 800KVA generator.............................................................................7
2.3 WORK EXPERIENCE ON THE FIELD........................................................................................10
2.3.1 Equipment: 800kva generator...................................................................................................10
2.2.3 Equipment: engine....................................................................................................................11
2.2.4 Equipment: 16KVA generator..................................................................................................12
2.2.5 Equipment: generator................................................................................................................12
2.2.5 Equipment: 800KVA generator................................................................................................12
2.2.5 Equipment: engine....................................................................................................................13
CHAPTER THREE...................................................................................................................................13
3.1 MY FINDINGS AT MANTRAC SIERRA LEONE.......................................................................13
3.2 RECOMMENDATIONS.................................................................................................................14
3.2.1 TO MANTRAC........................................................................................................................14
3.2.2 TO THE UNIVERSITY...........................................................................................................14
3.3 CONCLUSION...............................................................................................................................15

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1.1BACKGROUND INFORMATION ABOUT MANTRAC SIERRA LEONE
Mantrac Sierra Leone which was first known as “United Africa Company” was founded in 1929. The
United Africa Company came as a result of the merger between the Niger Company and the African and
Eastern trade Corporation. In 1995 the company’s name was changed to Tractors and Equipment and
more recently in 1997 to Mantrac Sierra Leone, when the Mansour group of company took over.
The company is a limited registered company with 87% international ownership. The principal owners,
Mansour group of company operates in many other countries including Ghana, Nigeria, Tanzania, Kenya,
Uganda, Liberia, Russia and the United Kingdom.
Mantrac Sierra Leone which has its headquarters in Freetown at 6-8 Black Hall Road, Kissy, is the
authorized dealer for caterpillar business in Sierra Leone. It offers caterpillar machines for wide and
varied applications in constructions, agriculture, oil industries, marine, power generations, pump
applications and mining sectors of the economy and a complete and a complete range of lift trucks for
material handling. In additions to all of these, Mantrac Sierra Leone supply the Olympian, Cat and
Perkins range of generators for small scale industries, telecommunications, residential applications,
businesses and accessories for the above mentioned range of generators. For the entire products named
above, Mantrac Sierra Leone provides full service support ranging from simple component repairs to
complete over hauling of machines and engines.

1.2 DEPARTMENTAL STRUCTURE OF MANTRAC SIERRA LEONE

There are five basic but very important departments existing under Mantrac Sierra Leone. All of these
departments are interdependent on each other in ensuring that the success of the company is achieved.
These departments include:

1.2.1 SERVICE DEPARTMENT

The service department consists of service engineers and technicians, the trainer, service
administrators, service supervisor and the service manager. This department has served as the bed rock
for the sustainable growth of Mantac Sierra Leone. It is one of the main sources of income for the
company. The department provides service for customers who buy caterpillar, Perkins and Olympian
products. Such services include preventive maintenance, part repair, overhauling and many others. The
service department further provides service supports for industries and mining sectors that are having
contracts with Mantrac. All these works are done by the service engineers and technicians in and out of
the workshop as they have been supervised by the service supervisor and all the administrative supports
of the department are given by the service admins. The trainer provides training for the engineers and
technicians on previous and recent technologies that are anticipated to be used by industries in this part
of the world so as to keep the engineers and technicians updated. The service manager oversees all
other activities of the department.

1.2.2 SPARE PART DEPARTMENT

This department and the service department are strongly interdependent on each other. In as much as
no or very few service operations can happen without the intervention of the spare part department,

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the service department also crates income opportunities for the spare part department by referring
costumers to the spare part department for needed parts. This department is a very important
department under mantrac Sierra Leone and its responsibility ranges from providing spare parts for
caterpillar and non-caterpillar products and most importantly placing orders for the company and
costumers when they are not readily available in the ware house.

1.2.3 SALES DEPARTMENT

This department generates the highest income for the company as its responsibility is to sell the
products of the company to the costumers or the general public. It is also responsible for advertising the
products of the company and that the same time represents the company to the outside bidders.
However, the department is widely dependent on the service department for providing service supports
like Pre Delivery Inspection before the product is taken out to the costumers and continuous Preventive
Maintenance on the products at the costumers’ sites if needed by the costumers.

1.2.4 FINANCE DEPARTMENT

For the running and sustainability of any company, the finance department plays a very critical role. The
finance department under Mantrac Sierra Leone is responsible for the handling all finances of the
company ranging from receiving payment for services provided by the service department, sales of
Olympian gen. sets, sales Perkins gen. sets, sales of caterpillar and non-caterpillar products to paying of
salaries of workers. This is a clear indication that the finance department is a very important one under
mantrac Sierra Leone.

1.2.5 INFORMATION TECHNOLOGY [IT] DEPARTMENT

The IT department is also very important as it helps in the smooth running of the company. The services
provided by this department give room for the flow of information through e-mail from one department
to another and from Sierra Leone to other countries and most importantly, it gives easy access to part
number by way of searching through the World Wide Web under Mantracsl.com.

1.2.5
THE HUMAN RESOUCE (HR) DEPARTMENT
From what I observed throughout my stay at mantrac, this department is charged with the responsibility
of recruiting staffs into the company and also in providing the necessary logistics needed for the smooth
running of the company. They are further responsible for salary allocations and providing motivational
means for workers so as to improve their performance that will gear towards the overall performance
index of the company.

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CHAPTER TWO [2]
2.1 MY FIRST DAY EXPERIENCE AT MANTRAC
After our letter was responded to by Mantrac Sierra Leone, we were asked by the company to report at
their headquarters at 6-8 Black Hall Road, Freetown on the 13 th November, 2017. Having herd of this
date, I was anxiously looking forward to it. Going to mantrac on that day was with so much expectation
and anxiety as I was eager to see I it will be like for me in the industry where it will be required of me to
apply myself after over five years in the University. I was conscious of the fact that I will be faced with
real life problems in the industry as compared to the university where I have been having too much of
theoretical assumsions over the years. It’s going to be challenging though, but how will I apply myself? I
asked myself this question.

However, on my arrival together with my counterpart Alhaji Umar Jalloh, we met two of the three newly
recruited service technicians; we were all waiting at the Security post. Later a worker from the Human
Resource department Mr. Dawda, came to us and called our names from a list he was having for
identification. After confirming our names, Mr. Dawda took us round the company through the various
departments and through offices of senior stakeholders of the company as he was introducing us to
each other and as well told us of their cooperate responsibilities and roles in the company. The service
department was the last department we were taken to. In the service department, we were taken first
to the service office where we were introduced to the service admins, the supervisor and few of the
engineers we met in the office. After the introduction we were handed over to the service supervisor
Ing. Abdulrahman Kargbo, who welcomed us into the department and assured us of having his full
support at any point in time. We were asked to wait in the reception room whilst Mr. Dawda went to
the Human Resource office to bring us our full safety gears; we should have not gone out to the
workshop on that that day if we were not given the safety gears because we were told that it was safety
first at Mantrac. The supervisor made us feel at home by telling us that he is also a Fourabite and also
told us to feel free around. He also encouraged us to be asking question as much as we can so that we
will be able to learn more. When Mr. Dawda came with the safety gears, we wore them and we were
taken outside to the workshop where we were introduced to the other engineers and we were finally
handed over to our bosses. Our bosses were two Ghanaians of the same name Mr. Isaac who were
rebuilding a C-32, V-12 caterpillar engine of a 992k wheel loader. Our bosses further on introduced us to
a Milton Margai HND final year student that was three months ahead of us in the workshop by the name
of Vicente. Vicente was quiet accommodating, at least he has got friends he can be having fun with in a
very stressful situation. He started advising and guiding us as to what we met, what is expected of us
and what we should expect from the workshop and from our bosses.

The work started with washing engine parts, we started making mistakes by not taking certain
precautions in doing the work, but our bosses were rather harsh in correcting us. This made us scared
but Vicente told us we should not panic at them, they are friendly people but that’s how the do to new
apprentices. We were treated like novices who we really were in terms of practical experience. Later we
observed when the damper was installed and we ended up partaking in installing the engine’s main
bearings and caps. By the end of the day we started gaining some amount of confidence. 5:00 pm is the
off time at mantrac so we ended work and cleaned the area we worked in. we ended the day with some

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few experiences from what we saw, what we did and what we were told by Vicente and by our bosses.
We were also able to interact with other engineers who made us felt at home including graduates from
the very department we are from in Fourah Bay College. In summary I will say that day was interesting,
challenging and it gave us a taste of the challenges faced by engineers graduating from Fourah Bay
College without any practical experience.

2.2 WORK EXPERIENCE IN THE WORKSHOP

Most of the works I participated in within the workshop has been overhauling engines, overhauling a
dozer, calibrating fuel sensor and doing Pre Delivery Inspection (PDI) on generators and other machines
bought by costumers before they are taken out to the costumer’s site. Below are highlighted the various
activities I participated in.

2.2.1 Equipment: V-12 engine of a 992k wheel loader

Model: C-32

Make: Caterpillar

Costumer: BCM

Duration: 13th-17th and 20th-22nd November, 2017

Activities: on the engine described above on the 13 th, we washed pistons, connecting rods and main
bearing caps. We removed worn out bearings and installed new bearings on the main bearing caps. We
installed a vibration damper on the front end of the engine and also installed the main bearing caps with
their bearings on the main journals of the crank shaft.

Techniques and Precautions taken: when we washed the pistons, connecting rods and main bearing
caps, we placed them according to their numbers; all the even numbers where on one side and the odd
numbers on the other side of the table in sequential order just as they are on the engine. The washing
was to prevent contamination, so we did everything possible to prevent dirt contaminations of each part
we handled. After removing the worn out bearings, we will first of all wipe the space with a workshop
towel before installing the new bearing on the main bearing cap. Because of the great weight of the
vibration damper, we used a crane and a chain sling to lift it to the height at which it can be installed to
the engine. We turned the engine using a fork lift of a crane as the case maybe to the position in which it
will be easy for us to do a particular work. When installing the main bearing caps, we will turn the
engine’s crankshaft with a turning tool to get the corresponding number of the journal to the number of
the cap to be installed. Before installing the bearings on the journals we will first of all apply oil on both
the bearing and the journal, but in doing so one should be careful not to apply oil on the surface where
the main bearing should be installed on the cap. In each of the installations, the bolts and bolts and nuts
are torqued with the torque wrench as prescribed by the SIS. Safety was not compromised in each of
these activities because it is safety first.

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Equipment and tools used: Manual crane, chain sling, spanners, screw drivers, craw bar, ratchet, torque
multiplier (torque wrench), extensions, Allen keys, fork lift, digresser , shine paper, oil, oil can air
compressor, a turning tool and SIS (service information system).

On the 14th, we installed bearings on the big end of the connecting rod and on the caps, we installed
rings (compression ring, intermediate ring and oil ring) on each of the pistons and we finally installed the
combination of the piston, rings connecting rods and bearings on the big end journals of the crankshaft
of the engine.

Techniques and precautions taken: in the installation of the bearings on caps we wiped the space with
workshop towels. After installing the bearings, oil was applied on the bearings. In the installation of the
rings on the pistons, the compression ring was installed at the top and below it was the intermediate
ring followed by the oil ring. After the installation of the rings oil was applied. Before the piston is
installed in the engine, the cylinder liners are first of all wiped with workshop towel for contamination
control followed by application of oil into the cylinder, and on the journals. The interior of the piston
installer (piston ring compressor) before it is been used on the piston. The engine is as well turned with
a turning tool during the installation of the pistons.

Equipment and tools used: piston installer, and all the other tools used on the 13 th.

On the 15th, we installed shim, cylinder head gasket, spacer, and cylinder head.

Techniques and precautions taken: we first of poisoned the engine upright on a wooden. In the
installation of the cylinder head, we first installed the shim, followed by the spacer, the gasket and
finally the cylinder head. Because of the weight of the cylinder head, it was lifted by the fork lift during
installation.

Equipment and tools used: fork lift, torque wrench, ratchet, spanners, slings SIS, and a manual crane.

On the 17th, the engine operates on an overhead cam system, so the cam shaft was installed into the
cylinder head. Following this was the installation of the cam shaft gears and the other gears. We further
installed the injectors, valve bridges and rocker arms; we did valve adjustment (valve lashing) and
installed the valve cover base and valve cover.

Techniques and precautions: the rocker arms were installed according to their numbers and in the valve
adjustment, the engine is being turned to certain position for the adjustment of various valves and
injectors.

Equipment and tools: filler gauge, injector height adjustment gauge, turning tool and some of the ones
mentioned earlier on.

On the 20th, we installed the front and rear end housing covers, the water pump, the ECM, the oil cooler
the oil pump and the oil sump. We further installed two oil filters and two fuel filters.

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On the 21st, we installed the thermostat, the injector pump, fuel lines, harnesses, temperature sensor,
oil pressure sensor and speed sensor. We also installed the exhaust and intake manifold, the starter, the
turbo chargers and the electrical guys did the necessary wiring.

On the 22nd, we filled the engine with about 130 litters of oil. After this we connected pipes that runs to
a drum of fuel to the fuel lines of the engine and another pipe to the return line that runs to the same
drum. The manual pump was primed for the two fuel filters to be filled with fuel. At this juncture, the
engine was started for a test, but it didn’t automatically started, because the engine has to build up oil
and fuel pressure first to a certain level before it can finally start. After swinging the engine for about
three times, it finally started.

2.2.2 Equipment: dozer

Model: D9R

Make: caterpillar

Costumer: Sierra Rutile

Duration: 15th-22nd November, 2017

I was not much active in working on this machine because they worked on it at the same time we were
working on the C-32 engine for BCM. However, there were some days that we don’t have much work to
be done on the engine so we will help in working on the dozer to gain some experience.

On this machine I was fortunate to partake in installing hoses and clamps, installing fins on the dozer’s
radiator, installing the radiator on the machine, installing cylinders on the machine and in the
installation of the transmission.

Equipment and tools used: automotive crane, craw bar, torque wrench, ratchet, spanners, etc.

Between 4th and 6th December, 2017, we were engaged with cleaning the workshop where the Dozer
was overhauled and parking its old parts in appropriate places for proper space management and
material handling. The fork lift was mostly used.

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2.2.3 Equipment: Engine of an 800KVA generator
Model: C-32

Serial #: PRH02679

Make: caterpillar

Costumer: American Embassy

Duration: 7th-22nd December, 2017

From the 8th to the 9th of December, 2017, we disassembled the engine. We first detached the engine
from the frame and the generator and further on removed from it hoses before the engine was taken
into the workshop where it was totally disassembled.

On the 11th, we washed the cylinder block, front and rear housing, gears and gear shafts.

Techniques and precautions: in washing the parts, we used plastic gloves as a safety measure. For
proper cleaning of the parts, we used degreaser and shine paper and a blower to blow out dirt from
holes and places we cannot clean with our hands. We used pressure washer to wash the block and apply
kerosene to prevent the block and any other part we used water to wash from rust.

Equipment and tools: degreaser, shine paper, scraper, rages, pressure washer, kerosene, plastic gloves
and air compressor.

On the 12th, we installed the crank shaft, the main bearings on the main journals of the crankshaft and
the main bearing caps.

Techniques and precautions: the main bearings and caps were installed according to their numbers with
their arrows pointing towards the rear end of the engine. The bolts are torqued to a specified force and
an angle turning is done to a specified angle as indicated by the SIS (service information system). In using
the torque wrench in doing a very high torque, it requires a great amount of force. So to complement
the human force, the end part of the handle of the torque multiplier can be put into an iron pipe that
can create an extension of the handle. The handle should exactly fit into the pipe to avoid any form of
casualty. The torque wrench is always adjusted to the specific torque as the case may be. Angle turning
is done after torqueing. After knowing the angle to turn the bolt by, let say at 60 degree, a corner on the
bolt is marked with a marker and a point on the cap that will measure exactly 60 degree from that point
on the bolt will be marked and the bolt will be turned until the mark on the bolt is aligned with the mark
on the cap.

Equipment and tool used: marker, manual crane, torque wrench, chain sling, SIS, ratchet, iron pipe,
spanners, turning tool, screw driver and craw bar.

On the 13th, we installed the cylinder liners, water pump, oil pump, fuel transfer pump, front crankshaft
seal and the rear housing.

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Equipment and tools used: liner installer, seal installer and the above mentioned tools.

On the 14th, we installed the front housing, and washed the following parts: bolts, cylinder head, oil pan,
two cam shafts and some hoses.

On the 15th, we installed the exhaust manifold on the cylinder head and cleaned the oil pump together
with some smaller parts.

On the 18th, we installed the intake manifold and the cam shafts on the cylinder head. We also installed
the rear crankshaft seal and the flywheel.

Techniques and precautions: the crankshaft rear seal has to be installed first before ever the flywheel is
to be installed. The crane has to be used to lift the flywheel because of its weight. In installing the
flywheel one has to take note of the dowel that is on the crank shaft where the flywheel is to be
installed; the dowel has to enter into the corresponding hole on the flywheel for it to be properly
installed.

On the 19th, we installed the vibration damper. We also installed the piston together with the connecting
rod and the big end bearings on the big end journals of the crankshaft of the engine and the connecting
rod big end caps.

Techniques and precautions: the rings are first installed on the pistons. Oil is been applied on the piston,
the bearings, the journals and in the liners before the piston is being installed. Before oil is applied in the
liner, it is first of all wiped with workshop towel to prevent contamination. The pistons are installed by
taking note of the keys of the connecting rod big end placed in opposition to the cooling jet.

Equipment and tools used: piston installer workshop towel and the other tools that have been
mentioned before.

On the 20th, we rechecked the torque of the bearing caps of the connecting rod big end and check for
scratches on the liner walls; scratches on the liner walls are an evidence of a damaged oil ring. We
installed the cooling jets, the oil pump and the oil sump (pan).

Techniques and precautions: in checking the torque of the bolts, we will adjust the torque wrench to the
specified force and applied it on the bolt. If it was torqued, the wrench will produce a “tok” sound and
the bolt will not turn further at that particular adjustment of the wrench. Checking for scratches on the
walls of the liners is done by turning the engine with a turning tool. As the engine is being turned, the
pistons on which the oil ring is installed will be reciprocating up and down in the cylinder, in such a
movement of the pistons a damaged oil ring can cause a scratch on the walls of the liners. The damper
has to be lifted with the crane to the height it can be installed to the front end of the engine because of
its weight. Always, the piston has to be installed first before the cooling jet is installed to prevent it from
damage. When disassembling engines, if you have the intention of using the cooling jets again, likewise
in assembling, make sure you first of all remove the cooling jets before removing the pistons so as to
preserve the cooling jets.

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Tools and equipment used: chain sling, come along, crane, etc.

On the 21st, we installed the shim, the spacer plate, the gasket, the cylinder head, rocker arms and valve
cover base. We also timed the camshaft gears.

On the 22nd, we adjusted the injector heights and the valve lashing. We installed the valve cover, fuel
intake and return lines, harnesses, the ECM and the various sensors. The engine was then taken out of
the workshop to its frame and installed to the frame.

Tools used: filler gauge, injector height gauge, etc.

On the 27th December, 2017, we did cleaning around the area in the workshop where we rebuild the
engine. We also parked some of the necessary old parts in boxes for remand and sort out the new
unused parts to be retuned back to the ware house.

On the 28th December, 2017, we installed the DC alternator guard; we cleaned the radiator fan and
installed the fan guard.

On the 7th and 8th February 2018, we calibrated fuel sensors in the workshop for over one hundred
Orange Generators. These fuel sensors read the fuel level in the tanks.

Techniques and precautions taken: the sensor has four cables with about one meter hallow stem that
has small orifices; one at the top, at a position considered to give the maximum reading of the sensor
and one at the bottom. The positive and neutral cables of the sensor are connected to the positive and
neutral cable of a volt meter respectively through a connector. The negative cable that comes from a dc
battery that passes through the volt meter is connected to the negative cable of the sensor. Fuel (diesel)
is filled into a barrel of about 3cm diameter that is of the same height as the stem of the sensor. After
the setup, the stem of the sensor is deepen into the barrel filled with fuel and the negative cable is
touched at the top end of the stem of the sensor and allowed to be there for at least 20seconds. During
this period the fuel is expected to fill into the stem of the sensor through the orifices and the sensor will
give its maximum reading of about 188v when the fuel filled the stem to the maximum level. After the
20seconds, the cable will be removed from the stem and the stem will be raised from the fuel. At this
time, the fuel is expected to be drained from the stem and it will be giving its corresponding reading
until the minimum reading of about 10.5-10.8v is reached when the stem is finally empty of fuel. At this
reading, the sensor is considered calibrated. For accuracy sake, this can be repeated for the second time
to confirm the calibration. If this minimum reading is not achieved at the first attempt, you have to
continue touching the cable on the stem at random outside the fuel until the minimum reading is
achieved. If it can’t still be achieved by this, then you can start the process all over again and you keep
on trying and trying until you finally get the reading (10.5-10.8v). After the calibration, disconnect the
sensor from the battery and the meter and insulate the negative and the unused cable. Be careful not to
allow the unused cable and the negative cable to touch, this is to prevent the interruption of the
calibration.

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Equipment and tools used: bucket, barrel, connector, battery, volt meter, fuel, cables, crocodile clips,
screw driver, insulator tape and scissors.

2.3 WORK EXPERIENCE ON THE FIELD

Working on the field was honorable, especially for the name Mantrac has made to the outside bidders
when it comes to high quality delivery and performance. It gave me a sense of pride sitting in Mantrac
vehicle dressed in my full safety gears going through the town to costumer sites. I felt the pride of being
an engineer when I step down the vehicle with my tool box in the presence of many other people and
being part of a team coming to be faced with problem that has troubled the costumer so much. This
pride will increase whenever we succeed in tackling the problem (we succeeded in handling all the
problems we were faced with on the field).

However, working on the field can be more stressful especially when you are working for a rude or an
arrogant or a stubborn costumer. The stress can also come from your boss at the office who might think
you have taken more time than required to do the work. Stresses mostly come from the urgency of the
work, especially when you are out of idea at the moment.

During my stay at mantrac, I was fortunate to participate in some field works. Below are the experiences
I was able to gain from the field.

On the 24th November, 2017 the first engine we worked on in the workshop, C-32 engine of the 992k
wheel loader was taken to Grafton where we installed it on the wheel loader.

Techniques and precautions: the engine was positioned on the machine in its rightful position. The hoses
that run from the radiator to the engine were installed and the various frames and housings were
installed.

Equipment and tools: a mobile crane, chain sling, hooks, torque wrench, spanners, plier, hammer, craw
bar, ratchets and screw drivers.

2.3.1 Equipment: 800kva generator

Engine Model: 3508

Serial #: IFZ03477

Make: Caterpillar

Costumer: Dangote cement at Port Authority.

On the 18 December, 2017, on this date, we did trouble shooting on the above machine described
above for overheating of the engine.

Techniques and precautions taken: we connected the ET to ECM of the machine to get information on
the system and we also used a temperature gun to read the temperature of the suspected parts that can
be responsible for overheating of the engine. The temperature reading of the parts were normal,
indicating that they were not the cause of the problem, the ET as well could not give us information

10
concerning that. But it was later discovered that the cause of the overheating was a clogged radiator
which is a very common cause for engine overheating.

Equipment and tools: computer containing the ET and temperature gun.

2.2.3 Equipment: engine

Model: C6.6

Serial #: PK51589

Make: caterpillar

Costumer: Dangote Cement at Port Authority.

Days: 3rd, 4th, and 8th January 2018.

One week before the costumer consulted Mantrac, this machine was shut down. This engine is one of
the engines that operate the plant that sucks the cement from the ship. During these three different
days, we worked hard to get the engine run again.

Techniques and precautions: on the 3rd, we started the diagnosis. The injector pump was suspected to
be faulty due to the low fuel pressure that was noticed but after interchanging the injector pump from
the engine with the injector pump of another engine, the engine still couldn’t start but its injector pump
worked perfectly on the other engine, this indicated that the pump was not the cause.

On the 4th, we continued with our troubleshooting by electrically checking the relays and cables that are
responsible for controlling the fuel pressure and the opening of the injector nozzles. At this juncture, we
started seeing some light as we found a faulty relay which after we cleaned we started seeing high
pressure been developed at the fuel rail but the engine still couldn’t stat. later we suspected that the
injector nozzles were not opening as a result of a faulty ECM which is responsible the fuel control of the
injectors. We tried to flash and format the ECM but fortunately we couldn’t on that day.

Finally on the 8th, we brought the ET, which we connected to the ECM and got information from it about
the fuel rail but we ignored it. Later we decided to replace the fuel rail with the one from the other
engine. We came to this resolution when we noticed that the pressure of the fuel from the rail is not
enough to open the nozzles of the injectors. Fortunately when we did this the engine finally started.

On the 31st January 2017, we were also called upon for the same engine but this time for oil leakage; the
front housing cover seal was torn. We removed the cover and saw the torn seal and we mend with it
with a gasket maker and installed the cover again, the problem was solved.

On the 5th January, 2018, we went to one of the Orange sites at Mountain Cut II to do an inspection on
their generator with engine model GEP13.5 and serial number J5500660 for oil leakage. During the
inspection we found out that the engine was leaking through the base.

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2.2.4 Equipment: 16KVA generator
Engine model: 144164812

Serial #: U529150W

Make: Perkins

Costumer: Memdiamonds at Big Waterloo Street.

Days: 16th and 17th January, 2018.

We first did Pre Delivery Inspection on this generator on the 16 th. In doing PDI, we inspected the
following parameters, coolant level, belt tensioning, temperature reading, oil pressure reading, speed
reading, and voltage reading of the AC alternator and the DC alternator and the battery. When we did
this inspection every other parameter was ok except for the battery that was already dead. We even
have to use another battery to start the generator for us to carry out the other inspections.

On the 17th, we commissioned the machine. In commissioning almost everything been done during PDI
are repeated but only after the generator is being loaded to its expected capacity.

2.2.5 Equipment: generator

Engine model: GE11220

Serial #: VMPN05917

Make: Olympian

Costumer: Ecobank at Owe Street

On the 17th January 2017, we did inspection on the above described generator for coolant leakage and
we found out that the cause of the leakage was a faulty water pump. We advised the costumer to
replace the water pump.

2.2.5 Equipment: 800KVA generator

Engine model: C-32

Serial #: J5500660

Make: caterpillar

Costumer: American Embassy

Days: 8th and 23rd January 2018

On the 8th, we replaced a faulty DC alternator that was not charging the battery anymore with a
workable one.

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On the 23rd, we did Preventive Maintenance (PM) on the same generator. In doing PM, the following
elements are changed; oil filter, fuel filter, air cleaner filter and oil.

Techniques and precautions taken: before the oil is drained from the engine, if the machine has not
been in operation for about 10hours and above, the generator will be started and allowed to beat for
some minutes so as to allow the oil to be light to aid easy draining of the oil. After this the oil is drained.
The fuel filter, air cleaner and oil filters are removed and replaced with new ones. New oil is refilled into
the engine unto its maximum capacity. After installing the new fuel filter, the engine is primed by the
hand pump to fill the fuel filter with fuel. The engine will then be started and the necessary parameters
will be inspected and the engine will be shut down and the oil level will be checked again and refilled if
the oil level shoots down.

Equipment and tools used: filter belt, funnel, hose, manual pump, ratchet, spanners, etc.

2.2.5 Equipment: engine

Model: C4.4

Serial #: J1Z00999

Make: caterpillar

Costumer: Holland Ship Yard at Kanikay

Date: 22nd-23rd January, 2018

On the 22nd, we went to do inspection on the push rod and found out that they were bent. On the 23 rd
we replaced the push rods.

Techniques and precautions taken: the valve cover was removed and the rocker arms and the rocker
arm shaft were removed to get access to the push rods. The rods were replaced with new ones and the
rocker arms were installed and we did valve adjustment and installed the valve cover.

Equipment and tools used: filler gauge, Halen keys, etc.

CHAPTER THREE
3.1 MY FINDINGS AT MANTRAC SIERRA LEONE
1) Unlike most companies, Mantrac will never give bribe for them to be awarded contracts; they believe
in their quality service delivery and performance to attract contracts from costumers.

2) Safety is very key at mantrac a reason for which no one can be allowed to work in the workshop
without their safety gears.

3) Every morning before commencing work we will have a tool box talk where we will be given relevant
safety tips. During this meeting too, updates will be given on works done on the previous day or days as
the case may be by each team and the work plan for that day will be read out.

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4) After every work on the field the service engineer or technician will fill a service report form. The
original copy of the form will be left with the costumer and one of the duplicates will be taken to the
service admin.

5) Contracts are being given to other companies by mantrac for works that cannot be readily done by
them.

6) Within the company, there are Ghanaians that are considered to be expatriates to which much of the
major works of the company is given to them on contract bases.

7) There are readily available spare parts in the ware house. In cases where a part is not readily
available, an order can be placed by the ware house department almost immediately when the need
arises.

8) Motivating measures like awarding long term serving and hardworking staffs are adopted at mantrac.

3.2 RECOMMENDATIONS
The operations of Mantrac Sierra Leone are standardized and works are still ongoing for further
improvement. There has been existing a very cordial relationship between the company and the
University and it is no hidden secrete the company has been helpful in ensuring that the University
produces mechanical engineering graduates with practical and industrial experience by creating
internship opportunities for final honors 2 mechanical engineering students. However, I have the
following recommendations to make:

3.2.1 TO MANTRAC
1) Students under their mentorship should also be partaking of the trainings offered by the trainer to
the service engineers and technicians
2) Opportunities should be given to the service engineers and technicians to go to places like Mantrac
Ghana or Mantrac Nigeria who have got a lot of experience in working on Caterpillar machinery for
them to tap into their experience and also go through some trainings there.
3) The trainings offered by the service trainer should not be compromised for work.
4) The company should develop a restaurant and run it on a cost recovery system so that it will give its
employee access to quality food and prevent workers from asking Manika to be moving in and out
of the in search of food especially when he will be having some other important works to do.
5) Mantrac should see giving students internship opportunities as their corporate social responsibility
towards education in the country.
6) The company should respond to internship letters on time so as to allow the students to have more
time with them before they return to the university for their final year lectures

3.2.2 TO THE UNIVERSITY

1) They should ensure that students are exposed to practical experiences at the faculty workshop
during their time of studies in the engineering faculty.
2) The department should find ways of giving more time to the students during their internship before
returning for lectures

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3) They should ensure that students in the faculty are placed for industrial attachment and must be
requirement for graduation.
4) The university should lobby around the government to make it a policy for all industries to creat
internship opportunities for students.

3.3 CONCLUSION
The three months period I spent at Mantrac was really challenging but very educative. I was able to
gather experiences around the relationship among the senior, intermediate and junior staffs as well as
what is expected of staffs from their bosses. At the end of the internship I was able to gain some
practical knowledge about engines and some work life experience after university.

At this juncture I must say thanks to God almighty, to the staffs and management of mantrac and the
lecturers and the Head of Department of the Maintenance and mechanical department of the faculty of
engineering, Fourah Bay College.

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