Maintenance Engineering Assignment by Waqas Ali Tunio (Nov. 6th, 2010)

8/8/2019 Maintenance Engineering Assignment by Waqas Ali Tunio (Nov. 6th, 2010)

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Maintenance Engineering Assignment By Waqas Ali Tunio

Department of Mechanical Engineering, QUEST, Nawabshah Pakistan (www.aliwaqas.tk)

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MAINTENANCEENGINEERING

ASSIGNMENT

BY WAQAS ALI TUNIO

(07ME34)

SUBMITTED TO

SIR ZAHEERUDDIN

MEMON SAHAB

DEPARTMENT OF

MECHANICAL ENGINEERING

QUAID-E-AWAM

UNIVERSITY OF

ENGINEERING, SCIENCE

& TECHNOLOGY,

NAWABSHAH - PAKISTAN


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COUPLING

MAINTENANCE

When it comes to coupling maintenance

attention to detail is the key. Depending on the

style of coupling, putting in the extra time is

crucial to getting maximum life and

performance. Insert and elastomeric style

couplings can be viewed with a strobe and

require little maintenance, if any. However, grid

and gear in addition to spool types may need a

little extra attention.

If a coupling is only lubricated and not parted,

things may get worse. When conducting

coupling maintenance it is necessary to partially

disassembled in order to remove as much of the

old lubricant as possible. Inspect the

components for signs of wear, looking for

indications of improperly aligned equipment.

Pre-lube the sliding surfaces of the coupling,

ensure that components have the required

freedom of movement prior to reassembly.

Proceed with manufactures recommendations

on lubrication of a new coupling. By following

this routine you may extend the life of your

couplings and increase reliability.

Coupling maintenance is generally a simple

matter, requiring a regularly scheduled

inspection of each coupling. It consists of:

Performing visual inspections,checking for signs of wear or fatigue,

and cleaning couplings regularly.

Checking and changing lubricantregularly if the coupling is lubricated.

This maintenance is required

annually for most couplings and more

frequently for couplings in adverse

environments or in demanding

operating conditions.

Documenting the maintenanceperformed on each coupling, along

with the date.

Even with proper maintenance, however,

couplings can fail. Underlying reasons for

failure, other than maintenance, include:

Improper installation Poor coupling selection Operation beyond design capabilities.

The only way to improve coupling life is to

understand what caused the failure and to

correct it prior to installing a new coupling.

Some external signs that indicate potential

coupling failure include:

Abnormal noise, such as screeching,squealing or chattering

Excessive vibration or wobble Failed seals indicated by lubricant

leakage or contamination.


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CLUTCH

MAINTENANCE

Clutches are prone to routine beatings and

need to be checked and maintained on a

regular basis. Clutch parts wear at different

rates depending on the riders style and riding

conditions. Here are a few basic tips that

anyone with a torque wrench can easily handle.

1. Lets look under the hood: Start by either

draining the engine oil, or laying the bike on its

side (if you prefer to change the oil after

working on the clutch). Drop the rear brakepedal by removing the screw holding it in place.

Remove the clutch cover bolts and pop the

clutch cover off. Careful not to damage the

gasket.

2. Remove the center clutch screws and springs.

You can now remove the pressure plate and

access all the clutch fibers and drive plates.

3. Inspect the clutch fibers and drive plates. The

service manual will give you minimum thicknessspecifications. If the plates are black and visibly

shot, play it safe and replace them. The steel

drive plates can warp when overheated. Inspect

them for warp age by laying them on a flat

surface such as a piece of glass.

4. Inspect the clutch basket for notches on the

sides of the tangs. A well maintained basket

should have smooth tangs. Notched tangs

inhibit smooth clutch operation and can keep

the clutch from functioning properly. The die

cast aluminum baskets wear easily. Investing ina good aftermarket clutch basket will improve

clutch feel, extend basket life, and improve oil

flow through the clutch. Forgings are tougher

and lighter than billet parts due to grain flow in

the material that is aligned to the features of

the part.

5. Inspect the inner clutch for notches on the

sides of the drive splines. Like the clutch basket,

the inner clutch can become notched after

time. If the drive splines are notched badly,

replace the inner clutch. The OEM innerclutches are relatively inexpensive, but

aftermarket inner clutches like the Hinson will

offer the same benefits as an aftermarket clutch

basket.

6. If either the clutch basket or the inner clutch

need replaced, you will need to remove the

center nut from the transmission shaft that

holds the inner clutch in place. An impact

wrench works best for removing this nut.

However, if you dont have an impact wrench,you will need a special tool to hold the inner

clutch while you remove and install the center

nut. DO NOT jam something in-between the

inner clutch screw bosses to try and hold it.

They WILL break off.

7. Assemble the clutch by first putting the

basket on the shaft. MAKE SURE it drops down

onto the shaft all the way. There are 2-3 gears

that have to line up with the back of the clutch

basket, so make sure everything meshes and

the basket drops all the way onto the shaft. A

splined washer goes on next, and then the inner

clutch hub. The retainer washer goes on after

the inner clutch, and finally the retainer nut.
https://www.cyclepedia.com/amember/go.php?r=114&i=l64http://shop.thumpertalk.com/oem.asp?Click=38334http://shop.thumpertalk.com/SearchResults.asp?Cat=852&Click=19938Hinsonhttp://shop.thumpertalk.com/SearchResults.asp?Cat=852&Click=19938Hinsonhttp://shop.thumpertalk.com/oem.asp?Click=38334https://www.cyclepedia.com/amember/go.php?r=114&i=l64


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While holding the inner clutch with the special

holding tool, torque the center nut according to

the torque spec in the service manual. (I usually

snug the nut back on with the impact wrench,

but this is NOT recommended, as you run therisk of over torquing and stripping the

nut/shaft.)

8. Soak the new clutch plates in oil and then

install them into the clutch. Always start with a

fiber, and then alternate steel, fiber, steel, fiber,

until you end with the last fiber. The clutch

plates should stack up to about the same height

as the top of the clutch basket.

9. Return the lifting post to its proper location

in the end of the transmission shaft. Then install

the pressure plate, followed by the clutch

springs and bolts. Torque the spring bolts to the

proper specification.

10. Install the clutch cover and torque the bolts

to the proper spec. Lastly, install the brake

pedal.

11. Ensuring the clutch cable is adjusted

properly can have a large effect on the life span

and operation of the clutch. The general rule is

a nickels worth of play at the lever.

Maintaining a clutch is not very complicated,

but can have huge benefits to ensuring your

ride or race is fun and trouble free. Torquing all

the bolts according to the specs in the service

manual is the most important step. Buy a good

torque wrench and go for it!


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MAINTENANCE OF

ELECTRICALEQUIPMENTS

BATTERY MAINTENANCE

Battery Maintenance is an important issue. The

battery should be clean. Cable connection

needs to be clean and tightened. Many battery

problems are caused by dirty and loose

connections. Serviceable battery needs to have

the fluid level checked regularly and only at afull charge. The fluid level will always be higher

at a full charge. Distilled water is best; tap water

is loaded with chemicals and minerals that are

harmful to your battery, but not as bad as any

water. Don't overfill battery cells especially in

warmer weather. The natural fluid expansion in

hot weather will push excess electrolytes from

the battery. To prevent corrosion of cables on

top post batteries, use a small bead of silicon

sealer at the base of the post and place a felt

battery washer over it. Coat the washer with

high temperature grease or petroleum jelly

(Vaseline). Then place cable on post and

tighten, coat the exposed cable end with the

grease. Most folks don't know that just the

gases from the battery condensing on metal

parts cause most corrosion.

The quickest way to ruin lead-acid batteries is

to discharge them deeply and leave them stand

"dead" for an extended period of time. When

they discharge, there is a chemical change in

the positive plates of the battery. They change

from lead oxide when charged to lead sulfate

when discharged. If they remain in the lead

sulfate state for a few days, some part of theplate does not return to lead oxide when the

battery is recharged. If the battery remains

discharged longer, a greater amount of the

positive plate will remain lead sulfate. The parts

of the plates that become "sulfated" no longer

store energy. Batteries that are deeply

discharged, and then charged partially on a

regular basis can fail in less than one year.

Check your batteries on a regular basis to be

sure they are getting charged. Use ahydrometer to check the specific gravity of your

lead acid batteries. If batteries are cycled very

deeply and then recharged quickly, the specific

gravity reading will be lower than it should

because the electrolyte at the top of the battery

may not have mixed with the "charged"

electrolyte. Check the electrolyte level in wet-

cell batteries at least four times a year and top

each cell off with distilled water. Do not add

water to discharged batteries. Electrolyte is

absorbed when batteries are much discharged.

If you add water at this time, and then recharge

the battery, electrolyte will overflow and make

a mess.

Keep the tops of your batteries clean and check

that cables are tight. Do not tighten or remove

cables while charging or discharging. Any spark

around batteries can cause a hydrogen

explosion inside, and ruin one of the cells, and

you.

It is a good idea to do an equalizing chargewhen some cells show a variation of 0.05

specific gravity from each other. This is a long

steady overcharge, bringing the battery to a

gassing or bubbling state. Do not equalize

sealed or gel type batteries.

With proper care, lead-acid batteries will have a


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long service life and work very well in almost

any power system. Unfortunately, with poor

treatment lead-acid battery life will be very

short.

FACTORS AFFECTING BATTERY LIFE

OVERCHARGING

It severely corrodes positive plate grids which

weaken and finally disintegrate. Overcharging

decomposes electrolyte into hydrogen and

oxygen which causes excessive concentration of

the electrolyte because of loss of water from

the mixture of the battery fluid. This damagesthe plates and separators. High temperatures

also show adverse effects on plates, separators

and container. Excessive gassing creates the

possibility of the active metal blowing away

from the plate surface and fine acid spray

escaping from the battery.

UNDERCHARGING

Perpetual undercharging results in sulphation of

plates and running down of cells. Sulphate

deposits are also seen on cell separators, which

leak through and create short circuits between

positive and negative plates. Undercharging

also leads to buckling of plates.

IDLE BATTERY

If left idle and self-discharge takes place,

sulphation is observed on battery terminals.

Sulphation of the battery kills battery life

sooner than normal.

HIGH SPECIFIC GRAVITY

High SG destroys positive and negative platesand also reduces battery life.

IMPURE WATER TOP-UP

Impure water introduces impurities in the

battery every time it is added. Iron and chlorine

attack the plates causing to shorten their

overall life. Chlorine bleaches separators which

is harmful.

NEGLIGENCE IN WATER TOP-UP

The concentration of the acid increases due to

less amount of water and so damages are borne

by the plates and separators. The plate areas

above the electrolyte level get hard and lose

capacity.

An effective motor maintenance program

boosts productivity, reduces unnecessary

downtime, maximizes motor efficiency, and

saves dollars.


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MAINTENANCE

FOR MOTORUnscheduled downtime in modern plant

operations results in high costs and possible

loss of business. That's why a well-planned

preventive maintenance program is key to

dependable, long-life motor operation.

However, a preventative maintenance program

for motors won't work if you don't have the

proper test equipment, tools, and training for

the process. When developing a plan, consider

the equipment you'll need, and allow adequate

time for performing inspections andmaintaining accurate records.

A variety of maintenance methods may apply

for each type of motor, controller, or related

equipment in your facility. You should choose

the best methods for your facility and then

determine how best to apply those methods.

For example, consider whether you should

check for possible bearing trouble on a motor

by feeling components for high temperature

and listening for unusual sounds, or installing

temperature-monitoring devices and making

inspections using a stethoscope or an infrared

scanner. The following presents basic guidelines

to follow when implementing an effective

motor maintenance program.

MOTOR MAINTENANCE

Lubricate regularly according to manufacturer's

instructions. On sleeve bearings and other oil-

lubricated machines, check oil reservoirs on a

regular basis. For example, in poor

environments, change oil at least once a month.

Never over-lubricate; excess grease or oil gets

into windings and deteriorates insulation. Be

sure to use only the lubricant specified for the

machine in question. However, check into the

possibility of using modern lubricants, which

have excellent life and lubricating qualities.

On essential motors, or those you frequently

duty cycle, check bearings daily (or at least

weekly) using a stethoscope, infrared scanner,

or vibration analyzer. Check bearing surface

temperature with a thermometer, electronictemperature sensing device, or stick-on

temperature indicating labels. Compare the

temperature of hot bearings with the

temperature of normally operating bearings.

Check oil rings and keep an eye on excessive

endplay.

Check air gap between the rotor and stator with

feeler gages at least annually. Make the

measurements at the top, bottom, and both

sides of the stator. Differences in readings

obtained from year-to-year indicate bearing

wear.

CHECK BELT TENSION

Belts should have about 1 in. of play. Be sure to

firmly seat sheaves with little or no play.

Couplings should be tight within tolerances, and

should operate without excessive noise. You

should make an alignment check on all motor

gensets and motor-load couplings when you

suspect trouble.

Inspect brushes and commutators of DC motors

for excessive wear. Be sure all brushes are of

the proper type, hardness, and conductivity and

that they fit properly in brush holders. Check

spring pressure of brush holders with a small

scale. In most instances, pressure should be 2 to

2.5 lb/sq in. of brush cross-sectional area. Call

manufacturers or a service company to solve


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recurring problems of brush chatter, excessive

brush wear, sparking, streaking, or threading of

commutator.

Check mounting of motors regularly. Inspectmounting bolts and steel base plates for

possible warping and concrete base plates for

cracking or spalling. Annually, perform vibration

analysis tests. Excessive vibration may be hard

to detect by hand; but it could be enough to

shorten motor life significantly. You can

accomplish field vibration analysis with portable

instruments that identify vibrations and display

their amplitudes and frequencies. Then, you can

identify and correct the source of the problem.

Keep the motor clean and cool. In dirtyoperating environments, blow out dirt with dry

compressed air (no more than 50 lb) as often as

needed. In high-temperature locations where

high reliability is a priority, consider the use of

oversized motors. Excessive ambient

temperatures will shorten motor life. Pull and

disassemble important motors during

summer/holiday shutdowns for a thorough

inspection, testing, cleaning, check of bearings,

couplings or accessories, or complete

reconditioning.

KEEP ACCURATE RECORDS

Perform annual insulation-resistance tests and

other appropriate test. You should also visually

inspect important motors, as well as perform

voltage and current checks. Record and

compare all values each year. The trend of the

readings indicates the condition of the motor

and offers a guide to its reliability. Motor

control maintenance. Keep control equipment

clean. In dirty operating environments, blow

out dirt weekly, otherwise a quarterly or

semiannual cleaning should be adequate.

Check operation of contactors and relays by

hand, feeling for any binding or sticking. Moving

parts should operate without excessive friction.

Look for loose pins, bolts, or bearings. If the

control is dirty, wipe or blow it clean.

Check contacts for pitting, and signs of

overheating such as discoloration of metal or

charred insulation. Make sure contact pressure

is adequate (see the manufacturer's

specifications) and is the same on all poles.Watch for frayed flexible leads.

On essential controls, perform contact-

resistance tests with a low-resistance

ohmmeter on a regular basis. Proper contact

resistance should be about 50 micro-ohms.

Record the readings for future comparison to

identify trends.

Inspect, clean, and check overload relays for

proper setting. In general, maintenance

requirements for these relays include checkingthat: the rating or trip setting takes into account

ambient temperature as well as the higher

inrush currents of modern, energy-efficient

motors; contacts are clean and free from

oxidation; the relay will operate dependably

when needed.

To ensure reliable operation, test and calibrate

relays every one to three years. You can use

special equipment to perform these tests, such

as OL-relay testers.


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MAINTENANCE

FUNCTIONS

Aviation companies, educational facilities, local

governments and commercial property owners

often hire maintenance supervisors to oversee

their repair departments. Maintenance

supervisors direct staff in the maintenance of

buildings, equipment and vehicles, including the

installation and repair of cooling, electrical,

heating, plumbing and other related mechanical

systems. In addition to the technical and safety

requirements, maintenance supervisor training

should include accounting, budgeting,

marketing and human resource management.

SKILLS

1. General maintenance supervisors must havebroad technical repair knowledge. Abilities vary

by field, but can include carpentry, parts

fabrication, masonry, welding and wiring.

Maintenance supervisors must also know how

to read blueprints, diagrams or schematics.

They need to use time management techniques

to coordinate a maintenance schedule and

management skills to effectively lead the repair

staff, including communication and conflict

mediation. Some companies may require

maintenance managers to develop and

maintain a budget that considers supply and

labor costs.

ON-THE-JOB TRAINING

2. Many maintenance supervisors advance to theirposition by first working entry level

maintenance jobs. There they learn the

technical skills necessary to advance to a

management position. Entry-level maintenance

workers learn troubleshooting techniques,

maintenance routines and tool usage. This

training gives workers the underlying

mechanical and procedural knowledge

necessary for a maintenance supervisor

position.

SCHOOLS

3. Technical schools and community colleges offertraining in repair and maintenance techniques.

While a degree is not required for a

maintenance position, an associate's degree

or education certificate such as the Industrial

Maintenance Technician Certificate fromMarion Technical College will help a candidate's

credibility. Formal courses in business practices,

particularly accounting, leadership and human

resources, may be required for a maintenance

supervisor position. Colleges and universities

often offer these business classes afterhours

MAINTENANCE TRAINING

MAINTENANCE SUPERVISOR TRAINING

SHOULD INCLUDE LEADERSHIP AND

COMMUNICATION SKILLS FOR

EFFECTIVE STAFF MANAGEMENT.


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and at a discounted rate for nontraditional

students.

CERTIFICATES

4. According to the U.S. Bureau of Labor Statistics,certification through the International

Management Institute (IMI) may increase

advancement opportunities for maintenance

supervisors and workers. The IMI offers the

highest industry standard certification, the

Certified Maintenance Manager. Certification

coursework covers technical skills along with

mathematics and troubleshooting.

CONTINUING EDUCATION

5. Organizations such as the IMI, the Society forMaintenance and Reliability Professionals

(SMRP) and the Association for Maintenance

Professionals (AMP) offer workshops and

conferences for advanced maintenance

supervisor training. SMRP workshop topics

include business management, manufacturing

process reliability, equipment reliability, people

skills and work management.


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ENVIRONMENTAL

MEASURES

INCREASING ENERGY EFFICIENCY

One of the most straightforward ways to cut

carbon is to improve energy efficiency. The idea

may be blindingly obvious the lower your

consumption, the smaller your emissions but

as one Inner Mongolian coal mining operation

recently demonstrated, it

is also highly effective.

The upshot of this is lower

fuel usage and

significantly reduced

greenhouse gas emissions,

along with smaller

maintenance and repair

costs and less spillage on

the haul roads.

GREEN OPTIONS

Ever since the diesel engine rose to prominence

in the mining industry, emissions have been the

focus of some concern, though initially most of

these were more about particulates and their

effect on industrial health than the

environment.

More recently, contemporary concerns on

issues of pollution and fossil carbon release

have encouraged many mining companies to

examine diesel usage and explore the potential

of a range of alternative fuels. For coal mines atleast, however, it is the growing trend towards

gas-fired cogeneration that perhaps holds the

most immediate potential.

Not only can cogeneration provide on-site heat

and power but it also helps minimize the obvious

explosion danger and the more insidious

environmental threat posed by releasing

methane to the atmosphere a gas with more

than 20 times the greenhouse potential of CO2.

Such results highlight the importance of a fulllifecycle assessment to identify such specific hot

spots, if any emission reduction is going to

stand a chance of being meaningful. With much

of mining and mineral processing predicted to

face the specter of future increases in

greenhouse gas emissions as ore grades fall,

knowing where to channel your efforts and

where emerging technologies can help will

inevitably become

increasingly vital.

CARBON INNOVATION

The mining industry is no

stranger to technological

innovation. Developments

in catalysts and other

advanced diesel engine

technologies will, for

instance, undoubtedly

offer carbon-savings for

loading and hauling applications, while the newgeneration of high-pressure rolls and stirred

mills will do the same for grinding operations.

A whole innovative wave of upgrades,

improvements and energy efficiencies await

their role in the future of carbon-compliant

mining but on the global stage it is perhaps with

carbon capture and storage that the industry

may be best placed to take a major lead.

Described by the Australian Coal Association as

"one of the most promising long-term solutions

for reducing global greenhouse gas emissions,"

the underlying idea behind carbon capture and

storage could hardly be simpler: capture the

CO2 from coal-fired power plants and other

large, fixed sources, transport it somewhere

safe and then store it deep underground -

permanently.


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SUGGESTIONS

Alhamdulillah, the course syllable is very

balanced covering all possible major topics, also

teaching methodology, but as nothing is perfect

and theres always room for improvement, so

following areas may be of improvement, which I

observed during the class.

CURRICULAR

Alhamdulillah the curricular taught was very

much balanced and general, giving in-depth

knowledge of the subject.

Possible suggestion could be that Chain-

Sprocket topics should not be taught generally,

rather make them specific. When the term

Chain-Sprocket was pronounced, most of

guys used to limit it to one bicycle only.Advanced and overall applications of that

power transmission system may be first taught

in detail.

TEACHING

Alhamdulillah, the teaching methodology has

been truly exceptional, to me at least. This was

the only subject where every student was more

than involved and class discussion has been a

real confidence booster. Honestly speaking, I

have benefitted from class discussion a lot forwhich I am very thankful to Sir Zaheeruddin

Memon Sahab for providing such a conducive

learning environment. I gained the confidence

to speak with my natural LOUD vocals in class,

and thats why I will always cherish all four

subjects which he taught, the reason was that

such class discussion compelled to brainstorm

and then speak, something which has helped in

lot of ways.

The teacher encouraged sharing personal

industrial experiences, which was also very

Apart from that I used to match the topics

demanded me to express the real-time

industrial experiences that I have had during my

three internships at TSML, FFBL and BOPL

respectively, even that proved very handy.

AREA OF IMPROVEMENT

STUDENT INTERRUPTION SHOULD BE

STOPPED

Only thing which I observed in all four subjects

ofSir Zaheeruddin Memon Sahab was that

when any student is speaking, the so-called

good students used to interrupt at small

intervals, disturbing the tempo and mind-set of

the student speaking and trying to degrade him.

Everyone had the chance to speak, if someone

finished then other student should have been

allowed, and those who interrupt should have

been strictly dealt, else those who spoke

everyday will try not to speak, as foul practiceof disturbing was always on.

My personal experience was that whenever I

spoke, few selected guys used to disturb, the

only reason what I can see was that they were

unable to digest the facts which I exposed in

class, beyond their level of thinking and little

knowledge, and mostly my points proved their

statements wrong in-front of the whole class,

so the only thing they could do was to disturb

me by various means, and they were not

compelled by the teacher to remain silent.

Result was that I was always made to deviate

from the real point. In future, at least this

practice should be STOPPED and everyone

should be given fair chance.


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WHY TO PROVE WRONG POINTS MADE BY

OTHERS?

Discussion should be on the topic, rather than if

a student makes an statement and then the

teacher turns to other student and ask him to

prove the statement of the first student, so that

was more than harsh, because what I saw that

mostly guys never knew of what is happening in

the industrial backyards, and then other was

made to prove a wrong point which an student

made earlier.

One example from my personal experience

Once, a student said that theres no need of

lubrication between Bearing and the Shaft. So,

when I stood up, I told that lubrication between

bearing and shaft in very critical, and its the key

to reliable operation of the shaft, the teacher

said that the other student has claimed that

theres no need of lubrication. I

straightforwardly said that why should I start

proving wrong points made by others?

Moreover I said that such students in-order to

show off in class are making wrong points, and

if they continue doing that, same theyll do in

field, ultimately defaming the image of theuniversity.

In fact, the teacher should himself indicate at

the very moment when any wrong point is

made, otherwise if the class discussion stops

without its clarification, therell be students

wholl consider wrong points to be right.

Documents

Maintenance Engineering Assignment by Waqas Ali Tunio (Nov. 6th, 2010)