TROUBLESHOOTING

REVISION HISTORY
Rev. A Description Initial Release ERO/ECN # 056802

REVISION HISTORY PAGE

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TROUBLESHOOTING
SYMPTOMS AT OPERATOR'S CONTROL CONSOLE
The first indication of a malfunction will probably be noted at the Operator's Control Console. Status and Alarm lights in the Console provide information on system conditions. In addition, the operator will immediately be aware of abnormal response to his controlling actions. The symptoms as witnessed at the Control Console can be most useful as guides in identifying the specific cause of a malfunction. A number of such symptoms are listed below together with crossreferences to other sections in this manual where detailed explanations are presented.

A SELECTED ASSIGNMENT IS NOT COMPLETED

Completion of an Assignment is only possible when certain conditions exist. These conditions are covered in LOAD ASSIGNMENT THE NECESSARY CONDITIONS, in Section 4. Before searching for apparatus or wiring failure, be certain that the proper operating rules have been observed. Is the throttle fully OFF and is there no other SCR still assigned to this load? The entire control and assignment system operates at 120 VAC. This is converted to DC by bridge rectifiers at each power contactor. With 120 VAC into the bridge, there should be approximately 110 VDC output to the contactor coil. A bridge failure or open coil will effectively block completion of an assignment.

CONTROLS ARE INOPERATIVE

This indicates that Control Power (AClAC2) is not available. See LOAD ASSIGNMENT CONTACTORS, in Section 4, for details.

NO RESPONSE TO A THROTTLE
If there is proper throttle signal input at TB3-15 is common) in the SCR cubicle, there is no problem in the Operator's Control Console. The SCR Control Module may be defective but before reaching this conclusion, verify that an Enable signal is present on one of the Enable inputs (120 VAC, AC1, at TB3-8, 9, 10 or 11). With Throttle and enable present, the SCR Control Module should function but other factors may still block DC output. See TROUBLESHOOTING SCR CONVERTER AND CONTROLS, in this Section.

COMPLETE SHUT-DOWN OF SCR SYSTEM

The Emergency Shutdown switch at the operator's Control Console and at the SCR Service Cubicle initiate such interruption of DC power. Accidental operation of either pushbutton switch could obviously be the cause. If the Control Console is pressurized and the panel is opened this will break the AC control power and have the same effect. An inadvertent closure of the two-wire circuit to the two switches, at a TB or in the cable and wiring, could also be responsible. See CONTROL POWER AND BASIC CONTROL CIRCUITS, in Section 4, for circuit details.

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9-2 NO RESPONSE TO A THROTTLE (Concluded) If throttle signal is not reaching TB3-15, there may be a break in the circuit to the Operator's Control Console or a malfunction in the Console. See OPERATOR'S CONTROL CONSOLE THROTTLE CIRCUITS, MANUAL AND FOOT (in Section 7) for Control Console circuit details. The throttle circuit from the Control Console also includes assignment switching as explained in THROTTLE SWITCHING (in Section 4). 4. There is a problem in SCR gating. If item 3 is responsible, the Power Limit indicating light will be illuminated. This means that the AC generating equipment on-line is being crowed to its limit. If another unit is available, it should be brought into service, if not, the problem may be relived by reducing power as much as possible to other loads. Problems with the SCR bridge are covered in TROUBLESHOOTING SCR CONVERTER AND CONTROL (in this section).

ABNORMAL THROTTLE ACTION

The systems should respond smoothly to the throttles. If this is not obtained, in any way, there may be an intermittent electrical contract or, most likely, a mechanical problem in the throttle potentiometer. The foot throttle, as used in some applications, utilizes a sequence of switching closures for step type control. The actuating linkage and the switches must be checked. Throttle circuits in the Control Console are covered in OPERATOR'S CONTROL CONSOLE THROTTLE CIRCUITS, MANUAL AND FOOT (in Section 4) and throttle assignment switching in THROTTLE SWITCHING (in Section 4).

LOSS OF SCR OUTPUT

A blown fuse at the SCR bridge stops all gating and bridge action. When this occurs, there will be a SCR alarm indication but no interruption of the DC power circuit assignment. When an SCR is powering two or three motors on one load, the load sharing between motors is monitored with Current Amplifier modules (CA), as explained in MOTOR CURRENT MEASUREMENT AND USE OF THE CURRENT AMPLIFIER, in Section 4. If an excessive motor current mismatch develops, the CA relay operates and causes the assignment contactors to open. Enable signal to the SCR Control Module is also removed so SCR in ON will remain steadily illuminated. If the main Circuit Breaker in the SCR cubicle is tripped, all SCR action terminates and the DC assignment contactors will also open. The SCR status light will go dark.

SCR POWER OUTPUT BELOW NORMAL

If expected DC output from the SCR is not obtained, there could be one of several reasons: 1. The current limit (CL) has been set too low for the Enable in use and the load. 2. Full 10 volts of throttle signal is not reaching the SCR Control Module. 3. Overload Limit circuitry is active and causing phase-back of the SCRs.
TROUBLESHOOTING
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POWER LIMIT INDICATION

The Power Limit Indicating Light will illuminate when the Power Limit circuit is active. This action starts when any engine/generator set is loaded to 100% of
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9-3 its preset KW or KVAR limit. Setting of these limits is covered in METERING MODULE OPERATION AND CALIBRATION (in Section 2). Output of the Power Limit module causes a phase-back in the SCRs and thus limits the power and current they can draw. In this way, the AC generating units are protected from overloads that would cause damage or shutdown. The illuminated light indicates that the limit is functioning (see also SCR OUTPUT BELOW NORMAL, in this section) but does not necessitate any immediate operator response. Occasional illumination of this light is acceptable if it only occurs momentarily when a heavy load is started or changing speed. Prolonged illumination indicates that the engine/generator sets are being operated continuously very close to their absolute limits. Another generating unit should be brought on line to pick up part of the load. As noted in SCR OUTPUT BELOW NORMAL (in this section) there may be an undesirable DC power limitation when Power Limit is active. proper performance of major equipment. For example, failure of oil supply or cooling air can be disastrous. Alarm connection points are shown on logic diagrams, cubicle wiring schematics, auxiliary motor controllers, etc.

SCR ALARM
A SCR Alarm condition exists when the SCR-ON light is flashing. One of these for each SCR Cubicle is located on the Status Panel at the SCR Service Cubicle and another on the Operator's Control Console. This alarm indicates that an SCR fuse has blown or the SCR bridge has reached maximum, safe operating temperature. The blown fuse situation is covered in LOSS OF SCR OUTPUT (in this section). Overtemperature of the heatsinks in the SCR may be due to blower failure, obstruction in the path of the cooling air or build-up of foreign material on the heat sink surfaces. The condition must be rectified to prevent destruction of SCRs from excess temperature in the Silicon crystal.

GENERAL OR SYSTEM ALARM

As covered in ALARM PANEL (AP) (in Section 3), the Alarm Panel is the gathering point for alarm indications from critical points in the entire system. Any alarm input (one channel) results in a flashing light indication for that channel and a "General Alarm". The latter is primarily to assure operator attention to the abnormal condition, it monitors all alarm inputs.

ABNORMAL RESPONSE TO CONTROLS

If proper continuity of the main AC 1 and AC2 lines is broken, there may be some rather confusing response to the operator's controls. This is explained in more detail in CONTROL POWER AND BASIC CONTROL CIRCUITS (in Section 3). With solid AC supply, each function will respond on a "GO/NO GO" basis and, any failure to respond can be traced in sequential manner from AC 1 to AC2. The AC Control power lines must be suspect if there is a departure from proper response or in voltage reading when checking circuits.

GENERAL OR SYSTEM ALARM

The source of the alarm signal can be identified at the flashing light. Any alarm should have prompt attention. Many alarms are associated with the operation of auxiliary equipment that is essential to
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TROUBLESHOOTING ENGINE/GENERATOR CONTROLS

Each engine and connected generator is controlled from its Generator Control Cubicle and by three modules in the Generator Control card rack. The Governor Module controls engine speed and power (KW) loading when operating in parallel. Controls on its front panel are selection of start/ stop functions and for speed adjustment. Details are covered in GOVERNOR MODULE AND RELATED ELEMENTS (in Section 2). The Voltage Regulator Module controls AC voltage output from the generator and current loading when operated in parallel. A single control on the front panel is for AC voltage adjustment. This module is covered in VOLTAGE REGULATOR MODULE AND RELATED ELEMENTS (Section 2). The Metering Module (extreme left in the card rack) develops signals that are used in the Governor and Regulator modules to support or guide their control functions. It also detects unacceptable conditions and provides output commands for protective purposes. For details on this module see METERING MODULE AND RELATED ELEMENTS (in Section 2). The foregoing comments are general orientation. Material that follows in this section is related to specific symptoms of malfunction and the possible causes. Wherever possible, a reference is given to the manual material where details are presented.

1. Is a control input signal reaching the engine actuator? While cranking, there must be a DC signal, of proper polarity, and approximately full throttle level (the order of 10 volts) to force fuel injection. 2. If a control signal is present, is the actuator responding and moving the fuel rack to its open position? 3. If no actuator signal is present and one can be measured at the card rack (TBL24 & 25), check for AC signal from the magnetic Pick-up on the engine (TB2-26 & 27). With the engine at cranking speed, there must be at least 1.0 volt AC before the Governor module can deliver actuator signal. This AC can be read with a low range VOM test meter. 4. Confirm that there is no alarm light illuminated on the metering module. If an engine shutdown was initiated by an alarm condition, this alarm will remain latched until reset and will prevent engine starting. (See METERING MODULE AND RELATED ELEMENTS, in Section 2.) 5. If no Actuator Signal is developed with the foregoing conditions satisfied, the Governor module is probably defective. Before a final decision, confirm that proper battery power is reaching the card rack (TB 1-25, 26 & 27). An absolute minimum of 11 volts is necessary for each polarity. (See BATTERY OPERATIONS, in Section 2.) 6. Failure to start with Actuator Signal at the engine establishes that there is a problem in the fuel delivery system.

ENGINE WILL NOT START

The Engine Control Switch is set on IDLE and cranking power is applied. The engine does not start.
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STABILITY OF SPEED CONTROL

The Governor Module should hold the engine speed steady at rated level. Oscillation or hunt in the speed level or erratic control response indicates improper adjustment or some other problem. 1. With the engine at rated speed and normal operating temperature, the presence of speed oscillation means that the GAIN and STABILITY adjustments on the module are incorrect. See GOVERNOR MODULE OPERATION AND CALIBRATION (in Section 2) for adjustment procedure. 2. If there is evidence of step-like changes in speed, particularly with load changes, this is probably related to looseness or backlash in the engine actuator or rack linkage. It can also result from excess friction or operation without proper warm-up. The actuator, linkages and injectors must be completely free but have no looseness or backlash.

1. Are proper connections made to the governor paralleling input at TB2-28 & 29 on the card rack? See GOVERNOR MODULE OPERATION AND CALIBRATION (in Section 2). 2. Is the load Gain Control on the card rack motherboard properly adjusted? Procedure for this adjustment is included in GOVERNOR MODULE OPERATION AND CALIBRATION (in Section 2). 3. If the preceding checks do not clear the problem, replace the Governor Module. If the new module does not eliminate the malfunction, replace the original module and proceed to 4. 4. Replace the Metering Module. An incorrect KW signal from this module to the Governor module through the motherboard would have the effect of misinforming the Governor on the power its generator was delivering. NOTE: Keep a detailed record of the changes made and the results. Any module returned to the factory for repair should be accompanied with a note describing the checks that lead to its replacement. This applies equally to all returns for repair.

IMPROPER LOADSHARING
A new engine/generator is brought on line by closing its Circuit Breaker when conditions are acceptable. This is done with the Engine Control Switch on the Governor module set at RUN. Very little load (KW) is picked-up at this point. The switch is then moved to LOAD, which should cause the new machine to assume its share of the total load, over a time interval of about 3 seconds. If it fails to do this, check the following:

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TRIPPING OF GENERATOR CIRCUIT BREAKER

UV TRIPPING Interruption of the 120 VAC to the UV Trip Coil will cause the breaker to open. Absence of this voltage will prevent closing. See METERING MODULE INPUTS TO MODULE (MIP) (in Section 2) and "Wiring Diagram - AC Switchgear". SHORT CIRCUIT TRIPPING The breaker will detect and trip on shortcircuit current. ALARM INITIATED TRIPPING Six unacceptable conditions are sensed by the Metering Module and cause illumination of alarm Lights on the front panel. See METERING MODULE LAYOUT AND CONTROLS (in Section 2). All remain ON until manually reset. An alarm relay, AR, on the card rack motherboard is also operated and a NC contact in it removes power to CL relay coil. TB2-1 loses power when AR operates. Opening of CL removes AC input to the Power Module and to the UV trip coil. SEE "Wiring Diagram - AC Switchgear'. An overfrequency alarm indicates an engine speed control problem. The Governor Module and related circuits should be checked. See GOVERNOR MODULE (in Section 2). An underfrequency alarm may result from malfunction of the Governor Module or an overload condition on the engine. An overvoltage alarm indicates malfunction of the Voltage Regulator module or its associated Power module. See VOLTAGE REGULATOR MODULE AND RELATED ELEMENTS (in Section 2).

An undervoltage alarm can also result from Regulator malfunction. However, the exciter field coils and wiring or the rectifiers in the brushless exciter may be responsible. See VOLTAGE REGULATOR OPERATION AND CALIBRATION (in Section 2). A reverse power alarm indicates that the generator that the generator failed to deliver power. This could be due to malfunction of the Governor Module or to a deficiency in full delivery to the engine. A reverse sequence alarm signals that a three-phase connection error exists in the cable to the generator. A-B-C phase sequence must be maintained throughout the AC switchgear.

GENERATOR VOLTAGE DOES NOT BUILD-UP

When the engine Control Switch on the Governor module is moved from IDLE to RUN, the engine should accelerate to rated speed and the generator output voltage should build-up to proper bus level. If the voltage does not do this, the Voltage Regulator Module, the Power Module or the generator exciter may be responsible. 1. Replace the Regulator module. If the problem is not corrected, reinstall the original module. 2. Check DC output voltage from Power Module at F+ and F- terminals. If no voltage is present, proceed to 3, otherwise to 5. 3. Check AC input voltage to the Power Module. If there is not voltage, or it is not symmetrical 3 phase, check C1 relay contacts and fuses in the transformer primaries. If no AC can be obtained, proceed to 6.

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9-7 4. With AC input to the Power Module, there should be DC output. If not, the module is defective. 5. If there is DC output, the problem is in the exciter or in the field leads to it. Field resistance varies between manufacturers but readings in the range 20-50 ohms are typical. Some fields are arranged in two circuits that permit series or parallel connection. All coils must be energized with one connection or the other. 6. If AC voltage cannot be obtained in step 3, read the generator bus voltage directly. This should be about 10% of the rated machine voltage. Absence of voltage indicates that a polarity reversal has been made in the DC leads to the exciter field. See "Voltage Build-up" in VOLTAGE REGULATOR OPERATION AND CALIBRATION (in Section 2).

GENERATOR DOES NOT SHARE LOAD

The Voltage Regulator Module is designed to force equal division of total current between generators operating in parallel. See VOLTAGE REGULATOR MODULE FUNCTIONS (in Section 2). If this is not obtained, the following checks should be made: 1. Confirm that the load sharing connections at TB2-18 & 19 on the card rack are tight and that proper connection exists to the same terminals on the other card racks. Replace the Regulator Module. If the problem is not corrected, re-install the original module and proceed to 3. Replace the Metering Module. If an incorrect current signal is supplied from this module, through the motherboard, such signal misleads the Regulator and causes wrong response.

2.

3.

VOLTAGE INSTABILITY
The Regulator should maintain a steady voltage level from the generator. With the generator operating at rated speed, there should be no fluctuation or oscillation in voltage reading. If this is not true, the Stability adjustment needs correction, using the procedure described in VOLTAGE REGULATOR OPERATION AND CALIBRATION (in Section 2). If there is erratic fluctuating of voltage, there may be a defective component in the regulator. Before replacing the Regulator module, check the battery input voltage at TB 1-25, 26 & 27. A level below 11 volts on either polarity can cause improper circuit response in the Regulator. See COMMON ELEMENTS POWER PATHS FROM THE BATTERIES, in Section 2.

GENERATOR CIRCUIT BREAKER WILL NOT CLOSE

The circuit breaker cannot be closed if there is no voltage input to the UV Trip Coil. A fuse and a NO contact on C1 relay are in the supply path. See "Wiring Diagram-AC Switchgear". The path also includes the NO contact (Terminals 7 & 8) in the Veri-Sync relay. This contact is only closed when proper sync conditions exist. See SYNC PANEL CONDITION (in Section 2). If the Veri-Sync contact is defective or the sensing mechanism fails to the close the contact, there can be no voltage to the LJV coil.

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TROUBLESHOOTING SCR CONVERTER AND CONTROLS

This section supplements the coverage in SYMPTOMS AT OPERATOR'S CONTROL CONSOLE (in this section) and provides details on troubleshooting the SCR Cubicle specifically.

7. Positions 7, 8 and 9 provide readout of essential operating voltages for the electronics. Any omission or significant departure in value of these will cause malfunction of the Control Module. The voltages are developed in the module from AC input by a small power transformer on the back of the assembly. 8. Positions 10, 11 and 12 do not give meter readout. The pulses can only be evaluated with a scope.

USE OF TEST PANEL

The Test Panel in the SCR Control Module assembly consists of a DC voltmeter, a 12position selector switch and a BNC connector for scope output. This panel is covered fully in CONTROL MODULE TEST PANEL (in Section 3). It provides means for a rapid first check of operating conditions. 1. Availability of throttle signal and its range can be confirmed on SW. position 1. 2. Presence of proper voltage signal in the electronics is determined in position 2. This signal is essential for closed-loop control of motor speed. 3. Current signal as read on position 3 is needed for rate limit and current limit control and for speed calculation of series motors. The H-ED unit and the amplifier on the regulator Board combine to develop this signal. 4. Position 4 provides a convenient means for setting CL levels. 5. Observation of the firing reference voltage (FRV) on position 5 serves to confirm proper operation of the Regulator Board and its response to enable inputs. 6. The Speed Error signal read on position 6 verifies the closed-loop operation for speed control.
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REQUIREMENTS FOR GATING PULSE OUTPUT

(Reference: "Schematic - SCR Cubicle") 1. 120 VAC control power must be present at TB2-1 & 2 on the Control Module. The cubicle circuit breaker must be closed to complete the power path from AC1. The SCR-ON light will be illuminated steadily. 2. An Enable signal of AC1 polarity must be present at TB3-8, 9, 10 or 11. Each signal illuminates one of the indicating lights adjacent to the CL pots on the Test Panel. A light must be ON. The FRV should read 7.5 volts on switch position 5 with no throttle input. 3. There must be a closed path through the series connected NC contacts in the blown fuse switches. 4. The electronics operating voltages as measured on switch positions 7, 8 and 9 must be correct. 5. These four conditions make the Control Module responsive to throttle.

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9-9 GATING FAILURE If any SCR is not gated in proper sequence, its contribution to the DC output is lost. Full DC voltage cannot be obtained and the regular ripple pattern will be broken. A scope is needed to view the bridge output to confirm the gating failure and to identify the SCR involved. The abnormal fluctuation in output voltage leads to rough motor operation that can be detected in the area near the motor. Gating failure may be caused by: 1. Failure of a Hard Fire Circuit. 2. Omission of a pulse or pulses from the Control Module. This may be caused by loss of a Sensing Voltage input or by a circuit component failure in the Control Module. 3. Break in the gate lead. 4. Open gate in an SCR. visual inspection, a small pin projects from the switch on a blown device. Fuses can be replaced without removing the bridge phase cells. Before replacing them, the reason for blowing should be determined. A possible short circuit on DC motor leads or electrical breakdown within the motor should be checked. If a motor is stalled and cannot start, this could also be responsible. SCR failure also results in fuse blowing, as covered in SCR FAILURE (in this section). The SCRs should always be checked before new fuses are installed.

SCR FAILURE
SCRs usually fail by short-circuiting. This results in one or more short-circuits across the AC input and the blowing of fuses. Voltage spikes and overheating are the principal reasons for SCR failure. IF a snubber (dV/dt) network opens, its spike protection action is lost and its associated SCR is in jeopardy. See SNUBBER CIRCUITS (dV/dt) CIRCUITS (in Section 3). When SCRs need replacement, the snubber circuits must be checked and placed in good order. A damaged SCR can only be identified by resistance measurement. Opening of the DC positive and negative buses to a phase cell isolates the SCRs for checking. Any ohmic reading, other than virtual open circuits with both polarities, makes the device a suspect.

LOW DC OUTPUT
This subject is covered generally in SCR POWER OUTPUT BELOW NORMAL (in this section) but one additional point requires note. A malfunction in the Regulator Board that affects FRV output could be responsible. If the FRV range from 7.5 to zero, volts are not available due to electronics circuit failure; the bridge output will be restricted. FRV range and performance can be measured at the Test Panel on SW. position 5.

BLOWN FUSE
See also LOSS OF SCR OUTPUT (in this section). Complete loss of DC power and an SCR Alarm indicates is evidence of a blown fuse on the SCR bridge. The specific fuse or fuses affected can be identified by
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TROUBLESHOOTING CONTROL LOGIC CIRCUITS

Locating the cause of a malfunction in a Control Logic Circuit can be relatively simple. A direct step-by-step procedure, in proper order, is involved but there are some implications: 1. A complete set of circuit and control diagrams for the system must be available. 2. The technician must be familiar with all devices and components involved. 3. He must understand the diagrams and be familiar with the physical location of all apparatus. See Section 4: POWER CIRCUITS AND LOAD ASSIGNMENTS. 4. He must remember that the 120 VAC Control Power is completely off ground so all measurements have to be made between circuit points, not to ground.

Stage 1 is completed when contactors 12+ and 12- are closed to complete the DC power path. This is always the first requirement. (Item 8 in LOAD ASSIGNMENT THE NECESSARY CONDITIONS, in Section 4) Stage 2 is completed when the NO contact on 12+ in the path around the throttle switch is closed to bypass the switch. (Item 10, 133-12) Stage 3 is completed when the NO switch on 12-, shown above the contactor bridge, closes to Enable the SCR Control Module. (Item 9 in LOAD ASSIGNMENT THE NECESSARY CONDITIONS, in Section 4) An essential fourth stage is omitted in LOAD ASSIGNMENT THE NECESSARY CONDITIONS (in Section 4) for simplification but is covered separately in THROTTLE SWITCHING (in Section 4). The throttle must be "assigned" to the SCR being used. Each symptom of malfunction can be related directly to a stage but the actual problem may exist in a preceding stage that did not complete all of its functions. Much time can be saved by identifying, on the diagrams, the switching or other control action that advances the logic process from stage to stage. Absence of proper input for a stage blocks its action, but the problem lies somewhere in the operations that must precede. Systematic backtracking of circuits from the point of apparent malfunction will quickly lead to the true source of trouble.

INTERPRETING THE SYMPTOMS

The logic diagrams present the circuits that enable the operator to set up the different operating options provided in the system. Each option usually involves more than one stage of circuit completion. In what order and by what means are the stages completed? Certain devices must be operated and specific control circuits must be completed for every selection. The common case of assignment completion described in LOAD ASSIGNMENT THE NECESSARY CONDITIONS (in Section 4) covers three stages of the entire assignment process.

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EXAMPLE
The case covered briefly in COMPLETE SHUTDOWN OF SCR SYSTEM (in this section), "No Response to Throttle" can be used as an example of troubleshooting procedure. There are a number of things that could cause the response disability; the challenge is to identify, in the most direct manner, the one item at fault. 1. If throttle signal is not reaching the SCR control Module, there can be no response. A reading of throttle signal at the cubicle (Position 1 on Test Switch) is a logical first step. 2. If proper signal is present, there is no problem in the entire throttle circuit. The next step is to check the items in COMPLETE SHUTDOWN OF SCR SYSTEM (in this section). Note that one measurement has greatly narrowed the area for further checking. 3. If throttle signal is not present at the SCR cubicle, the next check should be made at the operator's Control Console. Disconnect the outgoing throttle connection at the TB and measure, at the TB terminals, the signal from the Console Throttle circuitry. If no signal is present, the problem lies in the console, the throttle itself, the Reference Voltage source or other element. In systems that use a Safety Relay, this device may be responsible.

4. If throttle signal is present in item 3, the problem must lie in the cable to the SCR cubicle or in the throttle assignment switching at the cubicle or in its wiring. Cable checking is a routine type undertaking. 5. With a two step procedure, the problem has been reduced to tracing the throttle signal paths through switches in the SCR cubicle. Auxiliary switches involved respond to contactor closing or opening so the contactors must be located and checked for proper operation. The throttle switching function stage cannot be completed if the preceding stage functions are incomplete. Possible failure of an auxiliary switch must not be overlooked. The Logic diagrams provide guidance in this tracing process but the required sequence of operations is an inseparable factor.

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