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That red gasket punch works much better with some scrap of the same material on the opposite side so it clamps down straight

Beleive it or not although this is a ' two stroke' it still has an exhaust valve..

The rocker to valve gap is relative to size, relatively speaking it's 25 thou

Hi `SteamMan´, you may already have noticed Sal posted new video wrt latest investigation of MV Dali incident (ruclips.net/video/2SlbUJ417mc/видео.html). He did quite comprehensive walkthrough both updated NTSB report as well as corresponding US claim. The latter came up with very interesting detail wrt the fuel pump setup on MV Dali. If I understand sections 9 & 10 of the US claims (Base 1: 24-cv-00941-JKB Document 82) correctly, this `flushing´ pump as used for the generators appears not to be a proper approach, at least not `fail safe´ since it doesn’t automatically recover after blackout. The report also says “… diesel generators. Starved of fuel, …” - would this also explain the heavy (black) smoke observed once power came back online for the first time which puzzled a lot of us - ? So to me that seems to be one of the most important, systemic weakness of this incident. However, I’d be interested about your opinion here as Chief Engineer who really knows about such stuff in very detail from daily practice. Best regards & safe `sailing´ always!

Why Is The Turbine Kept Behind Glass? Does It Get Hot, Or For Safety Reasons?

You could of disconnected the exhausr at the cat and then take the bead out with manifolds and take the bolts out on a bench so they dont brake

So if the 900lbs/sqare inch steam went through a leak with the leak diameter being a 10th of the size of 1 inch...... while its also flowing and not bottled up, it wouldnt be less than 90 pounds of force?

Considering the immense size of that set, I'd definitely say it's more of a display piece than a toy to play with.

MISSION D TYPE BOILER?

Fascinating machinery. I have spent my whole career working on big airplanes, but steam ships are on whole other level of complexity compared to a plane. Below decks is a bewildering array of machinery that must take years to learn to operate.

What a pain in the ass! I guess just plan on pulling the timing cover!

Nice work, came across this 2013 Jeep Wrangler Sahara unlimited *Needs head gasket replacement* (107k miles)

Just stopping in to say hello... hope all is well.

Tappets need resetting

Why is it making a beat? It's Jammin

On which ship?

6:57 there was nothing wrong with that head gasket. It's normal for the ridge there to be missing. Usually it stays behind on the block when you pull the gasket. The gasket is the MLS style, which stands for "multi layered steel", that means it's several sheets of steel gasket sandwiched together. Overall, nothing looked out of the ordinary on that cylinder head. If it was passing coolant, the combustion chamber and piston would be squeaky clean. It's called steam cleaning. The water evaporates, and steams the cylinder clean. All three of those combustion chambers look identical, black and carbon. The way they should be.

Hi, what do you think about the update, is it possible to send me some pictures or an video, thanks man

Thank you for this very informative and easy to understand video, always fascinated to learn about the older steam plants that we don't see much of today. I'm guessing these turbines must be a lot more quiet than diesel engines?

One of the most impressive machine room I've seen. What is the logic behind the alignment of the 2 electric motor on the same shaft ? Redundancy ? Power ? At least this removes the need for a heavy gearbox,were they paralleled. The controls must be tight. thanks

Another reason for very high voltage is to reduce the amount of loss when transmitting power over such a long distance. It’s the same reason why the powerlines you see on land the big metal towers run at hundreds of thousands of volts; to reduce the loss between the powerplant and the substation which transforms it down to a lower voltage that’s usable in your home.

Did you have to change anything else? Only just top/lower arms? Let me know.

Find a super heated steam system and try that. I saw what a super heated steam leak can do. I arrived on my first ship in November 1990. My first ship was the USS Iwo Jima LPH-2. At the end of October 1990 the bonnet of a main steam valve blew completely off filling the fire room with super heated steam in a matter of seconds. Was so glad I wasn’t there to see what it did to the 10 guys who were killed. Did see what it did to the fire room since I was part of the crew restoring to get underway December 23rd for Desert Shield.

Could you do videos on emergency actions and on the different alarms that occur in a steam plant and what the possible corrective actions would be?

“Your hearing loss is not service-related.” “WHAT?”

So how much is the OP paid by the company to post this BS? Or does he prove there actually is a fool born every minute?

Hi, I have bought this train Last week and IT cant move in curves, so If you can send me some short Videos or a list of parts I need to buy to get this train motorised and in curves, than you Help a lot, otherwise I will send Back The train because only as an Decoration IT isnt usefull For me, thanks a lot

Hi, ist this The onliest Video you have. I am in Germany and I have bought The Jie Star Big Boy but it doesnt go in The curves of The lego system and The secound The model isnt motorised. Can you make a Video of only to motorised your model? Thanks man. Sierk

There’s tabs on the head gasket for that reason

I have to change the heads on mine, but the engines out of the vehicle so much easier

Stuxnet

Lots of experts who have never set foot in an engine room . I was 10 years at sea with a Chief Engineer Certificate and this post is accurate

I'm curious as well, been out the navy a while and this is making me think back on ring bus safeties hard. I know they won't be the same but I'm thinking some of the principles might be. I know trips would be designed to open breakers as close to the fault as possible to prevent taking down any necessary and still safely operating equipment. So if the hr1 and lr1 breakers to transformer 1 tripped it was prob an issue with the transformer? You would want this to trip before it could cause a problem that would trip up stream which we see as it does not cause the main hv breakers connecting the generator to the bus, dgr3 and dgr4 to trip. It could be a fault on the lv bus but in theory there would be breakers down stream closer to sub circuits and pannels supplying them and equip that should have tripped before tripping the transformer hence breaker pannels. That and tripping both to a piece of electrical equip was usually an equip fault if I remember correctly. But the crew manually closed hr1 and lr1 putting the transformer back on line. And in less than a minute dgr3 and dgr4 trip. This is also when smoke starts bellowing. could this be under volt or over throttle trips bc they could not supply some insane load bc of a fault in the reconnected transformer? I seem to remember there is a brief time after large breakers close that the trip is not "rearmed" bc an initial transient could re trip them. Again I'm almost 20 years out from my operator days. I deff get that insufficient fuel would cause rpm and torque to reduce resulting in and under power trip of then generators but would that cause all the smoke? Or was all that smoke dgr 2 coming on and loading hard? They also never say if dgr 2 shuts down or any other trips occur once they change to transformer 2 and dgr 2, but if it was fuk and the dgrs are on common fuel lines it should have dropped after a spell. If it was in the lv or hv bus it would have also eventually re tripped as the fault (if not in trnasformer1) would have not have been isolated. Im also surprised and curious about immeadiate actions why not split the bus and bring both transformers online bc there are some basicish (at least how we ran) indicators it might have been thr transformer. Also dont know how much civilian ships are set up and capable of runing split bus. I do get why, sort of, they never tried to restart the main engine. It doesn appear that they kept main power restored for any significant time so that they could. At 0125 they tripped, 0126 and seconds first restoration, then 0127 second trip, dgr 2came up but it took 30 more seconds to restore power to 440v bus using transformer 2 mere sends before impact.

The amount of designing, fabrication and installation of all that heavy engineering is mind blowing.

OK, I have a theory on the black smoke before the collision. In the blackout days before, the #2 generator was shut down due to closure of a damper. In a four stroke engine, if the exhaust is gagged, it will either blow up the exhaust piping, or the exhaust valves will float. The back pressure pushes down on the tops of the exhaust valves, and can make them float if the pressure is high enough to overcome the spring closing force. This can cause contact with the piston, and this can either hole the piston, bend the valve, or break the valve. If they caused damage to one or more cylinders and then didn't test generator #2, they could have sailed with a broken engine on generator #2. If they later tried to start generator #2, the disabled cylinders would put raw fuel into the exhaust, which would be seen as black smoke.

Thanks for the videos. I have learned a lit.

Steam man i have some thoughts i am curious of your opinion. I think the TR1 differential protection relay may have opened the breakers on both sides of the transformer as it is designed to do during an internal fault of the transformer. Immediately the crew should have tried to close in TR2 instead of TR1 again. Now i know that the diesel generators, unlike the main propulsion diesel engine, generally have gear driven oil and jacket water pumps. However, this jacket water is often cooled by either a salt water or a freshwater cooling loop driven by pumps that probably come off the LV board. So i wonder if the second trip happened due to the LV board being without power for some time and hese pumps not running causing the disel gens to overheat. Also i believe the fuel oil supply pumps are off the LV board so maybe that was the result of insufficient fuel pressure. I imagine the ntsb are looking at the fuel pressure as well as the cooling water temp trend graphs as well. Finally i am curious to ask why the crew doesnt run in an open bus tie arrangment while manuvering? It seems much safer to have gens on both sides online of the HV bus aith both the LV and HV ties open and both transformers energized. I worked on drill ships and we have 3 main electrical 11kv busses and our ties between them all were always kept open. Lastly, there should be some tie of ATS switch employed for the transformers that will automatically switch to the second transformer in a loss of power. What are your opinions on all this? Thank you i love all your videos chief

Two questions: 1) does the BT motos start across the line, Wye Delta start or soft start? 2) You referenced hydraulic head tank and Pumps. Does that mean the BT is variable pitch prop>

Excellent, THANK YOU!!!

suggestion: Next time get an online copy of the report. You can highlight it and then just scroll through it when reporting. Will be steadier and easier to do, ie www.ntsb.gov/investigations/Documents/DCA24MM031_PreliminaryReport%203.pdf

That was excellent. Thank you.

I’m not a marine or electrical engineer but am curious: why not run all four main generators and close LR1, LR2, HR1, HR2 to have redundancy at least while you're in restricted navigation? Would this possibly damage things or is it not done simply because it burns more fuel than needed and this stuff is usually so reliable that extreme redundancy isn't needed?

So the low voltage generator went out?

Steam man, thank you for taking the time to respond to so many comments. It made reading through the comments useful. Others, please read through the comments. Most questions and comments have already been addressed. Note, most of seem to suspect the type of problem that we had to deal with in the past. It will be a wait to see the final report.

Great analysis. My hypothesis - First outage occurred because of TR2 differential protection operation for a transient fault in the transformer. Full electrical power was restored to ship by the manual close of the transformer breakers after about 60s. The emergency generator is expected to automatically start and come online with 45 seconds of the initial power outage but did not appear to do so. The emergency generator came online (and disconnected the emergency LV bus from the main LV bus) sometime after power was fully restored. The main generators LG3 & LG4 tripped causing the second (partial) blackout because of a re-occurrence of the low fuel pressure issue. As you say - lots of questions for the final report to answer. Give a thought to the engineering crew trying to manage this issue in their control/switchboard room. They would have been plunged into darkness, alarms going off all over the place and unexpected behaviour occurring.

Could you explain why they could not use the bow thruster for steering

I have found no way to message or email you. So please forgive my being off topic. I think you would find the workings of the Mark-one-able [M-1a] gun fire control computer found on WW-2 destroyers mechanically fascinating. Covered in steel with portholes, about 4'w x 3'd x 3'h, and started by spinning very small crank. The thing actually ticked. Computation was by metal disks separated by a ball bearing. It was Fair shooting at socks towed by prop aircraft. Even attempting a lock on a MIG was a joke. but not a funny one when 10 miles off Cuba escorting one of our spy ships located in Havana harbor just after the capture of the USS Pueblo by N Korea. I am enjoying your sharing and wish you well in bringing together the age of steam with the age of RUclips. Also motorizing that 4-8-8-2 Big Boy.

This low sulphuric fuel sounds like JP-5 used in military jets. The same type similar fuel is what are trucks on US highways are burning and has been a questionable fuel source on these vehicles for excessive wear of engine parts, that’s my 2 cents 😊

Am I correct that 1] You have indicated that parts of the fuel transport system to the generators are or can be dependent on the lubrication in the fuel itself for long term operation? 2] If #1 is correct my suspicion that a cylinder or ball valve could expand then partially jam thus reducing fuel pressure is valid? 3] #2 being valid, design, age, maintenance, or exceeding published non-lubrication limits are all possibilities? The thought arises from my past in USN M-1a gunnery fire control system maintenance followed by a career as a Methods Analyst. Are such limits published and accessible, or is it an "Oh! Everyone knows that." situation. I have checked out ". . . injection control unit, problems from bad fuel" and "Diesel electric marine propulsion" on your Steam Man site. They have helped, but a video project illustrating this or similar shipboard fuel supply system, pointing out components that may be designed as fuel lubricated only, or partially fuel lubricated as you have done with the electrical would provide, I think, a good basis for understanding what you are communicating about the fuel part of the NTSB report.

As a Chief engineer, my thoughts would be......as pointed out, there is something wrong with the fuel system setup on the vessel.... wrong lining up or forgetting to line-up after maintenance could be a factor.... which in turn can lead to low fuel pressure in the system....tripping of DG breakers may be due low frequency where the tolerance maybe just 5%....low fuel leads to lower RPM of DG which leads to low frequency which may trip the breakers...