Miniature engines, anyone? Enjoy! These engines are truly awesome!

www.bath.ac.uk/~ccsshb/12cyl/

Harold

Beautiful!

(reaches for the Viagra)



Yours,

Doug Goncz (at aol dot com)
Replikon Research

Replikon Research researches replikons, which are self-reproducing
configurations of non-living matter in environments that support replication,
analogous to organisms living in ecologies.

Harold & Susan Vordos wrote:
Miniature engines, anyone? Enjoy! These engines are truly awesome!

www.bath.ac.uk/~ccsshb/12cyl/

Blimey!

How do they then install it in a ship? Sodding great winch?!?!

I'd have thought something like that would be made as bits, then
assembled in the hull of the ship, then the roof of the engine room
built, then the rest of the ship built on top...

Pity there isn't a picture of the spark plugs...


Harold


ABS

Alaric B Snell wrote:

Blimey!

How do they then install it in a ship? Sodding great winch?!?!

I'd have thought something like that would be made as bits, then
assembled in the hull of the ship, then the roof of the engine room
built, then the rest of the ship built on top...

Pity there isn't a picture of the spark plugs...

That was just the test assembly. They will take it apart and rebuild it
on the keel as the ship is being built around it.

It's a diesel. No spark plugs but I would sure like to see the starter
and Bendix gear. :-)

--
Glenn Ashmore

I'm building a 45' cutter in strip/composite. Watch my progress (or lack
there of) at: http://www.rutuonline.com
Shameless Commercial Division: http://www.spade-anchor-us.com

I'm curious, they claim a thermal efficiency of 50%, nearly double that of
an automotive diesel. How do they do it? and why can't it be done in the
automotive size engine?

Karl

I make no claim to knowledge in thermodynamics - but - I think the increase
in efficiency is partly due to the increase in size. Larger objects lose a
lesser amount of heat (energy) than smaller ones. Common steam engines are
also more efficient in the larger sizes.

Bob Swinney
"Karl Townsend" wrote in message
k.net...
I'm curious, they claim a thermal efficiency of 50%, nearly double that of
an automotive diesel. How do they do it? and why can't it be done in the
automotive size engine?

Karl

Bob Swinney wrote:

I make no claim to knowledge in thermodynamics - but - I think the increase
in efficiency is partly due to the increase in size. Larger objects lose a
lesser amount of heat (energy) than smaller ones. Common steam engines are
also more efficient in the larger sizes.

More specifically, size and speed. By turning slowly, the combustion
gasses have more time to expand and convert heat to mechanical
force.






Bob Swinney
"Karl Townsend" wrote in message
k.net...

I'm curious, they claim a thermal efficiency of 50%, nearly double that of
an automotive diesel. How do they do it? and why can't it be done in the
automotive size engine?

Karl

On Wed, 10 Sep 2003 10:33:31 -0600, the renowned "James B. Millard"
wrote:

dann mann wrote:

Just how would they start that thing? Seems like it would have to be
heated for a few days then some explosive dropped into a couple opposing
cylinders to get a decent push off. And never shut it off again unless
you need to fix something that is moving too fast

On the large diesels (look like lawn mower machines next to this one) on the
cruiser I was on used high pressure air to start them. This was especially
nice for emergency generators since you don't have to worry about
batteries...

Do they have valves to relieve the compression to allow the thing to
rotate more easily?

Best regards,
Spehro Pefhany
--
"it's the network..." "The Journey is the reward"
Info for manufacturers: http://www.trexon.com
Embedded software/hardware/analog Info for designers: http://www.speff.com

The redline for the engine is 100 rpm. Not a lot of friction hp loss at
that low rpm.

Erich

"Karl Townsend" wrote in message
k.net...
I'm curious, they claim a thermal efficiency of 50%, nearly double that of
an automotive diesel. How do they do it? and why can't it be done in the
automotive size engine?

Karl

Dave Baker wrote:
Subject: The Most Powerful Diesel Engine in the World!
From: Alaric B Snell
Date: 10/09/03 13:42 GMT Daylight Time
Message-id:

Harold & Susan Vordos wrote:

Miniature engines, anyone? Enjoy! These engines are truly awesome!

www.bath.ac.uk/~ccsshb/12cyl/

Blimey!

How do they then install it in a ship? Sodding great winch?!?!

I'd have thought something like that would be made as bits, then
assembled in the hull of the ship, then the roof of the engine room
built, then the rest of the ship built on top...

Pity there isn't a picture of the spark plugs...


How many spark plugs do you think a 12 cylinder diesel engine uses ?


None, being a diesel! Does nobody else have my sense of humour?

Well, unless they're used to start it (I'm not sure if it would still be
sensible to start with a motor at that size, or if they'd start it by
electrically firing the cylinder in the best position for it, perhaps
starting on something closer to petrol than diesel, or something)

ABS

Karl Townsend wrote:
I'm curious, they claim a thermal efficiency of 50%, nearly double that of
an automotive diesel. How do they do it? and why can't it be done in the
automotive size engine?

It might be due to the huge amount of metal involved, keeps the heat
around so it can help in the next cycle?


Karl


ABS

dann mann wrote:

Just how would they start that thing? Seems like it would have to be
heated for a few days then some explosive dropped into a couple opposing
cylinders to get a decent push off. And never shut it off again unless
you need to fix something that is moving too fast

On the large diesels (look like lawn mower machines next to this one) on the
cruiser I was on used high pressure air to start them. This was especially
nice for emergency generators since you don't have to worry about
batteries...

Brad
--

************************************************** *********************
Brad Millard On-line ballistics for small arms...
www.eskimo.com/~jbm
************************************************** *********************

Spehro Pefhany wrote:

On Wed, 10 Sep 2003 10:33:31 -0600, the renowned "James B. Millard"
wrote:



dann mann wrote:



Just how would they start that thing? Seems like it would have to be
heated for a few days then some explosive dropped into a couple opposing
cylinders to get a decent push off. And never shut it off again unless
you need to fix something that is moving too fast


On the large diesels (look like lawn mower machines next to this one) on the
cruiser I was on used high pressure air to start them. This was especially
nice for emergency generators since you don't have to worry about
batteries...



Do they have valves to relieve the compression to allow the thing to
rotate more easily?


Yes, I'm pretty sure they do. Many large Diesels release the compression
by locking the exhaust valves open with a little pawl on the rocker arm,
and then use a large air motor, like on air tools, to spin the crank up to a
speed where compression ignition of a cold engine will suffice. (Some
also use air preheating for starts at lower speeds.) The decompression
pawl is often engaged before the engine stops turning, to avoid shaking
the ship apart during shutdown.

Jon

The most dramatic difference compared to smaller diesels is the cross head.

Bob Swinney
"Jim McGill" wrote in message
...
Wow, that's what I want for Xmas. Check out the built in ladders down
into the crank case wells.

As for starting, look at the second picture. That's a heck of a big
electric motor there next to that giant gear. It just looks small
compared to all the other pieces.

I guess what amazes me is how similar it is to a small diesel. For some
reason I'd expect things to change when they get that large, but
everything, even the head studs are just scaled up (and more detailed).
Must be some kind of lathe that turned those pistons. And the mill that
faced that crank case block (which looks to be a single casting - also
pretty scary) - YEOW!!!! That finishing cutter looks like it was 12" in
diameter at least.

Awesome.

Jim

"Bob Swinney" wrote in message
news:SiJ7b.406494$YN5.273639@sccrnsc01...
The most dramatic difference compared to smaller diesels is the cross
head.

Bob Swinney

Yep, a feature that is uncommon except for in double acting steam engines.
Great idea to minimize wear, likely to prolong the useful life of the engine
threefold.

Harold

There was a show on TV a few months back about Hundai Heavy Industries
ship yard. They briefly showed a face mill machining a 16' crank boss.
It was cutting chips bigger than I could fit on my mill. :-)

Jim McGill wrote:
Wow, that's what I want for Xmas. Check out the built in ladders down
into the crank case wells.

As for starting, look at the second picture. That's a heck of a big
electric motor there next to that giant gear. It just looks small
compared to all the other pieces.

I guess what amazes me is how similar it is to a small diesel. For some
reason I'd expect things to change when they get that large, but
everything, even the head studs are just scaled up (and more detailed).
Must be some kind of lathe that turned those pistons. And the mill that
faced that crank case block (which looks to be a single casting - also
pretty scary) - YEOW!!!! That finishing cutter looks like it was 12" in
diameter at least.

Awesome.

Jim




--
Glenn Ashmore

I'm building a 45' cutter in strip/composite. Watch my progress (or lack
there of) at: http://www.rutuonline.com
Shameless Commercial Division: http://www.spade-anchor-us.com

Crossheads were very common on LARGE Diesels since the 1930's. Even some
smaller ones had them. A few were also 'double acting' just like a steam engine.

Dan Mitchell
==========

Harold & Susan Vordos wrote:

"Bob Swinney" wrote in message
news:SiJ7b.406494$YN5.273639@sccrnsc01...
The most dramatic difference compared to smaller diesels is the cross
head.

Bob Swinney

Yep, a feature that is uncommon except for in double acting steam engines.
Great idea to minimize wear, likely to prolong the useful life of the engine
threefold.

Harold

"Harold & Susan Vordos" wrote in message ...
Miniature engines, anyone? Enjoy! These engines are truly awesome!

www.bath.ac.uk/~ccsshb/12cyl/

Harold

Decompression valves and compressed air start would be guess......

"Daniel A. Mitchell" wrote in message
...
Crossheads were very common on LARGE Diesels since the 1930's. Even some
smaller ones had them. A few were also 'double acting' just like a steam
engine.

Dan Mitchell

Wow! Must admit that's a new one for me. Thanks for sharing!

Harold
==========

Harold & Susan Vordos wrote:

"Bob Swinney" wrote in message
news:SiJ7b.406494$YN5.273639@sccrnsc01...
The most dramatic difference compared to smaller diesels is the cross
head.

Bob Swinney

Yep, a feature that is uncommon except for in double acting steam
engines.
Great idea to minimize wear, likely to prolong the useful life of the
engine
threefold.

Harold

Daniel A. Mitchell wrote:

Crossheads were very common on LARGE Diesels since the 1930's. Even some
smaller ones had them. A few were also 'double acting' just like a steam engine.



The real reasons they need the crossheads is due to the huge stroke on this
engine, 2.58 * the bore. Most unusual on smaller engines, as they need
to fit the
engine under a vehicle hood (bonnet in the UK). It requires a very long
piston,
with the pin very low, to do a long stroke without a crosshead. Another
way to do
this is to use opposed pistons, but that is a much more complicated
arrangement
(2 cranks, etc.)

Jon

It may have already been posted and I did not see it, but how do you
start that sucker? I assume that electric motor in the forground near
the large gear is for turning over the crankshaft assembly during
assembly.

Hell, a 100 Taliban could hide out in that crankcase.
--
Visit my website:
http://www.frugalmachinist.com
Contents: foundry and general metal working and lots of related projects.
Regards
Roy aka Chipmaker // Foxeye
Opinions are strictly those of my wife....I have had no input whatsoever.
Remove capital A from chipmAkr for correct email address

The large Sulzers and MANs used compressed air to start the engine. Their
was enough compressed air to get a a couple of starts, then you might have
to wait to build pressure again. There was a guage on the bridge as I recall
that indicated the reserve pressure. The ship used DFM (diesel fuel marine)
when manuevering (starting/stopping) and heavy oil when out at sea. I don't
remember the grade of bunker fuel. Some diesels can run right off crude oil.

There is no reversing gear I think it was directly coupled to the prop. To
go in reverse you stop the engine and restart in the opposite direction.
This means the ship had to be moving slowly in order to stop the propeller
and reverse it.

I'm sure Dave Meridian is more up on the details than me.


--
Tony

Visit TonysToolroom for info on Precision Scraping.
***Now with Powerscraping***

Don't skive that belt before you visit my flatbelt page!

http://www.csgnet.net/toolroom/

Spammers Beware : Your entering the No-Spam zone
**** Protected by Mailwasher **** www.mailwasher.net
Caution:Bouncing Spam: Eye protection required!
"dann mann" wrote in message
...
Just how would they start that thing? Seems like it would have to be
heated for a few days then some explosive dropped into a couple opposing
cylinders to get a decent push off. And never shut it off again unless
you need to fix something that is moving too fast

How do they transfer power to the shaft -- I can't imagine they use a
clutch. Maybe it's direct drive with a variable pitch screw? Hydraulic?

Brad

--

************************************************** *********************
Brad Millard On-line ballistics for small arms...
www.eskimo.com/~jbm
************************************************** *********************

Big ships don't stop or reverse the engine out at sea to manuever. It's
not
practical on a diesel or steam ship. Just use the rudder.

Large steam turbine-driven ships have an "astern" turbine just for that
purpose. The regular turbine can't be reversed and it is to costly to
design gearing for it.

Bob Swinney

"Tony" wrote in message
.net...
Usually the engine is directly coupled to the prop. Fixed blade prop. If
you
want to go astern to stop the engine and restart it in reverse. Ship has
to
be at 3 knots or less to accomplish this. I forgot what the lowest
manuevering speed rpm is, sea speed is typically 80 to 90 RPM. Perhaps
this
engine can do 20 rpm dead slow ahead.


--
Tony

Visit TonysToolroom for info on Precision Scraping.
***Now with Powerscraping***

Don't skive that belt before you visit my flatbelt page!

http://www.csgnet.net/toolroom/

Spammers Beware : Your entering the No-Spam zone
**** Protected by Mailwasher **** www.mailwasher.net
Caution:Bouncing Spam: Eye protection required!
"James B. Millard" wrote in message
newsdP7b.31420$j26.3599@lakeread02...
How do they transfer power to the shaft -- I can't imagine they use a
clutch. Maybe it's direct drive with a variable pitch screw?
Hydraulic?

Brad

--

************************************************** *********************
Brad Millard On-line ballistics for small arms...
www.eskimo.com/~jbm
************************************************** *********************

Bob Swinney wrote:

Big ships don't stop or reverse the engine out at sea to manuever. It's

not

practical on a diesel or steam ship. Just use the rudder.


Large steam turbine-driven ships have an "astern" turbine just for that
purpose. The regular turbine can't be reversed and it is to costly to
design gearing for it.

I worked on engine room controls back in the 70's. I
recall that they had:

turbine---gearbox----propshaft

With no clutches other than to disengage the turning gear.
The turbine case had 2 sets of steam inlets, one connected
to the forward throttle and the other connected to the
reverse throttle.

The ships that I spent the most time on were from the
APL line.

Would they use some turbine engines or a few electric motors to fire
this baby up?. It's gotta move thru a few cumbustion cycles to get
going.

On Wed, 10 Sep 2003 12:17:57 -0500, Jon Elson
wrote:



Jim Stewart wrote:

Bob Swinney wrote:

I make no claim to knowledge in thermodynamics - but - I think the
increase
in efficiency is partly due to the increase in size. Larger objects
lose a
lesser amount of heat (energy) than smaller ones. Common steam
engines are
also more efficient in the larger sizes.


More specifically, size and speed. By turning slowly, the combustion
gasses have more time to expand and convert heat to mechanical
force.

But, they also have more time to conduct heat to the cylinder walls, head
and piston. The extensive cooling of the piston makes me think they are
running this engine VERY hot, with a higher compression ratio (including
the supercharging) than usual. Notice also the extremely long stroke,
2.58 times the bore.

Jon

Which brings to my mind another question - being diesel and with a 3'
bore and 8' stroke the compressions pressures have got to be large -
so the injection pump would have to put out some high pressure to be
able to spray into the combustion chamber. The injection pump(s) for
this thing have gotta be pretty impressive also.
Ken.

Pony engine?
Any guess on how big it is?


--
RellikJM
RellikJM AT Yahoo DOT Com
Don't forget about my "FREE" EPROM programming !
Advice is only worth what you paid for it!

"Bruce" wrote in message
om...
"Harold & Susan Vordos" wrote in message
...
Miniature engines, anyone? Enjoy! These engines are truly awesome!

www.bath.ac.uk/~ccsshb/12cyl/

Harold

Decompression valves and compressed air start would be guess......

On Wed, 10 Sep 2003 14:12:24 GMT, "Karl Townsend" wrote:
I'm curious, they claim a thermal efficiency of 50%, nearly double that of
an automotive diesel. How do they do it? and why can't it be done in the
automotive size engine?

Cube square relation. The larger the engine, the more volume it has
with respect to surface area. Heat losses are through the surface area.
So the larger the engine, the smaller the percentage of total heat is
lost through the engine surfaces. Thus more heat is retained in the
combustion gases, where it can do useful work expanding against
the piston. So it can be more efficient.

Gary

read all links and learn
"Harold & Susan Vordos" wrote in message
...
Miniature engines, anyone? Enjoy! These engines are truly awesome!

www.bath.ac.uk/~ccsshb/12cyl/

Harold

Jim Stewart wrote:

Bob Swinney wrote:

Big ships don't stop or reverse the engine out at sea to manuever. It's

not

practical on a diesel or steam ship. Just use the rudder.


Large steam turbine-driven ships have an "astern" turbine just for that
purpose. The regular turbine can't be reversed and it is to costly to
design gearing for it.

I worked on engine room controls back in the 70's. I
recall that they had:

turbine---gearbox----propshaft

With no clutches other than to disengage the turning gear.
The turbine case had 2 sets of steam inlets, one connected
to the forward throttle and the other connected to the
reverse throttle.

The ships that I spent the most time on were from the
APL line.

Yep, that's what we had on the Arkansas (CGN-41).

Brad

--

************************************************** *********************
Brad Millard On-line ballistics for small arms...
www.eskimo.com/~jbm
************************************************** *********************

True, but I DID say LARGE Diesel engines. Meaning marine and stationary
power, not vehicles. The largest land 'mobile' diesels, even RR diesels,
are tiny in comparison.

Dan Mitchell
===========

Jon Elson wrote:

Daniel A. Mitchell wrote:

Crossheads were very common on LARGE Diesels since the 1930's. Even some
smaller ones had them. A few were also 'double acting' just like a steam engine.



The real reasons they need the crossheads is due to the huge stroke on this
engine, 2.58 * the bore. Most unusual on smaller engines, as they need
to fit the
engine under a vehicle hood (bonnet in the UK). It requires a very long
piston,
with the pin very low, to do a long stroke without a crosshead. Another
way to do
this is to use opposed pistons, but that is a much more complicated
arrangement
(2 cranks, etc.)

Jon

As others have already stated, most really large Diesels are started
from a reservoir of compressed air. The engine's valves can be retimed
to allow this. The engine is run up to some low speed like a steam
engine, then the valves are reconfigured, and the oil injection started.

Smaller Diesels are usually started electrically. Some have starter
motors. Many are used to run big generators, which sometimes can be
configured as motors to start their Diesel.

Dan Mitchell
==========

Dan Mitchell
==========

Roy wrote:

It may have already been posted and I did not see it, but how do you
start that sucker? I assume that electric motor in the forground near
the large gear is for turning over the crankshaft assembly during
assembly.

Hell, a 100 Taliban could hide out in that crankcase.
--
Visit my website:
http://www.frugalmachinist.com
Contents: foundry and general metal working and lots of related projects.
Regards
Roy aka Chipmaker // Foxeye
Opinions are strictly those of my wife....I have had no input whatsoever.
Remove capital A from chipmAkr for correct email address

Jim McGill wrote in message ...
Wow, that's what I want for Xmas. Check out the built in ladders down
into the crank case wells.

As for starting, look at the second picture. That's a heck of a big
electric motor there next to that giant gear. It just looks small
compared to all the other pieces.

I guess what amazes me is how similar it is to a small diesel. For some
reason I'd expect things to change when they get that large, but
everything, even the head studs are just scaled up (and more detailed).
Must be some kind of lathe that turned those pistons. And the mill that
faced that crank case block (which looks to be a single casting - also
pretty scary) - YEOW!!!! That finishing cutter looks like it was 12" in
diameter at least.

Awesome.

Jim

Unlikely that any of the main parts is a solid casting, they were
fabricating large diesels as far back as the '30s from flame-cut steel
sheet weldments. I've got a book on high-speed diesels from that era,
there's a picture of a guy standing in the engine block and stick
welding the crankshaft bearing supports. After all the welding was
done, the whole works went into an oven for stress relief and finish
machining was completed afterwards on the bearing and cylinder liner
areas.

Stan

I make no claim to knowledge in thermodynamics - but - I think the increase
in efficiency is partly due to the increase in size.

I'd say the high efficiency is due to

1) The high compression ratio, and

2) The surface to volume ratio, which goes down as size goes up, reducing
losses through conduction.

I'll bet a big one like that could run on straight crude. I wonder what a
tanker engine uses?

I like the way cooling oil is pumped into the straight part of the connecting
rod, then sprayed in a flood into the piston crown to keep it from melting.

With the intake valve locked out, it'd be dark inside the cylinder, but it's be
a hell of a fun ride. What was the rpm, twenty?

Personally I'd settle for walking into the block while it was OFF.

Smoochie and I are planning a cruise. Maybe this would be a fun stop while
we're on ship.

More specifically, size and speed. By turning slowly, the combustion
gasses have more time to expand and convert heat to mechanical
force.

Yes, combustion can be nearly complete in a volume that size, at those speeds,
with very little fuel wasted. The requirements for stoichiometry must be very
precise to avoid wasting several gallons of fuel on each stroke from those
little swirly things that tend to form near the corners.

Do they wait for compression, then inject the fuel in a spray? Even better. One
of the latest Direct Injection 50 cc scooters does that, and it's nearly
smokeless. It's scavenged with air, and the injection is a mixture of high
pressure air and gasoline, without an oil mix. The only thing going through the
flap valve is air with the synthetic lube oil atomized into it. These top out
at about 85 kph, IIRC, and can run all day on a couple gallons, if your ass can
take it.

What was it, Previa? No, um....



Yours,

Doug Goncz (at aol dot com)
Replikon Research

Read the RIAA Clean Slate Program Affidavit and Description at
http://www.riaa.org/
I will be signing an amended Affidavit soon.

Doug Goncz wrote:

I'll bet a big one like that could run on straight crude. I wonder
what a tanker engine uses?

Very close. Most of those big diesels run on "Bunker C" So thick you
have to heat it to get it to flow.

--
Glenn Ashmore

I'm building a 45' cutter in strip/composite. Watch my progress (or lack
there of) at: http://www.rutuonline.com
Shameless Commercial Division: http://www.spade-anchor-us.com

My impression was that the air went into the cylinder, and a separate air
starter isn't used, but I could be wrong. I wasn't a marine engineer, I was
the navigator. Maybe Dave Ficken could anwser that.

Diesel fuel was used when manuevering for greater reliabilty and ease of
starting.



"Malcolm Moore" wrote in message
...
On Thu, 11 Sep 2003 00:56:37 GMT, "Tony" wrote:

The large Sulzers and MANs used compressed air to start the engine. Their
was enough compressed air to get a a couple of starts, then you might
have
to wait to build pressure again. There was a guage on the bridge as I
recall
that indicated the reserve pressure.

Is the compressed air injected directly into the appropriate
cylinder(s) or is there a separate starter?

The
ship used DFM (diesel fuel marine)
when manuevering (starting/stopping) and heavy oil when out at sea. I
don't
remember the grade of bunker fuel. Some diesels can run right off crude
oil.

Why is it necessary to change fuels? Does heavy oil only work well at
normal running speeds?

snip

Thanks
Regards
Malcolm.

The book "Diesel's Engines, From Conception to 1918-" by Lyle Cummins is an
excellent book and well worth the read. I got mine from Linsay's. It
describes all of the trials and tribulations of Rudolf Diesel,especially for
the big engines. His engines used crossheads just like the one in the link.


"Stan Schaefer" wrote in message
om...
Jim McGill wrote in message
...
Wow, that's what I want for Xmas. Check out the built in ladders down
into the crank case wells.

As for starting, look at the second picture. That's a heck of a big
electric motor there next to that giant gear. It just looks small
compared to all the other pieces.

I guess what amazes me is how similar it is to a small diesel. For some
reason I'd expect things to change when they get that large, but
everything, even the head studs are just scaled up (and more detailed).
Must be some kind of lathe that turned those pistons. And the mill that
faced that crank case block (which looks to be a single casting - also
pretty scary) - YEOW!!!! That finishing cutter looks like it was 12" in
diameter at least.

Awesome.

Jim

Unlikely that any of the main parts is a solid casting, they were
fabricating large diesels as far back as the '30s from flame-cut steel
sheet weldments. I've got a book on high-speed diesels from that era,
there's a picture of a guy standing in the engine block and stick
welding the crankshaft bearing supports. After all the welding was
done, the whole works went into an oven for stress relief and finish
machining was completed afterwards on the bearing and cylinder liner
areas.

Stan

In article , Dave Ficken
says...

There was a time that I was in the control room with the Chief
Engineer. All of a sudden the pitch of the Engine noise changed and
there was a *metallic* clang to it. In a flash, I looked at him, he
looked at me, and we bolted for the main engine platform. Once out the
door, we realized what we thought was impending doom was actually the
two Wipers (that's a job title) trying to mimic the rhythm of the
engine by banging on a 55 gallon drum.

This is in the book but not the film, "The Boat" where
the chief engineer stops what he's doing in the control
room and runs back to the engine room - passing the
galley on the way.

He finds the cook scrubbing pots with some sand soap,
and screams at him to not do that while the boat is
under way!

Engineers never rest easy.

Jim

==================================================
please reply to:
JRR(zero) at yktvmv (dot) vnet (dot) ibm (dot) com
==================================================

There were a number of early automobiles that used this starter type on
SI engines before the electric starter was perfected. An air tank
stored the compressed air until the next start.

Tony wrote:

My impression was that the air went into the cylinder, and a separate air
starter isn't used, but I could be wrong. I wasn't a marine engineer, I was
the navigator. Maybe Dave Ficken could anwser that.

Diesel fuel was used when manuevering for greater reliabilty and ease of
starting.

"Malcolm Moore" wrote in message
...
On Thu, 11 Sep 2003 00:56:37 GMT, "Tony" wrote:

The large Sulzers and MANs used compressed air to start the engine. Their
was enough compressed air to get a a couple of starts, then you might
have
to wait to build pressure again. There was a guage on the bridge as I
recall
that indicated the reserve pressure.

Is the compressed air injected directly into the appropriate
cylinder(s) or is there a separate starter?

The
ship used DFM (diesel fuel marine)
when manuevering (starting/stopping) and heavy oil when out at sea. I
don't
remember the grade of bunker fuel. Some diesels can run right off crude
oil.

Why is it necessary to change fuels? Does heavy oil only work well at
normal running speeds?

snip

Thanks
Regards
Malcolm.


--
Don Stauffer in Minnesota

webpage- http://www.usfamily.net/web/stauffer