This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

no CNC here.

Nice!. No safety glasses either.

Stupendous Man wrote:
no CNC here.

Nice!. No safety glasses either.

That's because the chips would go throught the glasses and come out the back
of your head.

"Randy" wrote in message
...
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Interesting! Some BIG swarf in a few of the pics.

--Very neat site and photo archive; decided to join!

--
"Steamboat Ed" Haas : Imagine what I could do if
Hacking the Trailing Edge! : I knew what I was doing...
www.nmpproducts.com
---Decks a-wash in a sea of words---

On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

--
Real freedom lies in wildness, not in civilization.
-- Charles Lindbergh

Larry Jaques wrote:
On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:


This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.


Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

--
Real freedom lies in wildness, not in civilization.
-- Charles Lindbergh

I saw those pics and it reminded me of a guy I know that had shaper
chips that looked like car coil springs sitting on his mantle piece from
a place he used to work.
Regarding the flame cutting I get stuff done on occasions by a company
that can do upto about 18" thick steel, I don't require anything like
that though.

On Mon, 08 Jun 2009 13:17:43 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

Larry, I think that's a planer. And 4 and 5 down from there they're
using a vertical shaper to do the outside profile.

Pete Keillor

On Mon, 08 Jun 2009 18:23:42 -0400, the infamous Pete Keillor
scrawled the following:

On Mon, 08 Jun 2009 13:17:43 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

Larry, I think that's a planer. And 4 and 5 down from there they're
using a vertical shaper to do the outside profile.

Ayup, mouseover showed "planing" so I guess they're shifting both
those big, honkin' webs under the shaper knife. Planing = shaping,
right?

--
The doctor can bury his mistakes, but an architect
can only advise his client to plant vines.
--FLW

On Mon, 08 Jun 2009 16:34:25 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 18:23:42 -0400, the infamous Pete Keillor
scrawled the following:

On Mon, 08 Jun 2009 13:17:43 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

Larry, I think that's a planer. And 4 and 5 down from there they're
using a vertical shaper to do the outside profile.

Ayup, mouseover showed "planing" so I guess they're shifting both
those big, honkin' webs under the shaper knife. Planing = shaping,
right?

Yep. Used on bigger pieces. It doesn't seem that easy to me to move a
table with a 10-20' stroke, but I guess it's easier than moving a 30'
ram. I've seen lots of planers in museums and such, never seen one
working. Man, that would be something. I really enjoy watching my
shaper do its thing.

Pete

"Pete Keillor" wrote in message
...
On Mon, 08 Jun 2009 16:34:25 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 18:23:42 -0400, the infamous Pete Keillor
scrawled the following:

On Mon, 08 Jun 2009 13:17:43 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

Larry, I think that's a planer. And 4 and 5 down from there they're
using a vertical shaper to do the outside profile.

Ayup, mouseover showed "planing" so I guess they're shifting both
those big, honkin' webs under the shaper knife. Planing = shaping,
right?

Yep. Used on bigger pieces. It doesn't seem that easy to me to move a
table with a 10-20' stroke, but I guess it's easier than moving a 30'
ram. I've seen lots of planers in museums and such, never seen one
working. Man, that would be something. I really enjoy watching my
shaper do its thing.

Pete

I saw some around 30 years ago. They make one heck of a chip, cutting steel.
I used one for a paperweight when I worked at _American Machinist_.

--
Ed Huntress

"Larry Jaques" wrote in message
...
On Mon, 08 Jun 2009 18:23:42 -0400, the infamous Pete Keillor
scrawled the following:

On Mon, 08 Jun 2009 13:17:43 -0700, Larry Jaques
wrote:

On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

Those are (ahem) large engines!

Larry, I think that's a planer. And 4 and 5 down from there they're
using a vertical shaper to do the outside profile.

Ayup, mouseover showed "planing" so I guess they're shifting both
those big, honkin' webs under the shaper knife. Planing = shaping,
right?

Well, in planing, the work moves on long bedways while the tool remains
stationary. In shaping, the tool moves and the work stays still. Planers
were used for surfacing long parts. Most planers were converted to
planer-mills near the end of that era. A few are still around, but the big
engines, big machine tools, and other things that required planing are not
as prevalent as they once were.

--
Ed Huntress

Larry Jaques wrote:
On Mon, 08 Jun 2009 08:06:54 -0400, the infamous Randy
scrawled the following:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Cool as hell is right, Randy. Man, I'd never seen a drill press that
big, but when I saw the guy cutting out the crank webs (1 foot thick
in one pass) with the cutting torch, I was impressed. Oh, later pics
show that it's using a template to guide the torch on its rounds.

Are those half inch thick pieces of swarf the guy is cutting into the
sides of the webs on the mill? Bigass chips, mon. Is that where you
use a face mill or flycutter? (pic with two webs on the table, one
marked 487/56, and the pic below it)

That is a BIG horizontal shaper!

Just think about how many times the folks working with those tools were
asked "So what do you do?" With an answer of "Oh I just operate a lathe,
shaper, cutting torch, with no other explanation regarding the SIZE of
the equipment"


Those are (ahem) large engines!

--
Real freedom lies in wildness, not in civilization.
-- Charles Lindbergh


--
Steve W.

On Jun 8, 2:17 pm, Larry Jaques wrote:

Those are (ahem) large engines!


Bigger:
http://people.bath.ac.uk/ccsshb/12cyl/

Dan

"Randy" wrote in message
...
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the pictures.
HEADS UP!! Don't forget you can park your mouse on most of the pictures
and get a minimal description of what you are seeing.

Thanks again,

Ivan Vegvary

On Mon, 08 Jun 2009 08:06:54 -0400, Randy
wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.
========
Thanks for sharing.


Unka' George [George McDuffee]
-------------------------------------------
He that will not apply new remedies,
must expect new evils:
for Time is the greatest innovator: and
if Time, of course, alter things to the worse,
and wisdom and counsel shall not alter them to the better,
what shall be the end?

Francis Bacon (1561-1626), English philosopher, essayist, statesman.
Essays, "Of Innovations" (1597-1625).

On Jun 8, 7:06*am, Randy wrote:
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man...

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the link!

Under the section titled “Later Engines”:” …This system had inherent
advantages over the standard four-stroke engine, as the two-stroke
running enabled a low operating speed (115 rpm), thus eliminating the
requirement for a reduction gearbox between the engine and propeller,
and as the engine was reversible, no reverse gear was required. …”

I found it unusual that a 2-cycle engine would allow them to have a
lower rpm than a 4-cycle one, since most common small 2-cycle engines
are used at higher rpm. But maybe it makes sense in that the power
stroke is spread out more evenly through its cycles.

I wonder how they started or reversed those big ship engines. Did
they use auxiliary engines for this?

wrote:
On Jun 8, 7:06 am, Randy wrote:
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man...

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the link!

Under the section titled “Later Engines”:” …This system had inherent
advantages over the standard four-stroke engine, as the two-stroke
running enabled a low operating speed (115 rpm), thus eliminating the
requirement for a reduction gearbox between the engine and propeller,
and as the engine was reversible, no reverse gear was required. …”

I found it unusual that a 2-cycle engine would allow them to have a
lower rpm than a 4-cycle one, since most common small 2-cycle engines
are used at higher rpm. But maybe it makes sense in that the power
stroke is spread out more evenly through its cycles.

Take a look at locomotive engines. Many of those are two strokes and
they turn reasonably slow.


I wonder how they started or reversed those big ship engines. Did
they use auxiliary engines for this?

Depends on the engine design. Most were set up so that you brought the
engine to a stop by shutting down the fuel, then as it was slowing you
activated the change gears to shift the exhaust and intake systems. Once
they were changed you just used the air start to kick the engine over in
reverse. If you timed it right you went from forward to reverse as fast
as a standard reversing gear set would allow.

Many "modern" 2 strokes can still run in reverse, BUT the results can be
interesting. One of our members found that out with one of our Detroit
equipped engines! He pulled into a parking spot, managed to let the
truck roll forward a bit with the trans in reverse. OOPS. He hit the
emergency shut down after a couple seconds but not until a HUGE cloud of
smoke came out the intakes and showed off the mistake.

--
Steve W.

In article ,
"Steve W." wrote:

Many "modern" 2 strokes can still run in reverse, BUT the results can be
interesting. One of our members found that out with one of our Detroit
equipped engines! He pulled into a parking spot, managed to let the
truck roll forward a bit with the trans in reverse. OOPS. He hit the
emergency shut down after a couple seconds but not until a HUGE cloud of
smoke came out the intakes and showed off the mistake.

Embarrassing but essentially harmless if you shut it down quickly. The
cost in new air cleaner elements could get up there, though.

We used to play that trick on newbie drivers. Let them clutch stall a
GMC 71 Series and watch them panic as it started and ran backward.

John Husvar wrote:
In article ,
"Steve W." wrote:
Many "modern" 2 strokes can still run in reverse, BUT the results can be
interesting. One of our members found that out with one of our Detroit
equipped engines! He pulled into a parking spot, managed to let the
truck roll forward a bit with the trans in reverse. OOPS. He hit the
emergency shut down after a couple seconds but not until a HUGE cloud of
smoke came out the intakes and showed off the mistake.

Embarrassing but essentially harmless if you shut it down quickly. The
cost in new air cleaner elements could get up there, though.

So can the cost of new underwear...


We used to play that trick on newbie drivers. Let them clutch stall a
GMC 71 Series and watch them panic as it started and ran backward.

Yeah this was the second time this rig was run to a call. I made it
look like it was a horrendous thing, then let him off the hook.

The only part of the Detroit I don't like is the NOISE IN THE CAB....
This beast is a 75 with an aluminum cab and NO sound insulation at all,
It does make me envy the rigs that had open tops though. I'm betting
they are quieter!

--
Steve W.

On Jun 9, 3:46*pm, "Steve W." wrote:
wrote:
On Jun 8, 7:06 am, Randy wrote:
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man....

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the link!

Under the section titled “Later Engines”:” …This system had inherent
advantages over the standard four-stroke engine, as the two-stroke
running enabled a low operating speed (115 rpm), thus eliminating the
requirement for a reduction gearbox between the engine and propeller,
and as the engine was reversible, no reverse gear was required. …”

I found it unusual that a 2-cycle engine would allow them to have a
lower rpm than a 4-cycle one, since most common small 2-cycle engines
are used at higher rpm. *But maybe it makes sense in that the power
stroke is spread out more evenly through its cycles.

Take a look at locomotive engines. Many of those are two strokes and
they turn reasonably slow.



I wonder how they started or reversed those big ship engines. *Did
they use auxiliary engines for this?

Depends on the engine design. Most were set up so that you brought the
engine to a stop by shutting down the fuel, then as it was slowing you
activated the change gears to shift the exhaust and intake systems. Once
they were changed you just used the air start to kick the engine over in
reverse. If you timed it right you went from forward to reverse as fast
as a standard reversing gear set would allow.

Many "modern" 2 strokes can still run in reverse, BUT the results can be
interesting. One of our members found that out with one of our Detroit
equipped engines! He pulled into a parking spot, managed to let the
truck roll forward a bit with the trans in reverse. OOPS. He hit the
emergency shut down after a couple seconds but not until a HUGE cloud of
smoke came out the intakes and showed off the mistake.

--
Steve W.- Hide quoted text -

- Show quoted text -

Thanks for the explanation. I subsequently found something about “air-
starting” from an old Audel’s book for marine engineers:
http://tinyurl.com/kqtr5n. Given the size of the diesel and the
pressures mentioned, I imagine that the compressed air system must be
impressive by itself.

On Tue, 9 Jun 2009 17:09:12 -0700 (PDT), wrote:

On Jun 9, 3:46*pm, "Steve W." wrote:
wrote:
On Jun 8, 7:06 am, Randy wrote:
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man...

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the link!

Under the section titled “Later Engines”:” …This system had inherent
advantages over the standard four-stroke engine, as the two-stroke
running enabled a low operating speed (115 rpm), thus eliminating the
requirement for a reduction gearbox between the engine and propeller,
and as the engine was reversible, no reverse gear was required. …”

I found it unusual that a 2-cycle engine would allow them to have a
lower rpm than a 4-cycle one, since most common small 2-cycle engines
are used at higher rpm. *But maybe it makes sense in that the power
stroke is spread out more evenly through its cycles.

Take a look at locomotive engines. Many of those are two strokes and
they turn reasonably slow.



I wonder how they started or reversed those big ship engines. *Did
they use auxiliary engines for this?

Depends on the engine design. Most were set up so that you brought the
engine to a stop by shutting down the fuel, then as it was slowing you
activated the change gears to shift the exhaust and intake systems. Once
they were changed you just used the air start to kick the engine over in
reverse. If you timed it right you went from forward to reverse as fast
as a standard reversing gear set would allow.

Many "modern" 2 strokes can still run in reverse, BUT the results can be
interesting. One of our members found that out with one of our Detroit
equipped engines! He pulled into a parking spot, managed to let the
truck roll forward a bit with the trans in reverse. OOPS. He hit the
emergency shut down after a couple seconds but not until a HUGE cloud of
smoke came out the intakes and showed off the mistake.

--
Steve W.- Hide quoted text -

- Show quoted text -

Thanks for the explanation. I subsequently found something about “air-
starting” from an old Audel’s book for marine engineers:
http://tinyurl.com/kqtr5n. Given the size of the diesel and the
pressures mentioned, I imagine that the compressed air system must be
impressive by itself.

Not really. Just a pipe from the plant air manifold to the engine :-)
The larger air start engines have an "air start" valve in the head and
use air in the cylinders to turn the engine over.

Cheers,

Bruce
(bruceinbangkokatgmaildotcom)

"Bruce In Bangkok" wrote in message
...
On Tue, 9 Jun 2009 17:09:12 -0700 (PDT), wrote:

On Jun 9, 3:46 pm, "Steve W." wrote:
wrote:
On Jun 8, 7:06 am, Randy wrote:
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man...

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the link!

Under the section titled "Later Engines":" .This system had inherent
advantages over the standard four-stroke engine, as the two-stroke
running enabled a low operating speed (115 rpm), thus eliminating the
requirement for a reduction gearbox between the engine and propeller,
and as the engine was reversible, no reverse gear was required. ."

I found it unusual that a 2-cycle engine would allow them to have a
lower rpm than a 4-cycle one, since most common small 2-cycle engines
are used at higher rpm. But maybe it makes sense in that the power
stroke is spread out more evenly through its cycles.

Take a look at locomotive engines. Many of those are two strokes and
they turn reasonably slow.



I wonder how they started or reversed those big ship engines. Did
they use auxiliary engines for this?

Depends on the engine design. Most were set up so that you brought the
engine to a stop by shutting down the fuel, then as it was slowing you
activated the change gears to shift the exhaust and intake systems. Once
they were changed you just used the air start to kick the engine over in
reverse. If you timed it right you went from forward to reverse as fast
as a standard reversing gear set would allow.

Many "modern" 2 strokes can still run in reverse, BUT the results can be
interesting. One of our members found that out with one of our Detroit
equipped engines! He pulled into a parking spot, managed to let the
truck roll forward a bit with the trans in reverse. OOPS. He hit the
emergency shut down after a couple seconds but not until a HUGE cloud of
smoke came out the intakes and showed off the mistake.

--
Steve W.- Hide quoted text -

- Show quoted text -

Thanks for the explanation. I subsequently found something about "air-
starting" from an old Audel's book for marine engineers:
http://tinyurl.com/kqtr5n. Given the size of the diesel and the
pressures mentioned, I imagine that the compressed air system must be
impressive by itself.

Not really. Just a pipe from the plant air manifold to the engine :-)
The larger air start engines have an "air start" valve in the head and
use air in the cylinders to turn the engine over.

Cheers,

Bruce
(bruceinbangkokatgmaildotcom)

A ship I worked on for a year, had an interesting emergency air start
system. There was a water tank in the funnel, which could be dumped, forcing
a piston down in a column of air. No start, use the hand pump to fill the
tank, and try again. The air cylinder looked like a vertical pipe, with a
drain valve at the bottom.


Steve R.

wrote in message
...
On Jun 8, 7:06 am, Randy wrote:
This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man...

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Thanks for the link!

Under the section titled “Later Engines”:” …This system had inherent
advantages over the standard four-stroke engine, as the two-stroke
running enabled a low operating speed (115 rpm), thus eliminating the
requirement for a reduction gearbox between the engine and propeller,
and as the engine was reversible, no reverse gear was required. …”

I found it unusual that a 2-cycle engine would allow them to have a
lower rpm than a 4-cycle one, since most common small 2-cycle engines
are used at higher rpm. But maybe it makes sense in that the power
stroke is spread out more evenly through its cycles.

I wonder how they started or reversed those big ship engines. Did
they use auxiliary engines for this?


Most large diesels that I have had any experience with,used compressed air
on the No. 1 cylinder and a valve driven off the cam shaft for starting.
These were four stroke engines and, while big enough to walk around on the
engine entablature, were much smaller than the ones shown .They were usually
Lister Blackstone or Merrlees seven cylinder turbocharged. Each fuel
injector had its own fuel pump driven off the cam shaft. This had the
advantage that, if you thought one cylinder wasn't putting out as much power
as the rest, you could lift the pump off the cam lobe with a spanner
provided for the purpose.If the governor didn't open the fuel racks much
when you lifted the pump, that was the culprit.They only ran about 120 rpm
so it wasn't difficult.

On Mon, 08 Jun 2009 08:06:54 -0400, Randy wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.


Glad ya'll liked it. Like I said too, cool not to pass on.

Thank You,
Randy

Remove 333 from email address to reply.

Is there anywhere in the world where such machines are still being used?
I imagine that even the ship-building Koreans/Japanese are using CNC
to build their engines. Large machines, but delicate by comparison.

The pictures are great, but what would be awesome to to stand beside one
of the planers while it was running. That would be a treat. Better
than Disneyworld, better than the Grand Canyon, better than sex ... no,
wait - scratch that last one.

Bob

On Jun 9, 8:54*am, Bob Engelhardt wrote:
Is there anywhere in the world where such machines are still being used?
* I imagine that even the ship-building Koreans/Japanese are using CNC
to build their engines. *Large machines, but delicate by comparison.

The pictures are great, but what would be awesome to to stand beside one
of the planers while it was running. *That would be a treat. *Better
than Disneyworld, better than the Grand Canyon, better than sex ... no,
wait - scratch that last one.

Bob

Catching the clap from one of those machines is probably worse too.

Is there anywhere in the world where such machines are still being used?

Bob

Not being used, but I visited an old shipyard last week, and they still
had some old machinery rusting away. One lathe I paced out was about 40
yards long from end to end. There was also the biggest shaper I've ever
seen - at least I think it's a shaper - about 20 foot tall.

Jordan

--Any idea what the date of the photos might be? Definitely too big
an engine for Liberty ships, plus they're IC, not steam. What might they
have been destined for??

--
"Steamboat Ed" Haas : Imagine what I could do if
Hacking the Trailing Edge! : I knew what I was doing...
www.nmpproducts.com
---Decks a-wash in a sea of words---

On Wed, 10 Jun 2009 18:37:13 +0000, steamer wrote:

--Any idea what the date of the photos might be? Definitely too big an
engine for Liberty ships, plus they're IC, not steam. What might they
have been destined for??

(Re http://www.shipsnostalgia.com/guides...xford_and_Sons
pictures)

The paragraph before the pictures says between 1957 and 1958, and
the paragraphs before that vaguely mention tankers and freighters
but no specific ship names.

--
jiw

Randy wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.


Was that O/A cutting the crank shaft side lobe? Looked like an 18" cut to me. Wow.

Wes

"Wes" wrote in message
news
Randy wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...turing_Process

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.


Was that O/A cutting the crank shaft side lobe? Looked like an 18" cut to
me. Wow.

Wes

Can not be O/A. Probably O/Propane. What my dad used when scraping out a
Cruiser gun turret.

On Jun 11, 1:15*am, "Calif Bill" wrote:
"Wes" wrote in message

news




Randy wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man....

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Was that O/A cutting the crank shaft side lobe? *Looked like an 18" cut to
me. *Wow.

Wes

Can not be O/A. *Probably O/Propane. *What my dad used when scraping out a
Cruiser gun turret.- Hide quoted text -

- Show quoted text -

This reference says that 7-ft thick steel sections are commonly cut
with oxyacetylene in heavy industry, but there’s no limit:
http://tinyurl.com/nq4ph3 (Welding Essentials: Questions and Answers
by William L. Galvery, Frank M. Marlow, Pamela Tallman c. 2001,
published by Industrial Press)

I’m not sure of the source of this information, but Industrial Press
publishes Machinery’s Handbook, so I assume that they say is true.

On Jun 11, 2:21*am, "Denis G." wrote:
On Jun 11, 1:15*am, "Calif Bill" wrote:





"Wes" wrote in message

news

Randy wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man....

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Was that O/A cutting the crank shaft side lobe? *Looked like an 18" cut to
me. *Wow.

Wes

Can not be O/A. *Probably O/Propane. *What my dad used when scraping out a
Cruiser gun turret.- Hide quoted text -

- Show quoted text -

This reference says that 7-ft thick steel sections are commonly cut
with oxyacetylene in heavy industry, but there’s no limit:http://tinyurl.com/nq4ph3*(Welding Essentials: Questions and Answers
by William L. Galvery, Frank M. Marlow, Pamela Tallman c. 2001,
published by Industrial Press)

I’m not sure of the source of this information, but Industrial Press
publishes Machinery’s Handbook, so I assume that they say is true.- Hide quoted text -

- Show quoted text -

Sorry. The information I provided must be in error. Someone must
have mistaken "ft" for "inches". I'll bet that the second edition
(2007) has this error corrected, but I don't have access to it.

"Denis G." wrote in message
...
On Jun 11, 2:21 am, "Denis G." wrote:
On Jun 11, 1:15 am, "Calif Bill" wrote:





"Wes" wrote in message

news

Randy wrote:

This is just too neat to not pass on.

http://www.shipsnostalgia.com/guides...d_Sons#The_Man...

no CNC here.

Thank You,
Randy

Remove 333 from email address to reply.

Was that O/A cutting the crank shaft side lobe? Looked like an 18" cut
to
me. Wow.

Wes

Can not be O/A. Probably O/Propane. What my dad used when scraping out a
Cruiser gun turret.- Hide quoted text -

- Show quoted text -

This reference says that 7-ft thick steel sections are commonly cut
with oxyacetylene in heavy industry, but there’s no
limit:http://tinyurl.com/nq4ph3 (Welding Essentials: Questions and Answers
by William L. Galvery, Frank M. Marlow, Pamela Tallman c. 2001,
published by Industrial Press)

I’m not sure of the source of this information, but Industrial Press
publishes Machinery’s Handbook, so I assume that they say is true.- Hide
quoted text -

- Show quoted text -

Sorry. The information I provided must be in error. Someone must
have mistaken "ft" for "inches". I'll bet that the second edition
(2007) has this error corrected, but I don't have access to it.

Never seen that long of a flame with Acet. You would need a lot of heat to
bring the metal up to the near burn temperature. After it gets red hot, all
you need is the O2 stream.