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I don't have a picture, just a story. My engineering teacher was telling me about when she was a cadet a loooong time ago working on a cruise ship out of America. She was on watch and the turbo for #4 engine was making a really strange high pitched whine, completely different to the other turbos. She figured given that she had no idea what it was, she'd shut the engine down and look into it. No sooner had she walked towards the fuel cutoff, than the loving crankshaft blew out the side of the block landing EXACTLY where she had been standing seconds before. Apparently one of the oil lines had become blocked, the crank had massively overheated and half of it had seized while the other half went exploring.
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Apr 28, 2010 09:51
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Landerig posted:I bet two things happened to her after this: Yeah, I've asked her for photos. All her stuff is currently on a container coming to NZ from the UK so could be a while, but once it arrives all sorts of ship-related mechanical failures will be uploaded.
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May 4, 2010 12:38
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This is more of a human failing than a mechanical one but I think it still belongs here. http://www.youtube.com/watch?v=jWXmHBoV2GM
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May 27, 2010 14:24
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ozziegt posted:According to the same video posted by someone else, there were people in that boat and there were fatalities. Yeah, we were shown it in class as a great example of why you always check your hooks before hoisting. Scares the hell out of me.
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May 28, 2010 04:10
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Just showed up on my friend's facebook from the ship he's working on:
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Aug 12, 2010 07:50
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This one is just a baby really It's just from a generator, not a main engine. 
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Aug 12, 2010 08:41
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Crossposting from aquatic insanity thread - dg1 ate its turbo.
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Jan 4, 2011 17:57
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Just gonna leave this here.
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Mar 15, 2011 04:29
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I've seen that photo in one of my lectures... I believe it was hosed up on a testbed. I want to say hydrolocking did that, let me see if I can dig up the link. Got it: http://www.marinediesels.info/Horror%20Stories/testbed_smash.htm If it doesn't go direct to the page, go to Horror Stories on the left, scroll down and find Test Bed Smash. While you're there, read the other horror stories - Cert of Incompetence in particular is a good'un. I don't think that engine was destined for a passenger ship, as a point of interest - they tend to use smaller 4 strokers rather than the big 2 strokes that container ships use. Comrade Blyatlov fucked around with this message at 07:27 on May 11, 2011 |
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May 11, 2011 07:20
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InterceptorV8 posted:These stories are great. Want to gently caress up? Want to gently caress up BIG TIME? Become a Marine Diesel Mechanic! Haha, why do you think I do it? Reposting these from the aquatic insanity thread: Two Finger posted:
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May 11, 2011 09:27
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bolind posted:Actually those giant two-strokes are among the most efficient ICE engines produced. I believe the hover around 53% ish, where even a good modern car engine is lucky to get 35%. I believe the best efficiency obtained from an ICE is 50.5% including heat recovery boilers, etc. Also, 90L of fuel per cylinder per stroke sounds just a bit high... If that was the case you'd be using something insane like 9 cubic metres of fuel per minute, per cylinder Wiki indicates specific fuel consumption is 171g/kW. At 80080 rated kW, that works out to 13.693 cubes per hour, which works out to around 3.8L per second. That sounds a whole lot more realistic. Geoj posted:Someone correct me if I'm wrong, but doesn't this also allow them to direct drive the propeller? Couldn't do that with a turbine, at least not without an equally big gearbox (which would result in drivetrain losses.) Yep, you're dead right. The engines are built around that principle - with the kinds of power outputs they're throwing around (in the thousands of kilowatts per cylinder) it becomes absolutely worth cutting down on even fractional percentage efficiency losses. It's all money straight out the door, otherwise. EightBit posted:These engines can be run off of the thick sludge left from oil distillation that noone else wants, which is cheaper than the cleaner fuel required for turbine engines.  Yeah, this poo poo. Comrade Blyatlov fucked around with this message at 08:08 on May 12, 2011 |
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May 12, 2011 05:18
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Geoj posted:Does that have to be heated to decrease viscosity or does the engine use some kind of hammer of the gods injection system to ram it into the cylinder at room temperature? Absolutely - you want this stuff at about 10-12 centistokes which will normally involve the fuel being heated to around 120* celsius. There's a reason it gets so hot in the engine room - the purifier room in particular is hellish. The fuel is absolutely awful poo poo, by the way. You can see it clinging to my hand there where my knuckles rubbed against it - that day I was scraping waste fuel out of the boiler and once it gets on you, it's all kinds of fun trying to get it off. Using diesel to loosen it helps, but only so much. JD Brickmeister posted:When you start to think of the scale these businesses operate on, physically as well as financially, it is truly mind boggling. Honestly, I try not to think about it. On my ship we were bunkering about a thousand cubes at a time, X amount of fresh water, god alone knows how much food... I'll stick to making poo poo work, I think. bolind posted:I've heard someone say, that you measure the load on the engine by measuring how many degrees the driveshaft is twisted. Any truth to that? Eh... not 100% sure how load is calculated but I have a vague memory of hearing something like that. It would certainly be a valid way, the torsional rigidity of the crank would be a known factor. What was it you did at the shipyards? EightBit posted:According to wikipedia, that poo poo has to be heated before it can be used for fuel. I wonder how much energy is wasted doing that, or if there is some fancy heat capture system that keeps it hot with the engine exhaust? Yep, has to be treated. We run it through a centrifugal purifier which helps to remove any water/contaminants and heat it at the same time to around 90*. It's then heated further to that 120ish* mark before entering the pumps leading to the engine. I can't find a decent link in a quick glance but have a look for centrifugal seperators if you want to know more. The heating itself is almost invariably done with steam generated either from a regular boiler or from an exhaust gas boiler - basically using water tubes in the funnel to take advantage of some of the heat the engine is sending skywards. Edit: Sorry for the massive derail, hit up the aquatic insanity thread if you have any other questions. Comrade Blyatlov fucked around with this message at 19:30 on May 12, 2011 |
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May 12, 2011 19:19
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Alereon posted:Yes, it has to be ~100 degrees F when sitting in storage, has to be heated to over 150F to be pumped, and has to be 220-260F to atomize properly for combustion. I'm actually a little surprised you can use that low-grade oil in internal combustion engines, I thought it had to be burned in boilers because of the water and ash content, but I guess that's what the purifiers are for. Yeah pretty much this. The purifiers do an incredible job of turning this awful poo poo into something that can actually be burnt to produce power.
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May 13, 2011 21:42
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Sockington posted:1991 Ford Escort GT (front passenger wheel) Do you own anything that doesn't rust?
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Jul 24, 2011 21:34
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Good loving god that engine did a real number on itself. That is seriously impressive.
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Aug 9, 2011 09:15
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drzrma posted:To add to this, I recently sailed into Tauranga harbour. The media loves to make a big deal of nothing but they have seriously dropped the ball on this - it is far, far worse than images can show. When we arrived in port, there was a horrible sheen of oil coming off our hull just from steaming through the contaminated waters. There are blobs of fuel oil floating in the harbour. The Pacific Dawn had all the boys washing the windows - almost every single one was covered in an oil film. What's happened has absolutely hosed the beaches - they are completely closed off from what I understand.
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Oct 21, 2011 20:58
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Couple things from my last ship: 
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Jan 30, 2012 08:55
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Tanz-Kommandant posted:I see water inside of a room that is inside of a ship. I know that water doesn't belong there and it terrifies me for some reason. A relief valve lifted, this is a small room off to the side of the main engine room that I normally just glance into to see if there are any problems, and, well. I dunno how long the relief valve had been dumping for but it was several tonnes of water. Chinatown posted:Is that a radiator spewing water/coolant? It's a heat exchanger, so more or less, yeah.
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Jan 30, 2012 10:18
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The two problems are actually unrelated, they just happened on the same day. The big pool of water is from one system, the heat exchanger leak is from the cooling for the main engines. The reason there isn't a water sensor there is to give me something to do - it's the engineers' job to find things like this and fix them.
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Jan 30, 2012 10:28
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Yes, but you keep missing the part where the two problems were entirely unrelated, the room where that water is did not have a bilge well/sensor.
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Jan 30, 2012 10:41
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So we had a turbo workshop today, and... well, I'll let the pictures speak for themselves.   
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Feb 14, 2012 15:53
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Rorac posted:I like how it gave one last throaty growl right after it got released from the vehicle and no longer had any load under it. Reminds me of that video someone posted a while back of crazy Finns? Swedes? rallying and even as the car is rolling they still have their foot right up it with the engine bouncing off the limiter. WE CAN POWER OUT OF THIS
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Mar 4, 2012 09:28
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Sagebrush posted:I remember reading a story a while back -- maybe even in A/T on this forum, I dunno -- from a guy working the oil fields. Apparently there can be so much oil in the air around a rig that the trucks will occasionally run for a while with the fuel supply cut off. Literally the only way to shut them off then is to block the intake with whatever you have at hand. I remember the story had an ending something like: I've heard tell of a phone book being sucked into the intake. No idea how much truth there is to that.
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Mar 17, 2012 08:57
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Das Volk posted:Speaking of diesels: http://www.youtube.com/watch?v=kUurXdTPgfg I love the exposed rockers. Interesting how little things have changed since back then, startup is pretty much the same as what I'm used to.
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Mar 17, 2012 13:24
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gently caress me dead. It doesn't help that a lot of my friends work on rigs.
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Mar 26, 2012 10:16
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Collateral Damage posted:I have no idea what's going on here, but I doubt it's working as intended. The video description slays me. Meanwhile, in Russia.
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Jun 23, 2012 00:15
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Dr 14 INCH DICK Md posted:Serious question is it possible for train diesels to runaway like big rigs? Because thats a terrifying thought. No reason why not, although I'd assume they would have a mechanical cutout of some description.
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Jun 23, 2012 00:49
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Rorac posted:You know, there was a picture of a locomotive that threw a piston into a house earlier in this thread. For the longest time I've been trying to figure out how that would happen, and this is the only reason I can think of. I knew about diesels running away but I never really thought about it in this context, thank you. Do you need me to repost the pictures of the destroyed engine from my first ship? That was a diesel that overspeeded. Messy.
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Jun 23, 2012 22:03
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Two Finger posted:So I get a message today from a friend from my ship that DG4 had exploded and punched a hole in the bulkhead next to it. No one was hurt, thank loving god, but I do have some photos here.
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Jun 23, 2012 23:02
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Das Volk posted:Like any emerging technology DBW had been badly implemented in a number of vehicles, and like any GM product it was badly implemented in nearly all of them that had it. gently caress GM, MY M3 is superior... I think this is pretty much the quintessential DV post. I kid, I kid. Here's a mechanical failure to make up for it.   
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Aug 1, 2012 11:04
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bidikyoopi posted:Our 2001 TDI had a hot side problem from 200,000 miles of high sulphur diesel and because, for some retarded reason, VW decided to integrate the turbine and exhaust manifold, the replacement part was about $5000. You can probably get away with much less than that just replacing the compressor, but definitely do it. So, I want to make sure I'm understanding this right - it was high sulphur diesel that caused issues? The engines I'm used to it's low sulphur that causes problems...
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Nov 23, 2012 06:21
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WebDog posted:Do these count? Do you need me to start posting some ship-based failures?
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Dec 31, 2012 07:56
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Aurune posted:My grandfather was a engineer on cargo ships for the first part of his working life. He later settled down and just did engine repair. Pictures of failures like that or just even stuff like this https://www.youtube.com/watch?v=89Mw6L69b6Y give the utmost respect for him. Well, you might be interested to know that as terrifying as that video looks, that is actually designed into the ship - those familiar with Hooke's law will see that this is still within the elastic range of the steel. Now, some pictures. This one isn't a failure of any sort whatsoever, but it gives an idea of the kind of engines we deal with:  This group of photos are all from an item of equipment - any guesses?      And this is a different piece of equipment - again, any guesses?     And for bonus points on the second one, anyone guess HOW they found the problem? And this is not so much mechanical failure as crew morale failure  Yeah.
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Dec 31, 2012 09:13
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Carteret posted:Correction: It doesn't look like a "Korean Car." All the new Hyundai's are looking really nice, so depending on your opinion of what a Hyundai is supposed to look like it may or may not. Less talk of Korean cars, more broken poo poo.
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Dec 31, 2012 22:52
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Boat failure time. This one isn't a failure of any sort whatsoever, but it gives an idea of the kind of engines we deal with:  This group of photos are all from an item of equipment - any guesses?      And this is a different piece of equipment - again, any guesses?     And for bonus points on the second one, anyone guess HOW they found the problem? And this is not so much mechanical failure as crew morale failure  Yeah.
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May 7, 2013 06:12
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PromethiumX posted:Air conditioning evap/condenser coil I am guessing? Yep. Holes like that aren't normal operating conditions, that's for sure.
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May 8, 2013 08:01
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Don't think this is quite right somehow.
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Jun 22, 2013 15:27
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kastein posted:On a whim I threw a breaker bar on the crank and... it turned. Not only did it turn, after cranking back and forth a bit, the rings scraped all the thermite slag off the bores and it turned over easily by hand again. We found absolutely no damage - the mains and rod bearings were all almost perfect, crank looked great (aside from being caked in thermite slag in a few spots) and you could still see the crosshatching on all the cylinders. If it weren't for the fact that the top of the bore we poured the thermite directly into stress cracked away from the fire deck, I could have bored it 5-10 over or maybe even just honed it and slapped some new pistons/rings in it, shaved 5 thou off the deck to get rid of the rust and slight blown HG damage, and run the fucker as-is.  That's loving insane.
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Nov 26, 2013 07:36
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Seat Safety Switch posted:While it may be a discussion for the tools thread, tell me about these ratcheting wrenches because I've never seen them and my name-brand gearwrenches are frequently considered "too nice" for me to use effectively. You should never, ever consider gearwrenches too nice to use. I have a set of their ratcheting ones that I use when I'm at sea, and I could not be happier with them. I don't know what they made those ratcheting mechanisms out of, but they just will not quit.
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Mar 31, 2014 14:02
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Well, I hooked a bit of pipe (two feet probably) over the 19" and my 100kg rear end was jumping on it, and the drat thing just held. Never been so impressed by a tool in my life.
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Mar 31, 2014 14:27
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