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Smallpatch

Cal after reading the news today

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This today's satellite data, Radar and other weather information, there is absolutely no reason for this type of incident. Captain erro and/or stupidity.

 

 

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2 hours ago, lew said:

This today's satellite data, Radar and other weather information, there is absolutely no reason for this type of incident. Captain erro and/or stupidity.

 

 

Didn't they loose the engines first ?   Roly

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2 hours ago, Roly said:

Didn't they loose the engines first ?   Roly

That is my understanding...not good when you lose the propulsion engines...thuster's might keep it from capsizing for a while depending on sea/ocean conditions, but it's a matter of when not if, typically.

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And this boat was just put in to service in 2017, maybe not even time for an oil change yet...If they used Mobil 1????

  I wonder if they have the authority to get on the loud speaker and ask for a doctor or a mechanic. I know they ask for help but that just got them a few helicopters.

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5 hours ago, Smallpatch said:

And this boat was just put in to service in 2017, maybe not even time for an oil change yet...If they used Mobil 1????

Majority of modern large internal combustion marine engines never change oil unless there is a failure. Engine lubricating oil doesn't wear out or go bad, it just becomes contaminated. At prescribed intervals maintenance crews perform SOS  (Scheduled Oil Samplings) including oil patches (no puns intended:P) where oil is drawn then oil sample & filter patches are evaluated for wear metal contamination, fuel dilutions, coolant or water (often sea water cooled). The oil sample is compared to the baseline samples of clean new oil with any additives utilized. The large volume of "crankcase" oil not only provides heat dispersion but also allows for higher PPM's (parts per million) of contaminate levels.

 

Assuming no contaminates found, Filters are changed (with what's called duplex filtering, filters can be changed while the engine is running) the "crankcase" is topped off with  fresh oil, any specified additives, log updated and let 'er rip until the next SOS. Probably differs a bit for cruise liners since they are ported more frequently versus work vessels particularly large fishing vessels. Some of the fishing  (crab etc.) vessels are out for weeks, maybe months at a time. The engines have to be running 24/7. "Changing" oil at sea presents a challenge...no McQuiks or Jiffy Lubes :lol: plus the storage of hundreds of gallons of  used oil as well as fresh oil. That weight has to be deducted from payload which impacts operating cost and profitability.

 

Well there you have it in a condensed version....everything you never wanted to know about marine engine service maintenance.:OldManSmiley: FWIW, large machinery in ore mines and co-generation generator sets as well as many OTR (Over the Road) trucking fleets have similar maintenance inspection processes.

Edited by Grandpadave52
typo

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Probably a little relay somewhere did it.  As I understand the diesel engines just operate electric generators and as load is applied more engines come on line all propulsion is from electric motors.    So it probably was not engine oil but lack of magic smoke  after it leaked out.     Seems like a manual control should be available for emergency.   Roly

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13 hours ago, Roly said:

As I understand the diesel engines just operate electric generators and as load is applied more engines come on line all propulsion is from electric motors.

For most large vessels that's generally the case. However many mid size vessels may have direct drive to props. Where multiple propulsion engines are used, one (or more) operates in standard engine rotation (typically CCW) and a mating engine(s) will operate in reverse rotation (typically CW). Some may operate as indirect drive through a transmission of sorts to the prop shaft.

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