There is an old sailor that lives 1/2 mile down the road. A Kansas kid who joined the Navy late in the war. He was assigned to a Sumner class destroyer. I remember the model of his ship displayed in a glass case and I always coveted it as a child. I stopped by to visit the old man a year ago to pick his brain about his experience on board. He replied that the extra guns made the Sumner class bow heavy resulting in the ship's poor handling.
I asked if he had considered staying in the Navy. He replied that he had but after the war ended all the officers returned to a peacetime navy attitude. In an attempt to get him to define what he meant by peacetime attitude, he only replied that it was little to crisp for him to say in as an enlisted man ????
In reference to GG's recital of LTC Evans turning the USS Johnson toward a superior naval force, what can one say?
Obviously the Commander knew the abilities of his ship and was determine to open a great big can of whoop a - - !!
Looking at the size of the screws and the power of B & W boilers on a Fletcher I recently read a passage on another website of a sailor knowing in a instant that the enemy had been sighted... the give away was the sound coming from the updrafts and the taletell event to follow of more steam being produced.
Last edited by blidgepump; 16 Oct 10, at 16:05.
Served that way till the 80s, then till the 90s for Greece. Was still a bit underarmed for its purpose in Germany - the four remaining 5-inchers were all needed as they could only throw up max 90 rpm combined, whereas on the then-contemporary Cologne class the two french METL53 threw up 120 rpm of 100mm (and the real destroyers in the German Navy also had four turrets at the time, albeit doing 240 rpm combined...). And without getting rid of more of the 5-inchers (as was done in the US postwar) you couldn't mount the quintessential weapon of the day, the Bofors quad 375mm ASW rocket launcher.
German sailors hated them btw. Too cramped compared to newer builds.
http://www.gutenberg.org/files/22657.../> ADVANTAGES OF THE BABCOCK & WILCOX BOILER
" The advantages of the Babcock & Wilcox boiler may perhaps be most clearly set forth by a consideration, 1st, of water-tube boilers as a class as compared with shell and fire-tube boilers; and 2nd, of the Babcock & Wilcox boiler specifically as compared with other designs of water-tube boilers.
Capacity—Due to the generally more efficient circulation found in water-tube than in fire-tube boilers, rates of evaporation are possible with water-tube boilers that cannot be approached where fire-tube boilers are employed.
Quick Steaming—Another important result of the better circulation ordinarily found in water-tube boilers is in their ability to raise steam rapidly in starting and to meet the sudden demands that may be thrown on them.
In a properly designed water-tube boiler steam may be raised from a cold boiler to 200 pounds pressure in less than one-half hour."
Last edited by blidgepump; 16 Oct 10, at 16:01.
Come to think of it, on the Tarawa class LHA's there was also an electric "PUF" (Port Use Fan) used when lighting off the boiler. I'm not sure how many other classes of ships used the "PUF."
Last edited by Ytlas; 16 Oct 10, at 19:07.
The Kidd is well maintained but access is not permitted to the areas shown in the attached jpeg. To follow up on the information provided about the FD's, the second jpeg displays an area on the ( i think is was the starboard side amidships ) USS Kidd that proved to spark my attention. Were these external valves to throttle the boilers if something went wrong in the engine room?
Last edited by blidgepump; 17 Oct 10, at 22:19.
Also in the engine room, usually above the throttle board is the throttle valve which can be closed. In the fireroom at the back of the boiler is the main steam stop valves which can shut the main steam off at the boiler.
[QUOTE=blidgepump;762839]Ytlas a question about the FD's.... are they steam powered or electric?
The builder's model for the Fletcher's sans hull and bulkheads offered the best illustration of what would be observed is access was permitted inside the Kidd's engine room.
When major overhaul was attempted for the larger parts.... did they just cut a hole in the hull ?
After looking at your "Builder's Model" I just had to dig out a couple of my Destroyer books. I didn't know that back then they put the DFT in the engine room. Interesting.
I've never seen a FDB like that. It's tiny. The boiler picture, I recognize that it's the upper level and the steam drum in the background but that's it.
BTW, I was an insulator by trade. I insulated the valves, piping and machinery. If there's a BT or MM handy on this board I'd welcome any imput.
Last edited by Ytlas; 17 Oct 10, at 23:21.
The attachment illustrates the relationship of a reduction gear on a Fletcher to "other stuff" in the vicinity, i.e., frames, braces, piping, etc...
I try to imagine 20 workers below deck on an aging warship on a warm sunny day in Southern California in a small confined resonating space built out of steel, using grinders, impact wrenches, cutting torches, and delicate computer measuring devices with inspectors spreading "D" size sheets of paper interpreting shop drawings....... goodness that must be a little slice of heaven.
In the earlier parts of the overhaul you'll have more trades, but a lot less people in the space. That's when you'll have the grinders, sparks from welding or carbon arcing, plus some of the adhesives we'd use to get people high as kites......
There are currently 4 users browsing this thread. (0 members and 4 guests)