Blah-Blah-Blah. Now for the most important question. What weight oil???
Luxury cruise ship lost engines on Sat due low level of lubricating oil
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Ballast makes those ships a lot more stable than one might expect. Rolling one over would take quite some feat.
Don't ships have some extra oil stored in the hold for top ups at sea or such a situation? I guess not in this case.
Airplanes seem to occasionally run out of fuel,
One has to wonder
One has to wonder
Too bad a BITOG member was not on board with his usual stash of oil in his luggage. Could have given the ship some of his stash.
Low oil shutoff, my power washer is supposed to do that too. LOL
Originally Posted by berniedd
Don't ships have some extra oil stored in the hold for top ups at sea or such a situation? I guess not in this case.
Surely the kitchen coulda spared some gallons of pancake syrup!!
https://www.bobistheoilguy.com/foru...e-maple-syrup-instead-of-oil#Post5048240
Don't ships have some extra oil stored in the hold for top ups at sea or such a situation? I guess not in this case.
Surely the kitchen coulda spared some gallons of pancake syrup!!
ctechbob's desrcription posted above clears some things up. Thanks SeaTechRobert!
It does appear as if 3 out of the 4 engines had low levels of oil, at least low enough to drop below "acceptable" levels in choppy waves.
Still, that is a lot of sumps low. You'd think there would only be 1 or 2, at the most, sumps low at any given time, allowing the redundancy to keep the ship safely powered.
An aviation analogy: The old "Connies" had 4 engines, and it was not uncommon to lose one on trips! Seriously, those piston engines weren't that reliable, yet I've never heard of one losing 3 engines at once.
It does appear as if 3 out of the 4 engines had low levels of oil, at least low enough to drop below "acceptable" levels in choppy waves.
Still, that is a lot of sumps low. You'd think there would only be 1 or 2, at the most, sumps low at any given time, allowing the redundancy to keep the ship safely powered.
An aviation analogy: The old "Connies" had 4 engines, and it was not uncommon to lose one on trips! Seriously, those piston engines weren't that reliable, yet I've never heard of one losing 3 engines at once.
FWIW, most boat catastrophes (which this one fortunately was not) are a series of cascading events. One leak followed by a pump malfunction that sparks a fire with flooding in the engine room killing the power during rough seas is one scenario that will sink a ship. Many other possibilities.
They say that working on a commercial boat out on the high seas far offshore is much like being in prison, except that on a boat the possibility of drowning also exists.
They say that working on a commercial boat out on the high seas far offshore is much like being in prison, except that on a boat the possibility of drowning also exists.
Originally Posted by SeaJay
FWIW, most boat catastrophes (which this one fortunately was not) are a series of cascading events. One leak followed by a pump malfunction that sparks a fire with flooding in the engine room killing the power during rough seas is one scenario that will sink a ship. Many other possibilities.
They say that working on a commercial boat out on the high seas far offshore is much like being in prison, except that on a boat the possibility of drowning also exists.
I think this is in the right direction. A number of poor decisions including going out while storm warnings were posted added up to this. Hopefully as time passes more details will come to light.
FWIW, most boat catastrophes (which this one fortunately was not) are a series of cascading events. One leak followed by a pump malfunction that sparks a fire with flooding in the engine room killing the power during rough seas is one scenario that will sink a ship. Many other possibilities.
They say that working on a commercial boat out on the high seas far offshore is much like being in prison, except that on a boat the possibility of drowning also exists.
I think this is in the right direction. A number of poor decisions including going out while storm warnings were posted added up to this. Hopefully as time passes more details will come to light.
Originally Posted by dlundblad
For those of us who don't know, a dry sump is??
An oil sump or tank that is isolated from internal engine components.
The oil pan will have a scavenge pump that sends oil to a separate tank.
For those of us who don't know, a dry sump is??
An oil sump or tank that is isolated from internal engine components.
The oil pan will have a scavenge pump that sends oil to a separate tank.
Originally Posted by dlundblad
For those of us who don't know, a dry sump is??
Like roofless said. But specifically called a "dry" sump because when oil hits the oil pan (usually of a compact design), it is immediately sucked out of the oil pan (no reservoir of oil remains) by a "scavenge pump" and pumped into a tank that is usually baffled to stabilize the oil from sloshing and remove any air.
There is another pump that sucks the oil from the bottom from the tank and pumps it into the engine as a traditional oil pump would, providing pressure and lubrication.
Dry sump systems may be of multiple "stages". There may be multiple scavenge pump sucking oil out of the engine from multiple points of the oil pan, cylinder heads, or cylinder valley (if applicable).
This allows for a nearly unlimited amount of oil capacity, since oil capacity is not based on pan size, but the size of the remote tank.
It also allows for a much larger column of oil to be placed above the oil pressure pump's pickup since it is not based on pan design.
A good dry sump tank is high and narrow, so even extreme G-Forces can not pull the oil away from the pickup of the oil pressure pump. Since the sump is "dry", there is no oil reservoir to wind up the crank and cause windage losses.
The scavenge pumps also pull a vacuum on the crankcase, causing less whipping of air in the crankcase, and leaving the Pistons with less air to pump around, which reduces pumping losses.
For those of us who don't know, a dry sump is??
Like roofless said. But specifically called a "dry" sump because when oil hits the oil pan (usually of a compact design), it is immediately sucked out of the oil pan (no reservoir of oil remains) by a "scavenge pump" and pumped into a tank that is usually baffled to stabilize the oil from sloshing and remove any air.
There is another pump that sucks the oil from the bottom from the tank and pumps it into the engine as a traditional oil pump would, providing pressure and lubrication.
Dry sump systems may be of multiple "stages". There may be multiple scavenge pump sucking oil out of the engine from multiple points of the oil pan, cylinder heads, or cylinder valley (if applicable).
This allows for a nearly unlimited amount of oil capacity, since oil capacity is not based on pan size, but the size of the remote tank.
It also allows for a much larger column of oil to be placed above the oil pressure pump's pickup since it is not based on pan design.
A good dry sump tank is high and narrow, so even extreme G-Forces can not pull the oil away from the pickup of the oil pressure pump. Since the sump is "dry", there is no oil reservoir to wind up the crank and cause windage losses.
The scavenge pumps also pull a vacuum on the crankcase, causing less whipping of air in the crankcase, and leaving the Pistons with less air to pump around, which reduces pumping losses.
Owner: "The oil level was within the set limits."
Warranty department: "Yes, however it was relatively low."
Warranty department: "Yes, however it was relatively low."
When asked why the oil level was so low, First Mate, Willie Giligan, stated that he had just checked the oil right after being marooned on an island five decades ago. Howell Cruise Lines could not be reached for comment.
"Yeah, but the guy at Jiffy Lube showed me the dipstick and it was full".
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