Another former GS that reads this column is Mark Bowersox. Mark is working as a powerhouse operator/I&C technician at Bucknell University. The power plant there recently shifted from a coal burner to a Solar turbine plant. Mark was involved in the installation and initial light-off.
And it was nice to hear from Gregory L. Murphy, Plankowner FFG-16 and FFG-50. Greg did a great six year hitch and is now with Woodward. Prior to Woodward he was with GE-Daytona and GE Marine Systems. Greg gave me the following scoop on the whereabouts of a few of the FFGs that were decommissioned; FFG 24, Jack Williams (Bahrain), FFG 10 and 25, Duncan and Copeland (Egypt), FFG 27 Mahlon S. Tisdale (Oman), FFG 16, 20 and 21, Clifton Sprague, Antrim and Flatley (Turkey) and FFG 26, Gallery (UAE). He also said that some of the CGs will get a FSEE Retrofit updating them to a digital control. It's great when a community like the GS rating can still take time to share their information and experience whether they are in or out of uniform.
From our "Do you remember column," what about RACER (Rankin Cycle Energy Recovery) ? Remember that system that was supposed to reduce fuel consumption by 10% ? I wonder if the RACER system is gathering dust somewhere in a building in Philadelphia ? If you want to go back even a bit farther, head to Norfolk and see what is left of the PHMs; mothballed. That was the fleet of six ships that really started out to be over 100 ships and a big international shipbuilding project. What the Navy wound up with was those six "Boeing Basket Cases" that were over-priced, under utilized and not very reliable. And the predecessors to the PHMs were two ships; HIGHPOINT and TUCUMCARI; hopefully the foundation for a nice coral reef somewhere. Believe it or not, there are a few people that read this column that still remember the old PGs with the LM1500 engines. I still have a LM1500 technical manual next to my desk. While I was banging away at this machine I recalled that we didn't shift to MIL-L-23699 oil in gas turbines until the late 60s. Before that, and you can still see it called out in some manuals for sustained low ambient temperature use, the standard gas turbine lube oil was MIL-L-7808. I remember that the 7808 oil foamed a lot and would caused pressure fluctuations in the GE T58 engines I was working on. We've come a long way since then and I guess things have gotten better. There probably aren't a dozen people still in the Navy in the GS rating that ever adjusted the Biocide Proportioner in AMR 1 on a Spruance Class. By the same token, you new guys hopefully are up to speed on EXCOP and the FADC and RIMSS systems.
If you are still in the Navy and read this column be on the lookout for two technical directives that will make your life easier. SEC NR. 02, introduces a new speed-temp simulator to the fleet to replace the old STC-4325. Before you can use this new simulator you must incorporate SEC NR. 03, which installs a permanent wiring harness in LOCOP to hook up the simulator. With the new harness you merely open the LOCOP doors, remove a shorting cap, plug in the simulator and run speed-temp checks. No more removing plugs from speed pick-ups or thermocouple terminal blocks. Also I get calls about lube and fuel oil hoses for the Model 104 and 139 generator sets that are not stocked in the system and not supported by an NSN. Many of these metal braided flex hoses have "unique" part numbers like 104D113-1 or 139B110-4. The secret is to go back to the drawings for these hoses and order the hose stock and fittings to manufacture a new hose assembly. If you are having problems, give us a call.
Just as I was about to wrap up this article I get a call from a guy who is looking for Bill DeGraff. Bill was the GE field service engineer on the waterfront back in the mid to late seventies and early eighties in San Diego. I lost track of him but still retain the tech information he gave me on solving my engine torque split problems I had on the MERRILL. If you know what happened to Bill, drop a line "electronically" to the website.
Finally, I always enjoyed my time in the military. Sure, we all had to pretty much wear the same uniform when on duty and our standards of grooming were specified within a certain framework. And as we all know, to advance you had to start out with the BMR and then the Seaman, Fireman or Airman course and then PO3/2 and so on. These were the minimums and lots of us went beyond them. Maybe, and I say maybe, the extra courses and correspondence courses you completed looked good on your record when you went up for Chief. Now, the powers that be have made a once voluntary program, ESWS, mandatory at certain paygrades. My question is WHY ? I met a bunch of great technicians that could fix one of those bi-polar prom microprocessors in LOCOP in a heartbeat but could care less about the range of the SPY1 radar. Wouldn't it be nice if at certain paygrades all the Engineman had to complete the GS rate training manuals for that paygrade if assigned to a gas turbine powered ship. And lets make sure that all the OS folks assigned to a ship had to complete all the QM rate training manuals for that paygrade. So now we say ESWS is a requirement, a must to make it. Don't you think it was working well the way it was ??? So what we now have done with this mandatory program is said (1) get your in-rate course completed to advance (2) get ESWS to advance and forget about being a better engineer. A great GS will know as much about the distilling plants and after steering on his/her ship as any sailor in "A" Gang. And hopefully the folks in "A" Gang will master the workings of main propulsion and power generation. But no way! Someone up above has now established the priorities for you. Right or wrong, do it their way. I guess I'm getting old, but if I run across a First Class GS with an ESWS pin that can't tell me how to align and start a distilling plant to make water he doesn't deserve to wear the anchors of a Chief. Hope you read this MCPON.
I have ranted and raved enough. Better take my nerve tonic and practice my yoga. Have a great Thanksgiving.
With much sadness I report that Dave Brewster who spent many years working for FTSCLANT (Formerly NAVSEACENLANT) passed away in November. Dave was retired Air Force with a background in gas turbines that stretched back into the 1960s. He was a superb mechanical troubleshooter who listened, questioned and then helped you get that turbine back in service. Dave was one of the providers of new test procedures that were included in the Model 139 Troubleshooting Guide. His presence will be missed. He was a superb technician and an ally to every GS.
I was surprised last week when I heard from GSCS (Ret.) Ron Cook. Ron was the detailer that trained me back in 1987-88 when I reported to BUPERS. And we even go back another ten years around 1977 when he was one of my instructors when I went through gas turbine school.
GSCM (SW) Coker is keeping the troops in line at our gas turbine school in Great lakes, Illinois. I was surprised to hear that GSCM (SW) Winquest is heading back up there for a final tour of duty this year. GSCM (SW) Winquest and I were also GS students (PO2s) back in 1977 and then returned for instructor duty back in the early eighties. Now if we can ever track down Pete Asaro we can return to our wild and whimsical First Class Petty Officer days and have a quick beer at the Jolly Bull. GSCM (SW) Ret. John Sparks is doing well as a maintenance operations manager for Turner Properties, Inc. in Atlanta. Former GSMC Todd Hehr has taken on a new career as an engineer at a company called TMA in Alexandria, VA.
For all you active duty GS types, the Split Combustor Case change for the 501-K17 engines will hit the street within the next two weeks. This change, officially entitled GTC Nr. 21, will make changing out those six combustor liners as easy as opening a can of sardines. No more worries about total travel and rear of vane clearance. This change should cut liner change out time in half and also reduce the need for special tools to accomplish this task to one lift fixture. Scheduled to be decommissioned in FY99 are the SCOTT, DDG 995, CHANDLER, DDG 996, STARK, FFG 31.
So what am I looking forward to in 1999 ? First, I hope we get a glimpse of what DD 21 is going to look like. Second, let's try to integrate more of this smart ship technology into some more of the CG 47 class ships. There are lots of digital control systems that are smaller and more reliable than that big LOCOP we use to run these generator sets. Let's find one with some built in diagnostics and watch it perform. And how about getting rid of that electro hydraulic governor actuator. I'm sure there is a governor or fuel control systems with a redundant back-up "governor control" that will regulate to not greater than 62.5 hertz if the primary fails. And a really good digital system would have a redundant 60 hertz speed regulator if the primary fails. Wouldn't it be nice to have a nice little servo motor driving that liquid fuel valve. We need to take some big steps rather that putting band-aid fixes on this 1960s technology.
Finally make sure you are getting your copy of "Shift Colors;" it is published four times a year. This is our contact with the Navy establishment that is sometimes not in tune with the voice of the retirees. The address changed from Washington, DC to the one I am listing below. If you have fallen out of the loop contact the address provided with your name, social security number and mailing address. This is also very important for surviving spouses and children. So here it is: Department of the Navy Bureau of Naval Personnel Shift Colors (PERS 05) 5720 Integrity Drive Millington, TN 38055-0500 Have a GREAT Holiday Season and hope to hear from all of you in 1999 !!!
Just in case you have forgotten, Allison Engine Company was purchased by Rolls-Royce. So you are now dealing with a lot of the same people under the new name of Rolls-Royce Allison. Also Stewart & Stevenson was purchased by General Electric.
The people at Rolls-Royce Allison are also working on a pilotless fuel nozzle. Given that we have had lots of clogging and fouling of even the most recent Parker Hannifin fuel nozzles, any nozzle that we can get more than 3000 hours out of would be a blessing.
Just received e-mail from CWO2, USNR, Todd Salvig. Todd was an FFG 48 plank owner, served aboard CG47, GSEC, and now I&C Tech at a nuke power station. The last line of his e- mail and I quote "It has paid to be a GS." This is the type of feedback we like to get on this website and via e-mail.
Information, NOT a commercial. Several people have asked me how to contact the Navy Memorial, so here it goes: United States Navy Memorial Foundation, 701 Pennsylvania Ave. NW, Suite 123, Washington DC 20004-2608, Phone 202-737-2300, Fax 202-737-2308. You can obtain lots of Navy memorabilia from them.
Rolls-Royce Allison will produce no more new 501-K17 engines. They have discontinued the line as we begin to decommission ships.
It was nice that one of our readers located GSCS(SW) Steve Sanders. Steve was stationed at Great Lakes in the late 70s early 80s and then went out and commissioned CG48, YORKTOWN. Steve also had done a tour on the STUMP prior to reporting to Great Lakes for instructor duty.
We get a call or two a week with one of those "How Come?" questions. And the question is "How come you guys originated this gas turbine technician news letter?" The reason is that first, a retired GSCS loaned us a bit of his website to do it. And second, the company that I work at has three retired GSCS, two retired GSCM, one retired GSMC, one retired CWO3 (Ex-GSEC) and some other support ratings. Our experience is from service on SES, PHM, LCAC, DD, DDG, CG. So generally in the confines of our office we get together and talk and that becomes the basis of much of this newsletter.
In spite of all the frivolity that we have inside the Beltway in Washington DC and surrounding areas with Bill, Hillary, Monica and Kenneth Starr, there is always available yet another government "I can't believe it!" Just when you thought the National Defense Service Medal was all you ever were going to get, up pops the COLD WAR RECOGNITION CERTIFICATE !!! Believe it !! Yes, there is an official Cold War Commemorative item approved by Congress in late 1997. The Cold War Recognition Certificate has been approved for all members of the armed forces and qualified federal employees "who faithfully served the United States during the Cold War era, from September 2, 1945 to December 26, 1991." A publicity page was established on the Internet January 5 at sdcw.army.mil/coldwar. An application form will be posted on line April 5, and will be available through other sources to be announced. The Army is the lead agency for awarding certificates. Yes it is really true. If you "really" want one of these certificates buzz the aforementioned website address. You'll need to provide them a DD Form 214 or WD AGO Form 53-55 (War Department Separation Document) or an Oath of Office Letter. Be the first in your VFW to get one of these exciting, new certificates.
Hope all our readers start the New Year off right ! I apologize for being late with this newsletter but the provider of the website was on vacation and I was unable to post this until now. Wishing you all Fair Winds and Following Sea.
Was nice to hear from GSE1 Kilgore. Jim was on the INGERSOLL, PHMRON MLSG, HERCULES, AQUILA, ROBERT G. BRADLEY and now he is working on the former JACK WILLIAMS, which has been sold to Bahrain. Jim is running an end around sweep to get me a POC for Retired GSCM (SW) Carl Maggio.
No longer ready for prime time. Tucked away at the Philadelphia Navy Yard are three or four Ex-Spruance Class destroyers and Kidd Class, that went from SURFLANT to Inactive Ships. Rumor has it that some of the Kidd Class are going to be sold/transferred to foreign navies.
What happened to the DD968. ARTHUR W. RADFORD, collides with a Saudi container ship and from the pictures I saw knocked the front gun mount off the turret. 25 foot gash from the main deck to below the waterline. Gun mount is definitely a major CASREP. Talk about wether to fix or scarp the RADFORD now in progress. No one was killed but one sailor injured; broken arm. My question has always been, with all the water in the world out there it behooves me to think of how two tiny vessels in respect to the magnitude of the oceans size can hit each other.
Heard from GSMC Brewer yesterday. Brewer was one of my students way back in 1980 at SSC Great Lakes and is now back up there attending MGTI training. No it doesn't make me feel old.
Skeeter Warakomski signed on the other day. Skeeter (Ex-LT.) was my MPA on the VALLEY FORGE and them went to Hawaii and finally the RADFORD and LANTFLT PEB. Skeeter saw the light and went to work for Stewart and Stevenson that got bought out by GE Power Systems. He currently is managing a gas turbine plant down in Florida.
Retired GSCM (SW) Lancaster doesn't have to worry about keeping his beer cold this time of the year. Steve is running a plant right outside of Minneapolis and tells me that even in the summer the lakes are cool enough to keep his beer chilled.
Seems like all the 501-K17 and K34 are having problems with fuel nozzles. If you get 3000 hour out of a set of nozzles your lucky. Lots of R&D going on in that area. Allison is looking at a pilotless fuel nozzle. And I remember the early T53 gas turbines would purge the start flow orifices in the fuel nozzles after the engine attained run speed with bleed air from the compressor. Now I know there are a few of you old timers left out there that are going to try and clean these nozzles, but I can tell you that you are doing more harm then good. The new fuel nozzle, P/N 23039161, that can be used in both the K17 and K34, cannot be cleaned at the shipboard level. Not even soaking in that favorite cleaner "bug juice" will un-foul these nozzles once they have clogged up. If any of you guys got ideas out there, drop us a line and we will forward them to NSWCCD-SSES or NAVSEA.
All you CG47/Model 139 generator set technicians. Check your LOCOPs for the presence of a chip detector light. Some of the later model CGs got them during construction. Hopefully in the near future there will be a TD released that directs installation of a chip detector light on all Model 139 LOCOPs to interface with the chip detector installed in the main lube and scavenge pump scavenge port (aft looking forward, it is on the right side of the engine/accessory gearbox).
Hope you all are surviving the winter. Inside the beltway of our nations capitol it has been mild, and lack of snow has thwarted any attempts to take a ski vacation. The most excitement we have had around here is the impeachment proceedings and Kenneth Starr. Have a safe and sane winter and stay in touch.
If you been following the press, I'm sure you heard about the RADFORD's collision with a Saudi container ship about 25 miles from Norfolk. Talk is now like 60 million to fix the "Arthur W." and make the DD968 as good as new. The only way that will happen is if the Navy "robs Peter to pay Paul" and just about forgets doing any major work on any other commissioned surface combatants. From the on-line photos I've seen the force of the collision almost toppled the forward gun mount and caused a major gash in the starboard side forward from the weather deck to below the waterline. Lots of press about who was at fault. Our government now wants to detain the crew of the ship and prevent her from leaving port until some accountability is established. So, my guess is that all you RADFORD plank owners better get ready for an early decommissioning.
Next up for the Navy is talk of a "new" recruiting effort that anyone on active duty can take part. You see the Navy is about 20000 troops short of what it needs to keep all those gray things afloat and battle ready. So they are hoping that the guys and gals who are currently in uniform can talk a few buddies or girlfriends to join and bingo, another ribbon, Navy Achievement, to display proudly on those dress blues. Referrers must call (800) USA-NAVY and provide the candidates address and Zip Code. Credit is given to the referrer once the candidate enlists. Fours references leading to enlistments gets you a Navy and Marine Achievement Medal. There is lots of other information that you, the referrer must provide. So call the 800 number.
PEB Dies !!! The CNO signed a memo last week that dissolved the Propulsion Examining Board and what we use to call MTT. In the same memo the CNO addresses using contractors to clean bilges and paint over the side. The premise is the sailors need more time to train and be with their families.
Good news! Greg Murphy, a former GS, writes and tells us he is working on a whole new control system for the CG 47 class. Most of the existing controls will be ripped out and replaced by Windows NT based workstations. This new approach will allow an operator/maintenance man to log on, monitor and control the plant from just about any of these new workstations. We are definitely shifting from hardware to software based systems. Four CGs are supposed to be upgraded this year. Greg was a Plankowner on the Clifton Sprague which has been decommissioned and transferred.
GSMC Brewer, who was one of my ex-students at SSC Great Lakes, is now back up there going through the Marine Gas Turbine Inspector training pipeline.
LCDR. Virgil Akers, ex-GSMC, found the website and has hooked up with a few old shipmates. He was also one of my students when he came through the pipeline as a second class petty officer. He's getting ready to retire, so if you can help him give him a ring in San Diego.
Strong voices tell me that the KIDD class might wind up in Greece. These "almost like, but newer than Spruance Class" would make a very formidable addition to any foreign Navy. Maybe they would hire a few of us ex-seagoing types to help them ferry the ships into the Mediterranean. Of course there would have to be at least three nights liberty in Palma de Majorca specified in the contract.
Finally if your on active duty and running one of those Allison powered (K17 or K34) generator sets, keep an eye on that fuel manifold pressure during start-up. At 2200 RPM the fuel manifold pressure (FMP) should be 145-160 PSI. Remember for you CG and DD sailors this can only be read at the direct reading gage on the gage panel right side of enclosure. If FMP is 161-200 psi at 2200 RPM, replace the fuel nozzles. If FMP is greater that 200 psi at 2200 RPM, replace the flow divider. Remember that the head tank MUST be aligned to the GTGS (ensure the module trip valve is open) to get fuel to this engine. If your head tank is full and your system aligned you should see fuel filter inlet and outlet pressure displayed on the gage panel, right side of enclosure. A week doesn't pass that we don't hear from a sailor who tries to start the GTG, big False Start light illuminates, and after several hours of troubleshooting, "accidentally realizes" his fuel system was not aligned; some of the old timers out there remember the days before EOSS.
We do not endorse, however here is the information. A company is seeking gas turbine technicians both mechanical and controls. The program basically provides that you give them 2100 hours of service. If these hours are exceeded you will be compensated at the prevailing rate. Initial rate is $31.00 per hour. Benefits package; health, life, 401K. No relocation required. You will be dispatched from home. All expenses are paid. Initial factory training required; four weeks in Houston. Contact: William D. (Bill) Carlyle, Recruiting Manager, Penpower, E-mail Bill Carlyle or Ph: 1-813-684-8334, Fax: 1-813-684-8526, Cell: 1-813-390-3072.
Work smarter, not harder !