Congratulation to GSCS(SW) Leo Lentz for being selected to GSCM. Leo was on the commissioning crew of TICONDEROGA so he knows what this surface gas turbine Navy is all about.
Seems like there is another prospect in the " New Nozzle Saga" for the 501-K17 and K34 gas turbine engines. NSWCCD-SSES has had good results with a DeLavan air assist nozzle. Onboard ROOSEVELT (DDG 80), Rolls Royce-Allison has installed a Parker Pilotless Nozzle system that seems to be comparable to the DeLavan nozzle. One thing I notice about the Parker Pilotless nozzle is that the system monitors CDP during start and provides fuel flow at 3-6 psi above CDP. This CDP monitoring seems to be a pretty interesting concept when you start talking about the compressor performance becoming degraded by dirt and salt deposits. Hopefully the designers of these nozzle will not try to tell us they "reduce the maintenance burden."
Pat Carroll, who I remember as a GSM1 Detailer, found the website. Pat went LDO and retired as a LCDR. He told me via email that he still remembers his tour on the ex-USS CLARK. Apparently they went through four engineers in a year ! Pat and Don Slicer ran the GS detailing code for awhile back in the late 70's early 80's. Carroll took over the GL-7 Hot Plant at Great Lakes from LT. Fallon.
Don Johnson ETCS(SW), USN (FLTRES) corrected a previous RAMBLINGS article. Apparently FFG 27 TISDALE, wound up in Turkey and not Oman as previously reported.
Moray Melhuish at Score Group.com states they are a Parker approved facility and can clean, flow test and overhaul Parker fuel nozzles.
PPL is seeking an experienced combustion turbine technical supervisor for its Generation-East Peaking Power Facility located in Wallingford, Connecticut. Visit their website at" Peaking Power Facility Email address is
Those of you that sent me email or called about the status of GSCS(SW) Ret. John Johnson, I wish to report that after surgery John is up and about and at this time making about 1/3 ahead speed. If you know John as well as I do it will only be a short time until he can answer a Flank 3 bell. I thank you all that expressed your concern about John. John Daughtry, ex-EN2, Plankowner on the MERRILL, found the website. John was one of the best Assistant Oil Kings we had on the ship. He was a tireless worker that always had a positive attitude. John now has a very successful business in Alabama and from what I can gather is one great blues guitar picker. Checkout his website at
James Strange, ex-GSM that did his time on the OLDENDORF and FLETCHER, read an article about the Navy and its efforts to reduce NoX emissions. He is familiar with water and steam injection systems to reduce NoX as well as a dry, low NoX set-up that uses two sets of burners.
Another believe it or not, were some photos I saw of a completely wasted LM2500. The engine was installed back in June but the accessory gearbox mounting bolts were loose. As the engine operating hours increased, so did the looseness of the gearbox mounting bolts. Cracking of the gearbox casing followed by a complete loss of oil pressure and the engine went South at 8900 NGG; C sump bearing seized and failed. The low lube oil pressure alarm and shutdown did not respond due to a faulty transducer. Don't know why the LOSCA low level alarm didn't activate. Lost the entire enchilada; uneconomical to repair.
Still looking for a TF40B separating or retired GS to work in Crystal City, Virginia. If you have LCAC experience and wish to use your service skills and training to forge a second career, contact E-mail Joe Fiorillo
Dan Rorabaugh, Plankowner USS VALLEY FORGE, reminded me that back in November 2000 we provided you with a sampler of the book "Flag of Our Fathers" by James Bradley. The book is written by the son of the medic (Navy Cross recipient) who appears on the Iwo Jima Memorial. Dan highly recommends this very real and poignant story of the heroes who raised the flag on Iwo Jima. Dan is working in the power generation world. Checkout Calpine.com.
Finally, this is not a recording but we get calls from folks in the fleet at least once a week about different anti-seize compounds. First, NSWCCD-SSES is trying to determine if there is one anti-seize compound that can be used for all 501-K17 and K34 engine applications. I have done extensive research in this area and there are six different anti-seize compounds or thread lubricants specified when working on the 501-K series engines. Some have a maximum temperature application of 300 degrees F and some have a range up to 2400 degrees F. Something as simple as replacing the fuel nozzles, requires a specific anti-seize compound. Applying an unknown compound to a threaded fastener on the engine can cause problems, so check the book first.
Hope everyone has over-dosed on Winter and ready to enjoy the Spring season. Tell your friends about the website and spread the word. Fair winds and following seas !!
GSCS (Ret.) Ron Cook warned me about the pollen in Washington DC, but I must report I have never seen it this bad. The visible yellow pollen coats cars and other stationary object better than a ninety-nine dollar paint job from Earl Scheib. The invisible stuff has created an epidemic of sneezes, coughs and watery eyes. This is definitely not the time of the year to visit our nations' capitol.
Went to a technical briefing on Monday and was impressed with a presentation about radar TLIs (tank level indicators). These are a non-intrusion type detectors that have been tested on CHT and potable water tanks on a couple of ships and seemed to be working quite well. The existing installations in many cases used the in-place sounding tubes to mount the radar TLI. Next step is to try and come up with one that will work on those nasty, compensated fuel oil storage tanks.
GSEC (SW) Lew Kretschmer found the website. Lew has served on DD988, DD968, and at SIMA Charleston and ACU-4. He is looking to retire this year and work in the Northern Virginia area.
Ex-GSM1 Dennis Cortor, Plankowner CG 50 VALLEY FORGE found the site and is still in contact with a few VALLEY FORGE sailors. Dennis has been gainfully employed by PG&E National Energy Group.
GSCS(SW) Shawn Hubbartt, now serving aboard USS TICONDEROGA found the site and is impressed with the new smart ship technology now installed on TICO. He also report that CG47 lost TOPS but gained ETHOR as an overload protection system for the GTGS. Shawn's previous tours have been on FFG 29, FFG 52 and FFG 48.
Congratulations to Captain Bob Moeller, Commanding Officer at SWO Newport. Captain Moeller has been selected for Rear Admiral (Lower). Captain Moeller, then LCDR, was the commissioning Chief Engineer on CG 50.
James Swayze, LCDR USN (Ret.) signs in and brings back old memories of the old GS pipeline in 1977 at SSC Great Lakes. Jim was a First Class selected for Chief and went from EMC to GSEC in the first batch of folks to be converted to the GS rating. He was selected for Ensign-LDO in 1979, commissioned FFG 11, went to AE type desk at COMSERGRU-1, MOUNT HOOD (AE-29), as Chief Engineer and finally retiring with a last tour of duty as Facilities Director NTTC, Treasure Island. Not a bad career. Stay in touch.
Those of you that have called and asked about GSCS(SW) (Retired) John Johnson, I have heard from John and he has overcome 99% of his challenges after surgery and is undergoing rehabilitation. He wishes to thank all those that expressed their concern.
Company in Crystal City Virginia is looking for (1) Mechanical Engineer, recent college grad, (2) Hull, Mechanical and Electrical Type, retired Chief , (3) ET or RM with experience in the software side of communications. Contact jfiorillo@aera.com. I get no fee for this. I will give you a point of contact and you can negotiate the rest.
Jerald Spencer, retired GSEC, CWO, LT found the website. Jerald served on DD 975, FFG 21, FFG 27 and at SSC Great lakes. I remember him when he commissioned the O'BRIEN and then came back through the pipeline after he made Warrant. He was commissioned about the same time as CWO Baker and also around the same time that CWO Ken Darnell, plankowner on the MERRILL and TICONDEROGA came back through the pipeline at SSC Great Lakes. Nice to hear from the original SPRUANCE class bunch.
Just in case your interested, the Navy announced last week that it was going to delay source selection for the DD 21 program. The big swingers in this ball game are the Blue Team, BIW and Lockheed Martin and the Gold Team, Ingalls Shipbuilding and Raytheon.
For you GS types still serving on active duty, look at those Marine Gas Turbine Equipment Service Records when you get a new engine. Got email last week from a sailor who wanted to know about "the little holes and discoloration" on his combustor cans for the 501-K17 engine. Come to find out as we traded email that his engine had the new effusion cooled liners installed and this sailor didn't know it.
Go to www.petitiononline.com/HR303aid/petition.html this is a petition urging Congress to pass HR303. Passage of this bill will stop the practice of retired military members being required to pay their own VA Disability Compensation by having it deducted from their retired pay. Military members are the only ones required to pay their own disability compensation. If one retires from Civil Service, the FBI, the FAA, Congress, etc. and receives a VA disability compensation nothing is deducted from their retired pay. Let your voice be heard !
Someone sent me some online photos of the HP turbine blading on an LM2500. Leading edges of the blades looked to be eroded or corroded from salt ingestion. Glad to hear that there is a strong initiative by NSWCCD-SSES to perfect on-line waterwash systems for the LM2500 and 501-K17 and K34 engines. Don't have time for a tune-up ? It will cost you in the long run. I just read the results of what I will call an MI (Material Inspection) on an East Coast DD. To say this ship didn't do well would be an understatement. The more I read the more I realized this wasn't an attempt to "nickel and dime" the ship to death. The discrepancies were major pieces of equipment that were not serviceable due to lack of PMS and good old corrective maintenance. But with the philosophy of 8 to 10 section duty inport in CONUS, it doesn't surprise me that the equipment will suffer. With less inport steaming there should be plenty of time to perform the required PMS and complete those hard to accomplish maintenance items ( clean intakes, demister screens and intake filters, for example) before the ship deploys. It is not what you do on a cruise that makes it successful but what you do before a cruise.
Looking for a good LCAC technician to work at a very sound and growing engineering firm in Crystal City Virginia. Contact via email jfiorillo@aera.com.
Torque wrenches must be calibrated and the micrometer type is the only kind that should be used on a gas turbine engine. Deflecting beam and direct reading torque wrenches are not reliable. Ask the GSM2 who called with two broken bolts in one fuel nozzle on a 501-K17. He found this torque wrench in the tool box and "assumed" it was serviceable. Next thing you know, two strikes (broken bolts) an one out-of-commission 501-K17. Machinist called in and worked hours removing the broken bolt shanks. Thread chaser and then a little anti-seize PLUS a calibrated torque wrench made the next fuel nozzle installation evolution a success.
In the very near future the first CG 47 class ship will receive the FADC (Full Authority Digital Control) modification. This will be a quantum improvement over the old bi-polar prom microprocessor that is now in use.
As I was finishing this newsletter, 7 June, I found out that the Battle of Midway ended today in 1942 with the loss of the carrier USS YORKTOWN. If you get sick of the Hollywood version of Pearl Harbor, check out www.history.navy.mil and find out the facts.
TMP Worldwide is looking for full time turbine generator field service engineers. They are looking for 20 nationwide and in particular in California and the Southwestern United States. 75% travel from an airport nearest you. Experience with GE, Siemens/Westinghouse and ABB turbines, especially with maintenance and repair. Contact Derina Barringer, Power Generation Recruiter, derina.barringer@tmp.com or check out www.na.eresourcing.tmp.com.
Walt Price, GSCM(SW) Ret. found the site and agrees that maintenance is the key to keeping both the systems on the ship and the morale up. He states that 14 section duty will work only if crew-members are 100% familiar with all their required systems. The duty section that remains onboard MUST be able to get the ship out of harms way, defend the ship against hostile attack and be able to handle any emergency that threatens the crew or the ship. Walt is correct with every point and we should remember the World Trade Center incident and the Murrah Building in Oklahoma City and realize that a ship tied up to the pier in any United States port is vulnerable to a terrorist threat.
Bob Leeder, GSCM (SW) Ret. supports one of our recent observations in reference to what the vibration level set-points are for LM2500 engines installed on our various gas turbine powered ships. There are conflicts between EOSS, the technical manuals and PMS that need to be fixed. Bob also reports that the GSM rating is only 75% manned and they are looking for "more than" a few good men.
Here is a "grate" bit of news, reduced manning levels to save money! Looks like they are going to try this on one DDG and one CG. For you CG folks you'll lose 2 GSMs, for you DDG folks it looks like you'll lose 6 GSMs, film at 11 on our next news update.
Looking for that DOD Instruction or that OPNAVINST or SECNAVINST try www.web7.whs.osd.mil and load up on the latest instructions.
New 501-K air wipe nozzle. We have been following the development and evaluation of this new hybrid nozzle and it looks like it is a quantum advancement over the old duplex nozzles that the folks in the fleet had to live with. Word to the wise: if they are installed on one of your engines follow the SSES guidelines for maintenance and replacement. There are still a few of us around that remember the old simplex nozzle that were hard time changed out at 1000 hours.
GSCS(SW) Kevin Peck found the website. GSCS Peck has served on DD 997, FFG 56, AD 44, FTSCLANT, SIMA Norfolk and at DESRON 22.
GSM2 Kevin D. Benson surfed and found us. GSM2 Benson has served on DDG 996, CG 50 and DD 972.
For you 501-K17 and 501-K34 mechanics still on active duty, there is a high strength tapered coupling and the installation procedures are in the Intermediate Maintenance manual for the applicable generator set. Look in the IPB ! For example, the Model 104 IPB, page 9-405 lists two part numbers. P/N 6844286 and P/N 23008840 (High Strength Tapered Coupling). The S9234-BP-MMI-010/Model 104 GTGS spells out the required coupling advance for each tapered coupling based upon the part number.
Calibration of the LM2500 pressure transducers for the PT2 and PT5.4 signals. Stop and think about (1) using the technical manual and (2) doing them both at the same time in the same engine room using a tee fitting and two separate lines coming off of the tee fitting to each engine's transducer. This way there is one pressure input provided to like transducers and you can set the required voltage accordingly. This helps eliminate torque splits.
NSTM 234, Gas Turbines, is being revised and should be available within a few months.
On most Model 104 GTGS if you leave the 14th stage bleed air valve switch at LOCOP "on" during a start the valve is open and you lose a lot of air from the compressor that you need for combustion and cooling. SSES is about to issue a fix to correct this but until it happens, prior to initiating a start, ensure the 14th stage bleed air valve switch at LOCOP is off.
If you get the Navy times read the MCPON's article in the 9 July issue in regards to the Core Competencies that he is going to "ensure" all Chief Petty Officers are aware of and can instill in the enlisted men and junior officers. Master Chief, I would like to inform you that without the Chief Petty Officers that have gone before me (think the Chief's Creed) I would still be a PO2, non-swimmer. When I think back to all I learned from the Chiefs I served under, I realize that it wasn't through some "touchy-feely" course of instruction but rather down on the deckplates in the engineroom at 0200 with the ship cold and dark and My Chief working with me ( let me repeat that, working with me) to get the plant back up. When a Chief works with his men it builds a rapport that is almost impossible to forget. And when I made Chief and had a problem I wasn't too proud to walk across the pier and talk it over with the Chief that brought me up. What we don't have are Chief's that are involved with their men. As a CPO, not only did I want to be a leader but I also wanted to be the technical expert in my rating aboard that ship. You don't find that "Super Tech Chief" in the Navy today. Most Chiefs today are managers not leaders! How can that E6 and below look up to a manager that doesn't possess good technical expertise and in some cases doesn't even know where to go to locate the essential technical information. So read the article and let me know what you think.
Well have a great Fourth of July. Here in the Nation's Capitol it amounts to about 120,000 people (and about 300,000 cans of beer) on the mall in the shadows of the Washington Monument watching a phenomenal fireworks display.
This reduced manning is really triggering a bunch of feedback from our readers. One "friend of the fleet" states that the test DDG will deploy with six less GSMs and the test CG will deploy with six less GSMs and two less GSEs. Now the CG is all electric with Smart Ship but do they still have working parties, underway replenishment, do you still have to clean the ship, anyone ever take leave or have to be re-assigned due to illness or humanitarian reasons ? Sure we did away with the boilers but what did we replace them with ?? Don't care what the equipment is, it still must be inspected, cleaned and be subjected to preventive or corrective maintenance. What about damage control and fire parties ? Who is going to man these critical positions as we sail the ship in harms way and fight to keep the ship afloat. Lets' try this reduced manning concept now to see if it will work on DD 21. Maybe that is the mind-set of these personnel cuts. Never fear, war is not here ! Peacetime Navy. Saddam who ?
Just an ongoing update on the new Delavan air blast nozzles. That had a set on PORTER for 3900 hours that they pulled off. The nozzles looked like new so they are going to re-install them and shoot for 5000 hours. Also there are a set of pilotless fuel nozzles on the ROOSEVELT that are performing as strong as the Delavan nozzles. This nozzle by Parker-Hannifin utilizes an air panel that senses CDP and adjusts the LP air to the nozzle accordingly. I could see where this CDP sensing function might assist nozzle performance as the cleanliness of the compressor degrades.
Retired GSCS(SW) Gary Owens passed away in his home in Maine at approximately 0100 hours on 14 July 2001. Gary is survived by his wife and three sons and a legacy of knowledge that he left with the Navy gas turbine community. Gary was employed at Bath Iron Works. Deepest condolences to his family are hereby extended.
Company is Crystal City (Arlington) Virginia is looking for a combat systems analyst. Candidate must have served as a technician on an AEGIS ship. Degree preferred but will substitute experience for degree. Contact E-mail AERA
I was informed of a Spruance class ship that had reported a CASREP on two of its generator sets. One of the CASREPs eludes to the fact that the generator ran about nine minutes without oil pressure. No high temperature bearing or loss of lube oil pressure alarms were reported. Not a good day for that Chief Engineer.
Looking to find out what the exhaust plume temperatures might be for NR. 3 GTG on a DDG51 class ship. This is in response to installation of a new piece of equipment back in that area. If you have any data that is not classified, forward it to E-mail Joe Fiorillo
GSCS(SW) Tom Foldes is still on active duty and has served on DD973, DD987 and DDG993. He can be contacted at E-mail Tom Foldes
GSEC(SW) Perry A. Cole has served at SSC Great Lakes, NAVSTA Bremerton Washington, SIMA San Diego an on FFG 9, FFG 51, FFG 25, AOE 7 and ACU 5. Chief Cole has 18 plus years.
Ex-GSM2 Dan Lawton, who was one of the plankowners on DD976 found the website. Dan has worked up in the Seattle area for Boeing and also at the Tacoma Boat Building. And as I told Dan in a recent email, there are lots of SPRUANCE class plankowners that read this website.
So just when I thought the day would end on a positive note, the Navy Times adds a measure of dis-harmony to my near perfect day. Believe it or not when most of us want a more efficient, simpler Navy that is easier to manage someone with "stars in their eyes" wants to create an E-10 paygrade. Now if you read Navy times carefully we want to move the training closer to the fleet (this idea has been volleyed around for the last10 years), get more money for the SRB pool ( the boys on Capitol Hill are all tapped out) increase retention, find ways of giving the sailors the leave they earn and oh yes, look at making a few (give or take fifty or so) Navy E-9's, E-10's. So we identify billets and then put bodies in billets and call them E-10's. Does money follow this program ? And I thought that Congress set the limit (a percentage) of the number of E-8/9's that a service can have on active duty. Gee, Batman will there be Reserve E-10 billets ? Can I go from E-10 to LDO LTJG or do I go from E-10 to LT ? Is this an end of career billet.....like, I'm the CMC at OPNAV and I decide to go back to sea on a ARLEIGH BURKE class ship, do I revert back to E-9 ? Just a few thoughts I had on the spur of the moment !
GSCS(SW) Cloud who is retired and is now working for a company outside Philadelphia found the website. Cloud and I got initiated back at SSC Great Lakes on or about 1980.
For those of you that inquired about GSCS(SW) Ret. John Johnson, John is doing well after some surgery and complications. He is up and about and gaining momentum and strength everyday. John served on the FOSTER and YORKTOWN. If you wants his email address please contact E-mail Joe Fiorillo
GSCM(SW), Retired, Steve Whalen signed in and enjoys reading about what we did fifteen or twenty years ago. Steve commissioned the VALLEY FORGE CG 50 and also did a GS tour on the CARON. Before that he was a machinist mate. In between all that fun at sea he had a tour at SWO Newport and SSC Great Lakes. Steve is currently working at a power plant in Wisconsin. Steve can be reached at E-mail Steve Whalen
Got some nice photos of an AG9140 enclosure door window that was melted. Now this window is made of LEXAN and is pretty strong stuff up to 257 degrees F. So you figure, how hot did it get inside that enclosure ? And, oh by the way did you hear the one about the K34 that loss its turbine exhaust inner body on the turbine rear frame. That's the cover that covers the rear turbine scavenge pump assembly. The photos showed it cracked real nice and part of it disappeared up the exhaust. You could see the blanket insulation for the rear bearing sump.
Here is a nice story about a naval aviator.
World War II produced many heroes. One such man was Lieutenant Commander Butch O'Hare. He was a fighter pilot assigned to the aircraft carrier LEXINGTON in the South Pacific.
One day his entire squadron was sent on a mission. After he was airborne, he looked at his fuel gauge and realized that someone had forgotten to top off his fuel tank. He would not have enough fuel to complete his mission and get back to his ship. His flight leader told him to return to the carrier.
Reluctantly he dropped out of formation and headed back to the fleet. As he was returning to the mother-ship, he saw something that turned his blood cold. A squadron of Japanese bombers was speeding their way toward the American fleet. The American fighters were gone on a sortie and the fleet was all but defenseless. He couldn't reach his squadron and bring them back in time to save the fleet. Nor, could he warn the fleet of the approaching danger.
There was only one thing to do. He must somehow divert them from the fleet. Laying aside all thoughts of personal safety, he dove into the formation of Japanese planes. Wing-mounted 50 calibers blazed as he charged in, attacking one surprised enemy plane and then another. Butch darted in and out of the now broken formation and fired at as many planes as possible until finally all his ammunition was spent.
Undaunted, he continued the assault. He dove at the planes, trying at least to clip off a wing or tail, in hopes of damaging as many enemy planes as possible and rendering them unfit to fly. He was desperate to do anything he could to keep them from reaching the American ships. Finally, the exasperated Japanese squadron took off in another direction.
Deeply relieved, Butch O'Hare and his tattered fighter limped back to the carrier. Upon arrival he reported in and related the event surrounding his return. The film from the camera mounted on his plane told the tale. It showed the extent of Butch's daring attempt to protect his fleet. He had destroyed five enemy bombers. That was on February 20, 1942, and for that action he became the Navy's first Ace of WWII and the first Naval Aviator to win the Congressional Medal of Honor. A year later he was killed in aerial combat at the age of 29. His hometown would not allow the memory of that heroic action to die, and today, O'Hare Airport in Chicago is named in tribute to the courage of this great man.
So the next time you're in O'Hare, visit his memorial with his statue and Medal of Honor. It is located between terminal 1 and 2.
Some years earlier there was a man in Chicago called Easy Eddie. At that time, Al Capone virtually owned the city. Capone wasn't famous for anything heroic. His exploits were anything but praiseworthy. He was, however, notorious for enmeshing the city of Chicago in everything from bootlegged booze and prostitution to murder.
Easy Eddie was Capone's lawyer and for a good reason. He was very good! In fact, his skill at legal maneuvering kept Big Al out of jail for a long time. To show his appreciation, Capone paid him very well. Not only was the money big; Eddie got special dividends. For instance, he and his family occupied a fenced-in mansion with live-in help and all of the conveniences of the day. The estate was so large that it filled an entire Chicago city block. Yes, Eddie lived the high life of the Chicago mob and gave little consideration to the atrocity that went on around him.
Eddy did have one soft spot, however. He had a son that he loved dearly. Eddy saw to it that his young son had the best of everything: clothes, cars, and a good education. Nothing was withheld. Price was no object.
And, despite his involvement with organized crime, Eddie even tried to teach him right from wrong. Yes, Eddie tried to teach his son to rise above his own sordid life. He wanted him to be a better man than he was. Yet, with all his wealth and influence, there were two things that Eddie couldn't give his son. Two things that Eddie sacrificed to the Capone mob that he could not pass on to his beloved son: a good name and a good example.
One day, Easy Eddie reached a difficult decision. Offering his son a good name was far more important than all the riches he could lavish on him. He had to rectify all the wrong that he had done. He would go to the authorities and tell the truth about Scar-face Al Capone. He would try to clean up his tarnished name and offer his son some semblance of integrity. To do this he must testify against The Mob, and he knew that the cost would be great. But more than anything, he wanted to be an example to his son. He wanted to do his best to make restitution and hopefully have a good name to leave his son.
So, he testified. Within the year, Easy Eddie's life ended in a blaze of gunfire on a lonely Chicago street. He had given his son the greatest gift he had to offer at the greatest price he would ever pay.
I know what you're thinking. What do these two stories have to do with one another? Well, you see, Butch O'Hare was Easy Eddie's son.
GSMC(SW) Timothy White currently serving on FFG 61 signs in. Chief White has served on the USS VULCAN, AR 5, USS SANTA BARBARA, AE 28, USS SAN JOSE, AFS 7, USS TOWERS, DDG 9, USS McCLUSKY FFG 41.
Recruiting Support Services, Inc. has clients looking for gas turbine operators. If you are separating or retiring contact Joyce C. Harder, Director of Candidate Correspondence, 1-887-606-4490, 843-884-5944, fax 843-884-4378, E-mail Joyce Harder There is no cost or obligation to the service member.
Well hope you all have a great finish to a pretty fair Summer. About this time of year I look forward to watching the leaves begin to fall. I hate to rake them but I love to watch the colors change and the leaves drop off the trees. About that time I can get the fireplace ready and perform my lay-up PMS on my air conditioning plant. Fair winds and following seas.
Joyce C. Harder is looking for a Navy Commissioned Officer (CWO/LDO) to work at a power plant just North of Los Angeles. Needs EOOW experience and a degree is preferred. Call 877-606-4490 or 843-884-5944,
If you are looking for FAA approved parts for T56 and 501 engines, check out TurboAnalisis, Inc., Robert Devin, Director, 5310 South 32nd Street, Phoenix, AZ 85040. They say you can save up to 50% on new traceable parts.
TMP Worldwide is looking for a gas turbine design engineer. BSMEE preferred and familiarity with the front end design of a turbine. Point of contact is Charlene Nelson or call 800-544-0689, Fax 877-323-9655,
Andy Rubin 248-737-1750, is looking for a regional sales manager to be based in California. Five years of gas turbine experience, preferred BSME/EE. Business development and marketing skills are a plus.
Karl Bryan, Ex-GS/LDO/EM, with tours on the USS GEORGE PHILIP, USS REID, and ACU-5 is a Marine Project Manager for GE Global O&M Services. He is looking for GSEs and GSMs for the LM2500 powered luxury liners. Contact A HREF="mailto:karl.bryan@ps.ge.com">Karl Bryan oe call 1-305-269-4704, fax 305-269-4708.
Bob James, Retired GSCM found the site. Bob served on DD984, at the Surface Effect Ship Test Facility and ACU 5 , sea and shore side. He is with Titan Systems and can be reached at bjames@titan.com. Bob served on the DD 984 with GSCS Ron Cook, Retired, ex-detailer. Wonder if he is working with retired GSCM(SW) Descant ?
Lots of talk about bleed air leaks at the 14th stage bleed air manifold marmon clamps. Bottom line there is supposed to be a gasket at the valve to piping and piping to piping interfaces that are secured with the marmon clamps. These gaskets are locally manufactured. The piping requires one gasket with a 3-5/8 inch ID and a 4-1/4 inch OD, and five gaskets 3-1/16 inch ID and 4-1/16 inch OD. The material specified is Johns-Manville Red Devil, Garlock Blue Gard 3000. A change to the Model 139 and Model 104 IPBS will provide part numbers and NSNs for this gasket material. Also ensure that only Viton spacers are used between the enclosure deck and the 14th stage air valve mounting brackets. Natural rubber or buna rubber will breakdown when in contact with synthetic oil.
Got a company that contacted the website that is staffing projects for GE Power Systems and Alstom. Looking for Navy turbine technicians, minimum of "A" School graduate. Call Jay Rogers, Kevin Morris or Crystal Pate 770-390-9888. Check out their website at Think Energy Group.
GSEC(SW) Retired, Christopher Fields signs in and is currently employed by a defense contractor in Crystal City Va. Chris commissioned YORKTOWN and KIDD took the TICONDEROGA through its first overhaul and served at EMAT, SIMA Norfolk and ATSG, Philadelphia.
Looked at what GE has done re-engineering the LM2500 engine. They have an LM2500+ with a re-designed power turbine, changes to the HPT materials and coatings, higher efficiency compressor components and integrated electronic control that will give you around 35,000 HP. And there are 17 cruise ships out there that use LM2500+ engine applications for propulsion.
One quick word about resumes, Fleet Reserve/Retirement, separation dates. Don't send out a resume unless you have stated in the resume or on the cover letter the exact date you will separate/retire, be available. No employer will look at a resume with any definitive objective unless they know exactly when you will be available. Let them know so they can plan ahead.
GSCM(SW) Mark Henn is still around and has served on DD 964, DD 986, CG 69, FFG 49 with tours at GTMO, SWOS DESRON 31 and ATG Mayport. The Master Chief has developed a spreadsheet data base that automatically tells him when recurring Gas Turbine Bulletins are due. He also has incorporated PMS requirements in this database that were driven by the new hours based PMS requirements. GSCM (SW) Henn remembers the days we spent back in Barracks 531 at SSC Great Lakes, right across from the green glass gunner's mate building. That was back in 77-78 when the Iranians were living up on the third deck.
GSCS(SW) Retired, Joseph T. Gecek found the website. Joe served on CG 71, DDG 995 and Fleet Training Center Norfolk. Joe is currently working for a defense contractor in the Norfolk area.
Brian Wegner, former GSE1, is out of the Navy and still working in the turbine world on those large, industrial application turbines. Brian served on the ELLIOTT, DD 967 and remembered Bill De Graff. Some of the other folks that you might remember out there are Glen Havens, Gordon Smock, Ben Wainscott, Gene DiPietro and Ski.
Eric Dunsmore, a Scot working in Thailand has a vibration problem on an LM6000 power generating turbine. Problem as he states it maybe oil in or around the HPC rotor causing vibration. I'll open this one up for discussion as I consult my manuals but if you can help Eric his email is Eric Dunsmore.
Just got a whisper from the fleet about one of the new full authority digital controls for a GTGS on a DDG 51 that has problems. So the real "techs" are hunkered down in CCS (Central Control Station) trying to find out every bit of information they can about this new piece of equipment. The "wannabee techs" are drafting a message to request technical support to help solve the problem. Now when there was no internet and no online resources available, you had to dig out that hard copy manual and read, trace signals and re-read. If you were lucky, perhaps there were some wiring diagrams that the shipyard provided. Today, you can go on line and find/download information about that piece of gear your working on. My first chief engineer on TICONDEROGA would not request technical support unless you showed up at his stateroom door with blood-shot eyes and bloody hands and knuckles from working days trying to solve the problem. Gentlemen, the word in tenacity !!
Well I hope all is well in your end of the world. Back here adjacent to our nation's capitol we survived the doldrums of August and look forward to a gradual cooling trend and another ultimate Winter experience. Stay in touch!!
Mike Novelli, ex-GSE1 that commissioned the ARLEIGH BURKE found the site and inquired about GSCS(SW) Retired, Fred Ehle and GSCM(SW) Retired, Tom Mackey both of whom were plankowners on DDG 51. Mike is a manager for O&M Support for InterGen North America.
Ron Cook GSCS Retired, tied up with GSCM(SW) Retired, Bob James via the website. Bob is working in Florida doing some LCAC support and Ron is working with El Paso Energy and manages two powerplants in California.
Eric Foote writes, " I am presently involved in a project at my job to install an inlet fogger on one of our co-generation gas turbine units. The purpose is to increase our power output during high temperature periods when the gas turbine efficiency decreases. We have found that when we start the fogging system, within 4 to 6 hours the performance of the gas turbine deteriorates due to fouling of the compressor section. Cleaning by water wash returns the engine to normal operation." Eric is looking for anyone who has had a similar problem and can shed some light on this anomaly. I am assuming the fogger is injecting water (I hope it is 100% distilled water and not tap water) laden air at a low temperature into the inlet. My first thought is to add, at a low proportion, a citrus based additive to the fogger discharge. The fogger is basically water washing the inlet, inlet plenum area. The contaminants are winding up on the compressor and fouling it. Email Eric here
USS CARON DD970 will be de-commissioned on October 10 at 10:00 AM at Portsmouth Naval Shipyard, Pier 1, in Norfolk Virginia. All previous crew-members are invited to attend.
Robert Cloud GSCS(SW) Retired found the website and immediately hooked up with retired GSCS(SW) John Johnson. Bob had 21 years active duty and 5 with the weekend warriors (Reserves). He was a plankowner on DD981 and served on DD987 and DD974. Before getting smart and joining the GS world he was a two-wire electricians mate and served on BB62, DD752, AD29, YRBM20, UTB5, YFR20 and DDG17. When we finally got him ashore he was at SSC Great Lakes, SWOSCOLCOM Newport, and FTSCLANT. Now Bob and I got initiated together and he was "outfitted" as a whistling shit-can. Email Robert Here
For you SPRUANCE class GS types, get ready for installation of a new PCB and anti-stagnation circuit. The operation is similar to the one used on the CG47 class; acceleration must be greater than or equal to 40 RPM per second for three consecutive seconds between 2200 and 12780 RPM. Replacing the slow start indicator pushbutton switch with one marked Slow Start/Anti Stag is part of this modification.
Just heard from Frank Roesch, Ex-GSE1 who is working (more or less) for WorldCom. Frank was with us up at Great Lakes in 1978-79 and remembers the riots. And the Litton guy you eluded to in your email was Earl Kinney. Frank was an Ex-IC type that converted to GSE and went out and commissioned the ARTHUR W. RADFORD DD 968.
For you DDG 51 types that have the AG9130 generator sets, the Navy has issued a technical directive, AYC 9130-013 to make both the engine and generator/reduction gear oil systems use MIL-L-23699 oil. The old configuration had the generator/reduction ger using 2190 oil. When you accomplish this TD on your ship be sure that the duplex oil filter seals, electric pre-lube pump seal and the hand pump for the vent damper all have been modified for compatibility with synthetic oil.
GSCM(SW) Retired Steve Lancaster is making his way to Norfolk next week for the de-commissioning of the USS CARON, DD 970.
Mark Brotko, Retired GS, who is currently working as the power plant director at Wichita State University say that Reedy Creek Energy Systems has an opening for a power plant supervisor. Come to find out that this is the organization that runs the Disney World Power Plant. Go to hotjobs.com and type in co-generation on the search or better still type in Disney. What are you doing after the Super Bowl ?
Believe it or not we have a retired EWCS Geary Long who was the first EW to become an LCAC craftmaster and engineer. He now works for CINERGY as a maintenance team leader supporting GE frame 5,6 and 7FE gas turbines. Geary was a detailer from 1989-92.
Well as I sat at my desk drafting the newsletter, National Airport, which is due west about one-half mile from our office, began flight operations. Now I hope that our leaders return from the Middle East, and we begin a different bunch of flight sorties. Are you listening Osama !! Have a great week. Drop in an see us if you get back East. In spite of all the security, our Nations' Capitol is still a great place to visit.
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