Can New Jersey Still Use Her Rudders And Are They Straight?
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- čas přidán 13. 09. 2024
- This episode is a close look at the battleship's rudder and its functionality.
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Now we need a video on why the rudders are 2 degrees inward and how the relates to actual steering of the ship.
Probably like in a car. Your front wheels aren't perfectly parallel either. They "toe-in" a few degrees to help hold a straight line when driving.
From what I have read it’s pretty standard to toe in rudders on large vessels. Toed-in rudders reduce drag, give crisper steering and more speed.
My guess is that it is due to the hydrodynamics of the outer props being forward of the inner set, as well as the relative positions of the props and rudder
It's to help reduce the induced drag from the stern of the ship. Think of a teardrop and how it reduces the low pressure zone behind an object.
Yep😊
The reason that the rudders were turned in 2 degrees was to counteract the forces placed on them by the propellers when the ship is underway. Otherwise they would be pushed outward by the thrust and the ship would not steer correctly and it would be slower. The thrust of the screws is enough that the rudders are then forced outward and the ship will steer straight. The rudders on the Nimitz class carriers are canted inwards 2.5 degrees.
Kinda like toe in & toe out on an automobile...
Wow! Thank You !:-)
Well, there's another reason...in straight ahead sailing, the canted port rudder exerts a starboard-wise force; the canted starboard rudder exerts a port-wise force. These forces combine on the centerline to assist in staying on centerline track and resisting the effect of winds and waves across the track. Some hovercraft bow thrusters are canted for the same reason.
Race boats do that today, depending on how the props turn [in or out] the drives are canted in or out for the best straight line tracking at speed
So it's not to trigger the Luerssen effect that the German Schnellboot torpedo boats used to reduce the ship's wake and improve performance?
Edit: Oh wait, to get that effect the rudders should be angled outward and there needs to be a third rudder at the centreline
I love all the redundancy on the critical systems! She was a ship that was designed to fight, and STAY in the fight, no matter what; to give her crew every possible chance to win the fight and survive. She's one tough old lady!
The rudders are likely that way to promote the most efficient fluid path, a teardrop. If the rudders were parallel to the center line, they'd likely jut into the flow of water around the hull and cause a lot of drag.
Interesting fact in the rudders being canted inwards. Currently building a model of Missouri in 1/200. I'll correct the rudder alignment 😀
Now we need a video on “How to not slop paint on the brass analogue rudder indicator because we’re too lazy to wipe it off.” Geeez guys, I mean c’mon!!!
I saw that and wondered if it was Navy, shipyard, or museum paint slobs.
I used to stand watch in after steering on the USS Sacramento. The steering motors were swap port-starboard during the midwatch. That's when I got to take manual control of the steering motor. I would steer a 50,000 ton ship by following the rudder commands using a small wheel about a foot in diameter. Fun!
I love these videos. You can make them into a drinking game…every time Ryan says “So!…”, everyone drinks! 😂
Seeing you try to straighten Texas' rudder has me hoping that you will start using "1 Curator" as a measure of force in addition to length.
That is...not a bad idea.
One true king of Texas LOL. I'm sure i've said is before, but This is really on of he best channels on youtube. Keep on keeeping on y'all are amazing.
The one true king of Texas? Isn't that Bob Wills?
Only 2 degrees? Rookie.
It would be interesting to see in a video which heavy machinery can easily be switched on or are already switchable in the easiest way. It can go from turret motors, to the refridgeration.
My father was a mechanical engineer and was one of the team that designed the hydraulic system for the rudders on BB61-BB64. He told me he was there the day the Iowa was launched and there were several tug boats that caught it before it slammed into Manhattan
Honestly, it's a good thing you're not bothering with the steering. Would it make it all easier? Perhaps, but it's probably best to leave it tugs to pull her out and steer. They're pros, they know their job. You'd have to hire a good helmsman that may or may not have experience with (assuming) specialized equipment, on top of reactivating systems (that, yes, would likely work, but would also cost lots of money to do properly). NJ fought her battles, she's a museum ship now, and as such an artifact, better to not tempt fate.
You would need a bunch of sailors in general. These ships are designed with a crew of a couple thousand in mind, and while a bunch of that is redundancy and weapons systems, it also just takes a lot of people to make it run.
@@rulebretgne5244 if memory serves, around 300 just for engineering.
So yeah, it's a lot cheaper to use the externally powered maneuvering device - a tugboat.
My grandfather was on a list to sail the new jersey to camden before they decided on the tow. He told me how exciting it would be to have been the last to crew it
I love the first hand technical details, research, information from you Ryan and the rest of your team sooo much.
Hi normally any rudder is driven by some sort of worm gear to prevent the water from pushing it into neutral. If the water could push the rudder into neutral, HMS Hoods and Bismarcks rudders would be neutral after the plunge to the deep sea bottom. And Titanics broken stern was supposed to do circles until hitting the bottom due to (commanded) rudder hard over.
Normally the rudder can be cranked by hand power without hydraulics and or electric energy with some sort of manual device.
Love these videos.
You mentioned the packing around the rudder shafts, will you be repacking them while you are in dry dock like you'll be doing for the prop shafts? Or is there just less to worry about with the rudder shafts? If so why is that?
I love the content!!! It’s amazing that people put in so much work to keep and preserve the great pieces of our history.
I love ryan, I love the information you're putting out to us.
If I could afford the trip, I'd be at the NJ in a heartbeat! I've toured the Midway, Pampanito, and Missouri. NJ, Texas, and Constitution are at the top of my list to visit
Ryan I have to say thank you every time I watch a video I learn things I did not no. I’m amazed at how old the design of the ship the time and effort in trying to think of everything these people did in construction. Especially in war time
Great video but one detail or question you might not know. Why are the rudders off 2 degrees? Does it have to do with hydrodynamics or the shape of the bow were the have to be off 2 degrees to make the ship go straight?
A hunch - in the automotive trade, many vehicles - depending on type - have a similar condition with thier steering wheels, called 'Toe In'. Rarely youll see 'Toe Out' where the wheels point away slightly from each other. Reason for this is for the vehicle to handle appropriately for its design, load and so on. Incorrect toe can and will cause premature wear problems to the tires themselves.
I would wager this is same here. The designers likely found that, for the ship to hold a straight course, her rudders had to be angled into each other.
Another, albeit less likely option, is this -- I seem to recall that Iowa class BBs had significant vibration issues. This *may*, again, educated cross-field guess here, been an effort to stymy the vibration problem. However, my bet is on the handling, since, again IIRC, the vibration was never wholly cured. Yes, incorrect toe 'can' cause unusual feeling in the cars steering.
Like I said. My trade is automotive service repair tech, but the base ideas hold the same - very roughly - between ship and car.
@@MoparNewport I wonder... if the flow of the water coming off the props creates a low pressure area at the stern... having the rudders angled in slightly may help negate this... which would decrease drag on the hull... equaling greater speed... but I have no idea.. just a farmer guess LOL
@@MoparNewport Yep, I thought the same exact thing you did.
I have experience with much smaller boats, but I think the trim angle to account for the wake of the boat. As a boat moves through the water, water has to flow around the boat and fill the void left by the hull. The rudders are probably trimed to match that current.
I'd imagine the rudders are angled in so they can make better fine course corrections. The first 2 degrees of rudder would only generate a turning moment from one rudder, as the other is straightening out and thus countering acting some of the first rudders turning moment.
first rudder's
or the flow of water behind the ship, is oriented in such a way that 2 degrees in is most hydrodynamic.
It's probably also to align the rudders to the ship's wake. You can see waves on smaller ships that are formed by the water refilling the displacement left behind by the ship
As a former 'deck tour guide' on the New Orleans WW 2 restored PT 305, I find these videos fascinating. The Sudden Jerk PT305 comes in a a combat load of 50 tons. The thousands of tons and seemingly infinite pieces of machinery of these BBs is as they say, mind boggling. PT 305 had 12-15 crewmen at any time during her deployment to the Mediterranean. They were tight nit and had great moral (most of the time).
looks neat! bravo ryan!
I thought the rudders were angled inwards a bit so they align better with the flow stream of the water as it converges behind the ship. I see others have other theories.
In any case I was a bit surprised to see their positions marked "left" and "right" rather than "port" and "starboard". Perhaps this is to avoid confusion with the designation of the individual rudders as being the port and starboard rudders?
I'm also wondering how buoyant the rudders are. This would affect the load on their bearings differently in the water and in drydock.
Navy rudder orders are always Right/Left because the helmsman isn't likely to react correctly to Port/Starboard. He's spent his whole life with R/L and in emergency might get it wrong! Everyone in the Navy including officers.
@@dpeter6396 What makes the helmsman so less familiar with P/S compared with everyone else on the ship? Would not the rest of the crew have spent just as long living with L/R that this argument would apply to the entire crew?
Any sailor who ever stood a helm watch knows this: The OD gives helm orders like "right standard rudder" and "left standard rudder"; likewise the after steering equipment shows right and left to make it simple if/when the backup steering crew is responding to the commands from the bridge. Gotta make things "sailor proof."
I'm not sure if it's a question of "does the rudder still work?" but more "can it still work?"
Which like everything on board USS New Jersey is likely "Yes" but would be prohibitively expensive to bring fully back into working order especially on a museum ship budget.
good job sir. I always enjoy your presentations
I feel like this will be a complex tow just because the Delaware River is from what ive seen looking off the side of the Commodore Barry or Memorial, has a rather stiff current.
Inboard ski boats, such a Mastercraft, etc also slightly angle the rudder a couple degrees to counteract the rotational force of the prop itself. I would assume that having 2 counter rotating props would cancel each other out, but not sure. Would love to see a follow up video now that it's in dry dock.
Listening to this really helps me to fall asleep
The angle of the rudders is called the Ackerman angle. It’s the same as the tow in angle of the front wheels on a car to enable a better turning angle once under helm
My thoughts are that the rudders being turned in 2 degrees is like the tires on your car being toed in 1/16 - 1/8 of an inch. When underway, the force of the water moving past the rudders like the friction of the road against car tires cause both to flex outward such that the end result of each is that the rudders and tires then are straight when under motion.
During the drydock process, what ship's systems, if any, will be inspected, moved, powered, or operated, which the museum never does in its operations? For example, will the rudder mechanism be moved, or disassembled, for inspection, repacking, etc, during the drydock maintenance process?
It's highly doubtful. The Rudders are not critical to the Museum's operation.
@@WALTERBROADDUS Neither are the propeller shafts, glands, bearings, and seals, but they do need repacking to prevent leaks. Drydock is all about maintaining the things that need it, whether they're being used or not.
@@Turboy65 I'm sure those evaluations have already been made. And there is a cost benefit to disassembling systems to which there is no current issue.
My big question is WHY are the rudders turned in two degrees? Is it to have better stability at speed? Many aircraft rudders are slightly turned out of TRUE due to the engines torque so they will fly straight down the runways. Same idea?
With 4 props of which 2 are turning the opposite of the other 2, there would be no torque as they would cancel each other out. Light aircraft with a single engine do experience torque from the engine but it causes roll instead of pitch changes. Same deal with a single rotor helicopter and why they have the tail rotor, to counteract that torque.
Answered in other posts, but...
The water flowing around & under the hull is rejoining together & the rudders are set to be straight with that local flow-direction.
does having the rudders 2 degrees inward help with speed or is it more like tow in on a car and help keep it going straight?
I wish at least one of the Iowas were still operational. Still the greatest surface warship ever built in my opinion. Even if not used for service, would love to see one be able to move under its own power as I would love to take a tour at sea on one of these magnificent vessels. Forget a luxury cruise line, I wanna take a tour on a battleship.
I believe you said in a previous video that the drydocking must be prepaid. Is there a refundable contingency clause in your contract, or will you have to cut back on some portions of the work if the hull is in worse shape than you are expecting?
He'd ever told us about the bar door thing. I'm guessing you could turn the runners independently and they would act like the equivalent of air brakes and slow it down quicker with extra drag
0:53 oooh Curator burn. :)) Donate people! We gotta help Ryan crawl in yet more places, yet under his own ship!
My first watch station on DDG-21 as a new guy was underway after-steering watch. Cool job, especially when they shifted control to after-steering and gave me courses to steer. Good times!
Were you on the Cochrane? I was on the Robison DDG 12.
Yes, I was on Cochrane at Pearl from 80 to 83 then we homeport shifted to Yokosuka in OCT 83 I left in April of 84. FTG1 (SW)@@gavinwright184
I'm guessing that most ships have some "toe in" or "toe out" in order to minimize drag, cavitation and turning effects while going straight ahead. Single screw ships will have some in order to counteract the turning effect present with a single screw. The naval architect predicts what is needed during the design phase, after which it is verified during sea trials and any adjustments made as a result. Ideally, if the ship is directionally stable (not all are), she will steer a straight heading with the rudder set at 0 degrees on the helm.
The mechanical rudder angle indicator becomes the "Gold Standard" against which the electrical rudder angle transmitters are calibrated.
On some ships the rudder is twisted throughout its span, so you might even have toe in at one end and toe out at the other end. The rudder design will specify which rudder chord is considered the reference chord, and toe in / toe out is specified against this reference chord.
It is not uncommon in rear-wheel drive vehicles with independent rear suspension to have toe-in toward the center of the vehicle to assure neutral handling at the cost of tire life.
I think it is more to do with local current pattern. If you look at the wake pattern behind the ship, I wouldn't be surprised to see a 2 deg current
I went into drydock twice with my ship. Of course, we were an active ship so prior to drydocking all ammunition was taken off she was de fueled.. And yes, the tugs took us in drydock the ship did not use her rudder. The first time and dried dock, was replaced our sonar dome, which had a crack in it when we hit a whale.. that was a major overhaul, then six months out of dry dock they decommission the ship government wasting money. they spent $2 million they cut the kill dropped. The boilers took out CIC strip the ship the metal re-primer it repainted it. She looked like a new ship when she got out the Brazil Navy got a nice ship.
So Wise , Thank You.
Ryan while the New Jersey is in dry dock will you have tours of the dry dock area like battleship Texas does when the working crew are off. Besides being able to stand under her hull and that is a really cool thing to be able to do I have heard the tours of Texas has generated a good revenue source to the point where they were able to a view more restorations that were not plan because of the lack of funds. As always Ryan a great job you and your team do for the New Jersey. Here from the people of Texas a salute to you all
Question for the next drydocking video. What are you personally looking forward to with the drydocking as the curator of this artifact? Bonus question. Where during the movement process do you see yourself at?
Holy crap I just read on the website it costs TEN GRAND a DAY to keep this beauty afloat and operating as a museum? My goodness... how can you keep this going at that rate?
Do you guys plan on doing something similar to what BTF did during their tow in regards to the ship’s horn ? In a way it was like Texas woke up from her slumber when her horn sounded for the first time in generations. Like you could hear the voices of sailors past . I think this would be cool . Also, where do you plan on being on the ship once underway and what will you be primarily doing in the days leading up to, during, and after the tow ?
Our horn works, we use it all the time, we probably won't do it underway, we won't have power on board.
I'm assuming the 2° offset is built in for stability and turning response
The rudders were actually removed for use as giant ping pong flippers
Deserves more likes.
If I understand on the USS Texas rudder is rusted in place. Why wouldn't use Penetrating oil to loosen the rudder gear ?
Somewhere in my mind, a child dreams of seeing the mighty Iowas on the seas again. I kno thats corny AF, but i absolutely love these incredible feats of engineering and construction
I am a retired sailer. Maybe you can do a show about the "bull's eye" behind you and "CCOLS" and how you location port/staraboard as well as how far back in the ship and what floor you are on and witch floor is the DC deck and main deck (almost always the same deck. All starts with the Yellow square Bulls Eye you are standing in front of.
They made a video on that ~6 months ago
Libby did it better three years ago. Put "bullseye" in the channel's search box.
If there were not some slight opposition, the rudders would oscillate in sympathy . Causing the crew to constantly have to counter steer… sympathetic oscillation is the problem I suspect.
Ryan, I'm just saying... I think Travis needs a "can you straighten the rudder?" shirt at the conference this year.... ;-)
Hi Ryan. I am wondering , will you have to somehow lock the screw shafts so they do not rotate from water passing over the blades of the screws during your tow ?
Love this channel as a Canadian that enjoys learning everything about US warships. Especially the Iowa class
The props are not going to spin.
Aren't the props not even installed?
@@litz13 all four props are there.
The props are hard mounted to the turbines and the turbines were locked when she was decommissioned. Even if they weren't, the shafts have probably seized in the 30 years since they moved
The front tires on you car have toe-in aprox 1/8 inch.Which keeps the car from wondering on the road. Same principles?
Great video! Love that ship!
? I believe the rudders are controlled by hydraulics with electric pumps, Yes?
If what I remember, what Ryan said, there is a mechanical backup.
Can the rudder position be changed ? Ryan must know that.
Seems that rudders are left "Amidships'' when the vessel is not underway.
then why isn't Texas Amidships? - Actually the single rudder there - perhaps required the rudder other than Amidships in final approach to the pier. not returning it to Amidships after tied up and before shutdown reflects haste and/ or lack of thought. I highly suspect the hydraulic fluid is still there and pretty close to full. He did not state if the Navy's legal document prohibits doing stuff with the rudder. I say it is NOT worth the effort - is possible - the locking bar show looks as if it can be removed "relative easy" Great video - thank to the researcher on the 2° toward barn door closure.
Can’t be moved with the bracing in place
How much did she "flex" , up,down,left or right during her normal runs at sea and will she "sag" any in drydock?
You forgot to mention your contract with the Navy forbids reactivation of any of the ships systems
Out of curiosity, have you gone out there and actually measured the angles of the rudders, to see if they are still at the two degree inward cant that is specified in the drawings?
since the ship has been mothballed is or was there routine maintenance on the rudders example monthly lubrication, and moving them full port to full starboard and back to zero again to keep them free
would be nice if Texas would give regular updates on the progress.
#2 are used to adjust the type bars on the old IBM typewriters, models c and d
It would be interesting to know the actual mechanisms used to steer the ship. Is the helm actually directly or electrically connected to the steering mechanism? How is the transfer of helm locations handled?
On rc plane's you have to angle the motor just a couple degrees to the right and a couple degrees down to counteract the force of the motor spinning causing the plane to counter spin and nose up especially on take off when you're going from a complete stop to full throttle. I'm assuming The rudder being a couple degrees in one direction is to counteract the forces of the props spinning the other direction making the ship slowly veer off? I bet that's it.
I toured the Texas. It looked like the manual steering took about 12 men to operate.
I believe when you all got it parked as a museum ship you should be able to operate it so everyone can see how it function and that will keep it where it don't seize up and that will preserve it
May have already stated but are/if the screws/props are still installed will the spin from towing and possibly cause engine damage?
They won't spin during the tow.
so not a question about dry-docking but the steering gear motors. are they steam driven or electrically?
i saw a photo in a book that i read (might be the Iowa class battle ships, might have been in an Independence class aircraft carrier book) that the cover to the steering gear (the actual gear train) was pad-locked in a few places to prevent malicious destruction.
who in the crew, in their right mind would deliberately sabotage their ship's steering?
What's locked to prevent sabotage are the access panels to the turbine reduction gears. They did an entire video on the topic.
The steering gear is like many of the systems on the ship, electro-hydraulic. Electric motors drive transfer cases, which in turn drive hydraulic pumps. The hydraulic systems that need to drive powertrain in both directions are set up as "A-end/B-end" and use the same principle as the hydrostatic drive found in, among other things, your lawn tractor.
You used the term “dead ship” several times. That is the one thing I notice on all the museum ships I have visited. (Sorry to say, yours is not one of them, yet) On an active ship, there are always blowers, pumps, and other devices always running. Hence there is a certain “pulse” running through the ship. This is what’s missing on museum ships. I realize the Navy does not let you run most if not all these devices. However, I wish there were some way to give ships like yours the “feel” of a living ship.
Dead ship means it can't move by itself, it needs to be towed.
That is just not practical.
Feel like a living ship? Pipe some cigarette smoke, oil smoke, DFM fumes etc. through the ventilation, play a very loud recording of a contested Spades hand in the Crew's Lounge, and have somebody design a "4 hour old overheated coffee" scent machine for the mess decks. In the berthing areas you could hide a pile of dirty socks and underwear somewhere, get a can of "fart spray", figure out how to generate the smell of sweaty feet and armpits, and toss an "adult video" in the VCR. Don't forget Right Guard and 10 different competing aftershaves.
All ambient noise really needs, as you said, are some blowers and pumps. Add in a buzzing transformer or two, and get some people to noisily stomp around and slam doors/hatches. Make sure you remember to have somebody key up a 1MC mic, hold it MUCH to close to their mouth, and scream into the (very sensitive) mic for the crew to do something that they were likely already doing.
33 years ago now, and I still miss it....
*Note the conspicuous lack of the term "Bos'ns Pipe". I wouldn't wish that gawdawful screeching over the 1MC on anybody. On a positive note, piping WAS good for troubleshooting. When you string together "Ship's Work", "Mess Call" and "Relieve the Watch" any marginal tubes in the 1MC rack were almost guaranteed to crap themselves...
Fun fact, we've got smell mister thing in a few spaces including one for coffee and one for cigars.
@@BattleshipNewJersey ROFL. Kudos for your attention to detail.
While my post was somewhat "tongue in cheek", the fact remains that you don't put a large number of working men in tight quarters without a noticeable aroma.
I was on an Oiler. Add to the funk the pervasive smell of DFM (Boiler fuel) and JP-5 (Jet Fuel). It was bad enough that we laundered our civilian clothes in port and sealed them in plastic bags before returning to the ship. Failure to do so resulted in random folks ashore asking if you were a diesel mechanic or worked at a truck stop. THAT bad.
👍
Maybe you should have a similar campaign of "bend it if you can"!
I bet that rudder angle helps stability at speed. Kinda like toe in or toe out in automotive. Only takes a few degrees to change the driving characteristics of a vehicle.
Ryan, please tell me you're going to ride on New Jersey, on her trip down to dry dock. Please bring us along!
It seems to be that the zero degree mark, and likely all the degree markings, are actually indicating thrust angle as opposed to rudder angle.
Great video...👍
So if the rudders are turned slightly inward, if they were positioned perfectly straight, will the ship actually move faster through the water
I have a theory which is not even an educated guess, but I think that they're turned inward because that makes them more hydrodynamically in line with the water coming off the stern of the ship. That ever-so-slight inward turn might keep the water flowinf more smoothly of the faired curves of the hull.
I'm betting it's the same reason car steer tires are given a slight "toe-in", to help with stability and keep it holding a straight line.
Agree but still 2 degrees might make a slight difference
@@murphsmodels8853
@@murphsmodels8853 good idea but I doubt it, wheels on a car due to physics and the way they have to rotate while turning will cause TOOT or toe out on turn this is why, and each car is different there is a certain amount of toe that is built into the "spec". Not sure why the rudders are canted could be to vector the thrust from the props or reduce drag but since they pivot on a straight shaft they wont toe out when turned.
They angled the rudders 2 degrees because they knew that it would make all of us ask "Why?" decades later.
A better title of this episode should be "How Much Work Will It Take to Make The Rudders Work?"
To be fair, that's technically true of virtually everything on the ship. It wouldn't be physically impossible to get every system fully restored and operational if they had enough money to throw at the problem (and were legally allowed to)
😢 just say no, they dont.
I thought that they would actually would have been "zeroed" out ie -2 degrees, as it would reduce drag during the tow. I guess in the overall scheme of the thing it would be negligible. I assume with manual controls they could each be turned to true zero degrees if you really wanted to, and just shorten one rudder stop and lengthen the other slightly. 🤠👍
Who will be advising the yard workers on keel block placement ? I understand that block placement is critical to align with hull structure pressure points.
New Jersey has been in the Philadelphia Naval Shipyard's Drydock #3 several times over her career, so the blocking plan is well established. The ship would normally be blocked three times--initial, first bump, second bump. The initial block is of course where the blocks are placed when the ship enters the dock and the water is pumped out. One of the main goals of the drydocking is to completely blast and recoat the underwater hull, so there has to be a plan to blast the surface of the hull that initially was in contact with the drydock blocks. To do that, once the majority of the hull is blasted and coated, the ship has to be refloated, the ship's position and blocks adjusted so that as many as possible are no longer obscuring sections of the hull that need blasting and coating, and then the drydock is dewatered again, and the ship re-rests on the blocks. The refloat-reposition-dewater sequence is performed a third time to expose the remaining surface of the hull so it can be blasted and coated.
When USS Missouri was drydocked at Pearl Harbor prior to her service as a museum ship, they devised a blocking plan that only needed one bump, rather than the two mentioned above. Since each bump takes 2-3 days and a lot of expensive skilled labor to accomplish, being able to skip a bump would save a lot of money. It's unknown whether New Jersey will be able to execute the one-bump plan in the PNSY drydock, or if the two-bump plan is the only option.
Thank you for your knowledgeable response. Hopefully New Jersey can do as her sister did with a one bump procedure and save some money.@@SomeRandomHuman717
Had a customer bring in a sail boat rudder this morning for repair. The shaft was made of Aluminum, of course it was all eaten out due to electrolysis. He said how much to repair? Both me and my Boss laughed and then he said, how much you willin to spend?
Looks like someone got a new belt!
One day, a young curator will come, straighten the rudder, and he'll lead Texas as a humble and just king.
How many hands to man the bilge pumps on the way to dry dock and show the pumps (hand and other) Please ; Thank You
👍👍
3:44 - what was the ferry MV Twin Capes doing so far inland with apparent passengers aboard when that photo was taken? Was that a special charter or something?
Are the Propellers removed or are the shafts lock to keep them from turning when being towed with out oil pressure in the gear boxes, Thrust Bearing and turbine?
So the rudders are turned inward by roughly 1/2 a curator..per Ryan 🍻🤸♂️
Texas rudder angle on texas made towing difficult
Just what are the dimensions of “one Curator”? So many things are referenced as One Curator tall, etc.
Are there any parts that are missing that you plan to add or restore during the process? I know you have a lot that was removed for other ships that now likely back on the 'market' so to speak.
Maybe I'm crazy...
But I think a lot of people would pay good money to sail on a battleship under its own power. Perhaps it would be worth the investment and the return would then be used for upkeep for the ship.
Also, we're fast approaching 7/4/26 -- the nation's 250th birthday. How about firing those guns in celebration? (obviously not 16in shells.... I'm sure there is some kind of "blank").
Speaking of 7/4/26.... How about seeing the USS Constitution, the USS New Jersey, and the brand new USS Enterprise (CVN-80... launch is set for November 2025) sailing together or at least next to each other?
A comment to the creators... So Texas was acquired "as-is." What about North Carolina, Massachusetts, and Alabama? I believe all three of them were mothballed for some time before formal decommissioning. Are they in more of a "maybe someday" condition?
How many bilge alarms are there and where are they located? Are they hooked to deck sirens? Blue tooth to your phone? Ect
Okay, question ... when she starts to get underway, will her props turn? Or is there too much resistance?
I think the shafts are locked. Ryan has done at least one video where it’s mentioned, but I don’t know how long ago.
Props just don't freely spin.
I'm going to venture a guess that allowing the props to windmill would be very hard on the gearboxes and turbines. Maybe not so bad if the ship were still operational, but that equipment hasn't spun since the early 1990s.
Will you ever visit museum ships in foreign countrys like HMS Belfast and so on?
Showing rudder position 0 deg. when they are two deg. inwards. Is there something like a Lürssen-Effekt?
All well and good, but wouldn't it be a hoot to fire everything up just one more time and put the
pedal to the metal and see what the old girl still has in her? Just a quick trip down the bay to open water open her up and back agin. I bet there would be no shortage of volunteers to help out...
Is the New Jersey going to be placed in a regular dry dock, or floating dry dock?
Regular