The two principal fuels used by the Navy are Navy special boiler fuel oil and marine diesel fuel oil. These two fuels, one for high-pressure steam plants and one for high-duty diesel engines, supply the energy to propel practically all Navy ships and boats. At maximum efficiency, these plants can recover from 30 to 40 per cent of the energy input as shaft horsepower. Contrasted to this, a gas turbine can only recover up to about 25 per cent of the fuel energy. Therefore why would the Navy have an interest in a power plant which can recover such a small percentage of the Btu input? The answer is given in the paper.
U. S. Navy experience with turbine lubricating oil generally has been excellent. This experience is based on a turbine oil consumption rate of 9,000,000 gal per yr in machinery ranging from main propulsion turbines and gearing to hydraulic systems and various machinery auxiliaries. This equipment has transported and been transported by turbine oil to every sea in the world by mighty Polaris submarines and giant aircraft carriers as well as by the less glamorous but essential landing ships dock and others. The Navy’s turbine oil is competitively procured under a specification composed of performance requirements defined by applicable test methods. The majority of these methods are ASTM procedures. The U. S. Navy’s turbine oil is a sophisticated product possessing a well-refined petroleum oil body containing a balanced additive formulation which makes it a responsible lubricant for key machinery and at the same time a protector of that machinery from attack by rust. It is intended to be noncorrosive, stable to oxidation, nonemulsifying, nonfoaming, and stable in storage. The wide use of this oil in other than turbine machinery testifies to its generally satisfactory performance. Still, more than isolated instances of oil failure have occurred as in the rusting observed in the gear train of a docked submarine, fretting corrosion in couplings, and the increased maintenance required due to sludging in relatively inaccessible ships' auxiliary machinery. These failures lead to the recognition that improvements in the oil should be sought, and that present tests do not entirely define or predict the types of failure being encountered in service. This paper recounts the types of failures being encountered, the inability of present tests to predict oil rust protection and oxidation stability, and suggests approaches to improve the situation.
The lubrication of machinery in a marine environment is not without challenges for researchers, designers and operators. These challenges stem in navy ships from the presence of salt water and salt-bearing air in contact with machinery already designed to the outside limits of high output and light weight. Thus, to users of machinery in a marine environment, the mastery over sea water is directly related to machinery reliability, maintainability and capability. For a machinery user such as a navy there are some additional lubrication problems caused by the need to conserve space in machinery design and the need to proceed quietly. This paper will be concerned with five machinery lubrication problems arising from the marine environment. They may be considered typical of and peculiar to that environment, They are timely because their solutions must be shared in by those in research and design as well as by the machinery operators.The cases are as follows: (a) The protection of vapour spaces in operating turbines by volatile rust-inhibiting chemicals in the (b) The operation of petroleum oil hydraulic systems in the presence of sea-water intrusion. (c) The selection of lubricating greases for quiet ball bearings. ( d ) The development of a lubricant for a 'marinized' aviation gas turbine. (e) The lubrication of diesel engines of such weight-to-output ratio as to be competitive with steam and Each case will be presented by reviewing the background of the problems, the approaches considered in lubricating oil. gas turbine propulsion. their solutions, the status of the solutions and expected future developments.
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