Seen in Print

[ScaleCraft]

made in China, most likely the reason.

[webenda]

What is wrong with this picture?

[ScaleCraft]

lots of things. Not sure vintage of model used by artist.
Horn placement not as later. That often happened for crew and cab noise levels.
Side window rain gutters.
Raised walkway area behind cab in painting wrong length, as is that end of that handrail.
Number sequence may be wrong. See first line. This listing shows 8238 as lowest SOU number for a GP7.
https://hawkinsrails.net/mainlines/sou/sou_mp_gen1.htm

However, that link show Central of Georgia later numbered SOU 8216:
https://hawkinsrails.net/mainlines/sou/ ... _inset.jpg
The GP7 drawing shows correct step area behind cab.

battery box louvers...quite common in rebuild and mixing of parts.

http://southern.railfan.net/images/arch ... 9/6265.jpg

Hopefully you aren't looking at dynamic brake blisters?

Not too bad for an artist's rendition.

Better than Lionel's F3 side louvers.

GP7, numbered (close) to CG inherentances.
What do you see?

[webenda]

What do you see?

A GP7 image is used in the advertisement for the new GP9.

[webenda]

[ScaleCraft]

I have friends with "artillery ears". Almost as bad as years of the snorkel head valve slamming shut at periscope depth with four Fairbanks running.

[webenda]

Almost as bad as years of the snorkel head valve slamming shut at periscope depth with four Fairbanks running.

What?

Would that be like being inside a bell when it was ringing?

In heavy seas, would it slam shut with every wave that went over it?

Would the engines quit from lack of air, or draw air from inside the submarine?

[ScaleCraft]

The engines kept running. There were safeties when atmospheric pressure dropped to a certain level to shut them down. The hope was the depth would come up and the head valve would pop back open.
But with 4 FM's at full chat, you hit 10,000 feet quickly. And they don't stop instantly.
I have a good friend local, Razorback 394, no eardrums. He can hear, his doctor's are amazed.

[webenda]

The engines kept running. There were safeties when atmospheric pressure dropped to a certain level to shut them down. The hope was the depth would come up and the head valve would pop back open.
But with 4 FM's at full chat, you hit 10,000 feet quickly. And they don't stop instantly.
I have a good friend local, Razorback 394, no eardrums. He can hear, his doctor's are amazed.

This discussion is a training lesson. If I am ever onboard a submarine and hear the snorkel head valve slam shut, I will immediately start yawning.

[ScaleCraft]

before you pass out!
On my SSN, diseasemal (1 FM) lower level bow compartment. Snorkel aft portion of sail. Head valve at top of mast. You'd never hear it shut.
Atmospheric Volume inside a 637 much more than a Balao. One FM versus 4.
Rumor has it when scrapping nukes, FM's came out, rebuilt, place in next boat on the ways.
Old timer told me (no way to confirm) the early SSBN he was on....engine tags and dates indicated WWII.
Same withe DeLaval reduction gears. Ours was much older than 637's.

[RBH29]

Scalecraft, you must have a treasure trove of cool submarine stories.

[ScaleCraft]

Scalecraft, you must have a treasure trove of cool submarine stories.

You have no idea! Some you can even talk about!

[ScaleCraft]

Or, look up GM 16-338 (Cleveland Diesel Engine Division).
Who ever thought that one up must have gone on to develop the Vega. Or the Olds diesel.

Vertical crank, radial diesel, generator UNDER engine, which had a serious issue with rear main seal (lower).
Harder, Darter, Trigger and Trout.
Always in, never out.
Harder, Darter, Trigger and Trout.

They taught us THAT little ditty in SubSchool!

Finally started dragging them into the yards, whacking them apart, pulling the radials, fresh FM units, new engine room hull sections (longer)......

[ScaleCraft]

On the gear reduction units. Buddy of mine (nuke monkey mate, dead several years now), one of his fellow nukes on the boomer he was on didn't want to go to sea. Pulled an inspection cover, dropped a big wrench in, buttoned it up.
DeLaval sent out tech support. According to reports, head guy was about 80. His assistant/apprentice in his 60's.
Drained it, retrieved the big bits, magnet for the rest, several times.
Broken tooth. Welded a new tooth up, ground it to a profile, rolled it slowly with Prussian Blue, used die grinders, files, then stones to work the final profile, back and forth, 8 hours a day, for over a month (he said) until the service techs signed off.
I imagine the actor is still in Leavenworth.

[robert.]

That’s why aviation mechanics don’t enrage names into their tools.