The same port was once rented to Russia, then was occupied by Japan, then it was occupied by the USSR for a short period of time. Just to show a ice free port in the Pacific is what Russia really wants.
CV-17 Shandong (002 carrier) Thread I ...News, Views and operations
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The same port was once rented to Russia, then was occupied by Japan, then it was occupied by the USSR for a short period of time. Just to show a ice free port in the Pacific is what Russia really wants.
I suspect the ship can technically be made ready to put to sea with just a few day’s preparation. Ready to sail in a a nautical sense but not ready for military missions. But it is probably not the plan to sail her soon because judging from the scaffolding and equipment on deck, at least 3-4 more month of additional fitting out is scheduled before the ship would be cleared for sailing.
Historically, warships put to sea for sea trials long before she is factually complete and ready for shake down cruise for the following reasons:
1. The ship is built by an different organization than that which would fit her out, and contract to her builder specifies she passes certain tests before being handed to the fitters. Examples of this includes Italian practice prior to wwii. Hence many Italian warships was sea trialed while menifestly incomplete with major items such as turrets and Directors missing.
2. The project to build the ship was overly ambitious either in objective or schedule, and to avoid ambarassing the incomplete Warship must show some sign of progress.
I don;t think either applies here. So I suspect the ship would not undertake sea trials until her fitting out is largely complete.
D
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With the state of its progress, February seems to be an optimistic claim, unless the scaffolding on the mast comes down anytime soon. There seems to be still some considerable work to be done on the AESA radar panels.
I'm not overly excited.
I am just encouraging them.
We waited a LOT longer for teh Liaoning, and we will wait for CV-17. But, a word of encouragement never hurts.
I expect that if they started taking down the scaffolding, they could accomplish that in 2-3 days...maybe 4...when they were ready and go to sea the next week.
It is clear that they have been testing the engines...and when that happens, you know you are getting close unless they run into some problems while doing so at dock side.
I am just encouraging them.
We waited a LOT longer for teh Liaoning, and we will wait for CV-17. But, a word of encouragement never hurts.
I expect that if they started taking down the scaffolding, they could accomplish that in 2-3 days...maybe 4...when they were ready and go to sea the next week.
It is clear that they have been testing the engines...and when that happens, you know you are getting close unless they run into some problems while doing so at dock side.
Hendrik_2000
Lieutenant General
Years ago before the advance of modern steel cold weather can be more than nuissance It could actually end up in ship suddenly breaking up due to embrittlement case in point is librerty ship
Liberty Ship Design Flaws
Many early Liberty ships were affected by deck and hull cracks and indeed several were lost. About 1,200 ships suffered from cracks during the war (about 30% of all Liberty-class ships), and 3 were lost when the ship suddenly split in two. Though the work force was largely untrained in the method of welding ships together, it was not worker error that caused these failures. Rather, the failures were caused by a design oversight.
The cause of the failures was discovered by Constance Tipper, an engineering professor at Cambridge. She found that the grade of steel used to make Liberty ships suffered from embrittlement, in which materials become brittle. Ships operating in the North Atlantic were often exposed to temperatures below a critical temperature, which changed the failure mechanism from ductile to brittle. Because the hulls were welded together, the cracks could propagate across very large distances; this would not have been possible in riveted ships.
A crack stress concentrator contributed to many of the failures. Many of the cracks were nucleated at an edge where a weld was positioned next to a hatch; the edge of the crack and the weld itself both acted as crack concentrators. Also contributing to failures was heavy overloading of the ships, which increased the stress on the hull. Engineers applied several reinforcements to the ship hulls to arrest crack propagation and initiation problems.
Liberty Ship Design Flaws
Many early Liberty ships were affected by deck and hull cracks and indeed several were lost. About 1,200 ships suffered from cracks during the war (about 30% of all Liberty-class ships), and 3 were lost when the ship suddenly split in two. Though the work force was largely untrained in the method of welding ships together, it was not worker error that caused these failures. Rather, the failures were caused by a design oversight.
The cause of the failures was discovered by Constance Tipper, an engineering professor at Cambridge. She found that the grade of steel used to make Liberty ships suffered from embrittlement, in which materials become brittle. Ships operating in the North Atlantic were often exposed to temperatures below a critical temperature, which changed the failure mechanism from ductile to brittle. Because the hulls were welded together, the cracks could propagate across very large distances; this would not have been possible in riveted ships.
A crack stress concentrator contributed to many of the failures. Many of the cracks were nucleated at an edge where a weld was positioned next to a hatch; the edge of the crack and the weld itself both acted as crack concentrators. Also contributing to failures was heavy overloading of the ships, which increased the stress on the hull. Engineers applied several reinforcements to the ship hulls to arrest crack propagation and initiation problems.
Jura The idiot
General
Intrepid
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That corresponds to the weather forecast.
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