JRG

It is a mast. That is a good picture because it can be enlarged and you can get a good look at the external grate on the wing that is intact. You can see that there is some irregularity to the shape of the vents, which look like a drain grate, and that would be the place where build-up is likely to get trapped on the edges and accumulating like the back of your stainless steel barbecue. So, if we guess that the fire started from the outside-in, that is from the grate area, then this would be consistent with something igniting from this point, and that might explain why they truncated both winds and left the vents exposed conventionally.

Not trying to be argumentative here but we need to parse out the Jones Act from this conversation. I went on record last month to make a point of segregating the PVSA and Jones ACT in conversations on CC because of the confusion that has been created. Lets keep it that way. If the Jones Act is being mentioned in a cruising context that it is probably an error. Theoretically, there should be no discussion of the Jones Act on a cruising board unless it is just in passing. The Jones Act is strictly for cargo The PVSA is strictly for cruisers..................the two cannot be co-mingled as they are two separate laws.

We saw some indirect Regulatory Relief at the Executive Level for the traveling industries as re-rentry to the USA just got alot easier, so you have one possible component for devising a solution. (Regulatory Relief) There are excellent points being made in the previous 10 posts or so, but its difficult to put it all together and and answer the question. We have to rely for now on the 10-k and disclosures which will show you the balance sheets last quarter but the income statements we are more reliant on the industry analysts. The Cash Flow statement is the instrumentation and although I am not versed on the versed schedule for debt service, I am relying on deductive business reasoning or, the logic of understanding that they have been funding their operations and working capital primary thru new deposits (strong bookings or reporting) and debt offerings as a short-term strategy to weather the storm. The occupancy rates HAVE to be dominated by cruisers cashing in accumulated FCC and there is no new cash there so this will continue for some time. The only remaining business alternatives to raise working capital remain disposition of ships and this would reflect a next-round of contraction-for-survival until cash from operations can support the 'ongoing concern'. It is a squeeze play and will become a descending spiral because of the labor issues complexity. The inability to staff ships in a economy-wide problem, and when the new hires are employed, they are less experienced, this is a decrementing quality debt to cruisers, and we are seeing that in the various state-of-the-art complaints. Strategic Analysis: The individual decision to sell a particular ship is an inevitable next step if cruising demand continues to decline, the problem is that there still alot of FCC's out there, we have a small amount, so the NEGATIVE CASH FLOW will continue until a resumption to normal operations.. Time to start watching Ships Movements, but Regulatory Relief, whether by Congress or Executive Action may look like the only way to turn this thing around otherwise you have to move the clock to cruising-def-con 1 or something worse than where we are right now.

Actually @quattrohead is the only one that got it right. He called 8-ball in the corner pocket and the shot fell. Truncated stack, sheet Metal job all the way. In the end it was not feasible to fix the wing or replace the wing in time to make the next sailing, fixing to return it to the original spec probably will be done next time they are in dry dock, so the claim that this was a wet willie all along did not hold up. And the length of time that will have transpired before the 'wing' is repaired will be significantly longer. But passengers are sailing, and that is what really counts here. Happy Sailing

yes yes, you are absolutely correct. Art is and will always be in the eye of the beholder, much like a post or a photograph (not a picture) , and that is why it is considered to be 'culture' If you have been a regular cruiser over the years, then you have probably walked by it a few times in the art gallery and here we are talking about it. That is just one thing that art should do, make you think and talk about it. P.s. @mnocket, please say hello to our dog "ROCKET" our dog kennel loves our dogs when we sail but gambling is not allowed in the play-yard. There is a 6th dog just behind the egyptian looking dog so this would have been 6. DOGS ATTEMPTING TO PLAY POKER

I think the statement that was used was something to the effect that cruiselines are no longer taking the position that "new bookings are strong". This would be the red-flag to me, at the moment.

@HlitnerYour observation was confirmed today BOA's analyst regarding cruise demand slipping, This may be a bigger enemy to the cruiselines right when now coupled with inflationary pressures. Add in the trickle-down cruise-economics. The looming price increase whether by fuel surcharge or fare increases across the board seems inevitable unless it has already started, I have not been watching prices. I am surprised more posters have not responded to this thread because it affects all cruisers, how materially remains to be seen. Add tsunami to the perfect storm forecast. It may be a good time to buy if you have the self-discipline to manage your expectations. Will prices go up to cover the costs or Will prices go down to fill cabins.....

The answer to your question in a single word would be "culture" I hope you like it!

Yes and No, the question was meant to find out if one existed and the second part would be is there something EQUIVALENT that would , if not properly be maintained, cause a fire in the turbocharger as original suggested, as a safeguard. Secondly, a sidebar question as there was a post made a few weeks ago about barnacles and I was curious how the poster was going to get more torque to the screws to maintain the same course speed without using more fuel. I was curious if the poster was going to 1)use a higher grade of fuel 2)change the air mixture 3) mess with the thruster mapping for whatever transmission is used to drive the mainshafts (or similar) or just throw mass weight overboard to get the job done. just a question about how these marine engines work to help in the troubleshooting 1) do ships have transmission thruster mappings and alternates that can be utilized during different sailing conditions would be the question.

We're seriously trying to trouble the cause of the fire and it feels like we are pulling teeth to get basic information and you are worried about who said what. Believe it or not, if the ship was hurling Flaming Walnuts up its chute like you originally said amongst you evaluation, which was made a bit prematurely if you ask me only because cruisers are relying on accurate information for planning purposes and cruising purposes, then it should be the point of discussion. Somebody mentioned it was headed to drydock and a poster kind of vented a bit a blew their stack a bit but there were no funnel cake jokes. So we don't to take things seriously and yes the mechanical whizkids might actually turn out to be pretty good at solving these kinds of puzzles. If you are unhappy with the tone please use the ignore button.

The promo catch-phrase would be something like: "Catch a Flaming Walnut, Win a Cruise"

8/5FlamingWalnuts has been added as the new 8/5 morning line. Bolding is mine.

That is really what everybody with a cruiseheart wants.

Good, then explain to our readers because I already know what a BOV is and alot of our readers donot so we should explain why it may be important here if it is used in these cruise ship engines.

No I understand turbocharging. Does it have a BOV? Correction: do the engines in this ship have a BOV?

It seems easier to just put everybodys guess into the form of a horse race and just reason out the good speculation from the not so good speculation and not try to step on anybody's steel toed shoes toes. Morning Line odds: 2/1 Sooty Buildup 5/1 SootyGuysFries 10/1 Flying Bird (or other animal) 12/1 Mylar Balloon 12/1 EngineFireball 25/1 ScrapOrSell 50/1 Waywardrone

If you knew how many ships my family built and what they did for the WWII effort, and what kind of historical documents and tools of the trade I have in my closet, then you would both understand.

One of the fire cause theories I disagreed with was the leaky flange joint theory because any flange joint in this vicinity would so far from the combustion that you would not need to pressurize the flange joint (if it really exists and its not a slip joint welded). Flange joints and the GASKET which is needed is not likely to blow as you are near the exit of the exhaust discharge and there is not enough pressure to blow a gasket. Most of these types of gaskets are used for steel-on-steel contact surfaces and not necessarily prone to leakage. So I don't give alot of chance to the leaky flange soot gasket theory as it does not make mechanical sense to me and I will stand by that argument.

Where's the spark, engine don't chunk fireballs up the chute to ignite soot downstream the combustion chambers and exhaust manifolds. Perhaps the fiberglass "insulation" got saturated with poly-unsaturated fats from years of Guys fries and burgers and then you may have greased-fiberglass-insulation burning, but you still need a spark. You can't start a fire without a spark, the boss told us that. Is grease soaked fiberglass insulation from Guys fries or Guys burger the winner of the mythical 'funnel fire derby' and this different from the fiberglass wing burning (maybe maybe not) Engine rpms at nominal for docking, hamburger grill is full ahead. All of these burnt carcinogens need to go somewhere. It looks like the fire started from the end of the wing, but I'm not sure. Has anybody determined if the galley exhausts feed the funnel, or whatabout the upstairs barbeque in the Buffet, could all of those ribs be contributing to the build-up. Or was this a one-off, what sparked it. too many questions still unanswered.

You had this right, I used scrap and sell too close together in the same sentence, they are two separate outcomes. No problem

Its a good deal compared to the price of a hamburger at gordon whats's his name across the strip. Holsteins the name, and I kid you not, it is (or was) ranked in the Top 10 Hamburgers in the US. I hope they made it thru the business interruption of covid-19. There is a Pizza joint up 1 or 2 floors from Holstein's that has a great white cheese Pizza too, another good drive thru Vegas-tip and they are somewhat famous for that item.

I liked it better when we were trying to get the aerodynamic funnel to fly. It felt like we were in a remake of "Flght of the Phoenix" and everybody was going to get strapped to the funnel and make it to safety. My heart is still with cruisers on stand-by and I hope the estimate for 10 days holds up.

In the T-account analysis, does it not really depend on whether it is a gain or loss, and whether or not the tax paying entity in enjoying a 'windfall year' and need to offset profits and/, or in this case, probably the deferred revenue recognized by those of us sailing on FCC's, which have been languishing on the balance sheet like a load of tuna until ready for market. CCL is sailing as much as they can this year so without knowing what the true carrying cost is and what the actual repair problems or 'estimate' of future repairs are, inflations and manpower not helping any, we don't know what the plan is and they could sail June 11 and change the plan next sailing. In the corporate game, we would call it a 'shelf credit' and it would be used judiciously. I guess I just never encountered enough of the like-kind exchanges, but I remember briefing clients in the engagement process as we worked with high dollar fixed assets in hospitals. For a ship, you have to envision that they are rolling-over old ships, and may have been accounting for the the new ships as like-kind exchanges and it may not be your usual Taco Tuesday transaction.

We call it client control. And yes it is a problem for lawyers too.

yes you are correct, but it would be considered a liability (credit) in the wash of all wash-all gl accounting entries when recorded a sale (not a scrap), as it effetively would pay off the mortgage. p.s. I can see posters confusing scrapping and selling causing mass confusion in thread. I think we have the same definition and the ability to use it in right context.