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AD 740756

Technical Report

R 762 NAVAL CIVIL ENGINEERING LABORATORY

Port Hueneme, California 93043

Sponsored by

NAVAL FACILITIES ENGINEERING COMMAND

............ by

NATIONAL TECHNICAL .NFORMATION SERVICE S~V .. 22151

CONSTRUCTION ASSISTANCE VEHICLE (CAV)-

The Design, Fabrication, and Technical Evaluation of an

Experimental Underwater Vehide

A~oved for public release and sale; ttistribution ,.nlimit!d.

, <

~ l

~ • .

1 j

I

CONSTRUCTION ASSISTANCE VEHICLE (CAV)-The Design, Fabrication, and Technical Evaluation of an Experimental Underwater Vehicle

Technical Report R-752

YF 38.535.003.01.004

by

s. A. Blae" and LT R. E. Elliott

ABSTRACT

An experimental diver-operated Construction AssistCi.lce Vehicl~ (CAV) was designed. fabricated. and p.'1aluated in order to determine the feasioility of and general specification:. for a prototype riiver work vehicle. The CAV. fabricated from off-the-shel comporlt'!nts. is capable of carrying 1.300 pounds of wet weight cargo between thl! surface and the ocea.l bottom work site. The craft's pneumatic allcj hydraulic power i~ available to operate hand-held power tools .. Over 100 test dives \lvere co~jucted in the ocean. with the craft bein·g operated to a maximum depth of 110 feet. Operational testing proved the CAV to be a s;:Ife and effective means for deliverir.g cargo and for powering diver tools. Also, when the CAY was compared to other vehicles. it was determined that the CAY is the only system that provides the worKing diver with total ocean bottom support. The necessary refine­ments are del:neated. and general specifications fer a prototype vehicle are presented.

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.... -.- ...... -_ .. :n .. ; .. _--:". ---: .- a : 1I~1!:t::r,~ ;niILl!1UlT CJG

\ nm. ~_"

\s \ \ Approved for public release; distribution urllimi~.

Cop~ ilY3il~!e a~ thz National Tc..-hr.ical Ir'!Oftnat:O'I ServICe If-ITIS). SillS Building. S2P!I Port Royal ftwd. SpringficL"f. Va_ 22151

ii

1 ,

Unclassified 5t<Uril~ cla ... r .... ti ....

DotUMEICT CONTROL DATA· R ~ D cSH",,', ~"" •• 'k"_" ,,, ...... _, ... ,... ..... .."..~ ...... '1_ ...,., .... _ ............ ".. • ...,." ~ ,. t •••• ,' .. ~,

• O •• G ..... , ... c "CT-¥IT" tC ............ , &L .~rQ.,. SIlCu.'''''' c .... sS .... C.T.O ..

Nava! Civil Engineering Laboratory Unclassified

Port Hueneme, California 93043 .I •• C:.OU~

I _e_oa,. TIYL.e

CONST~UCTION ASSISTANCE VEHICLE (CAV)-The Design, Fabrication, anG Technical Evaluation of an Experimental Underwater Vehicle

• DC.C.'.""". "o'l'a. C1)Jte., .......... 11M ... , ...... , Not final; June 1967-SeIltember 1971

s· auTMQ'USI t, ... , ............ .......... ""-J

S. A. Black and LT R. E. Elliott

e .•• _0111' DA TIE 'fa. '1'0':'& ... Il10. c .... ces 1' .... 0.0 .....

0 Pl.arch 1972 68 ... COIII,.R"CT O ••• ""'1' 1iIIO. ... 0 ........ 1'0 ..... -.oa,. MUMee.CSI

.... "0.1&:'1' NO. YF 38.535.003.01.004 TR·762 .. ... :r::':;"O.T .. omc ... ____ .........

.. • 0. o-a,. .. ..,TtON .,. ... '1' ..... ,.

Approved for public release; distribl;tion unlimited.

'I. sU.~"C"C:"T •• " "0"". '2 ... o. ..... C _Ln· ...... CT,.,:.

Naval Facilities Engin._ing Command Washington, O. C. 20390

II •• ST .... CT

..."An experimental diver-operated Construction Assistana Vehicle (~AV) was designed, fabricated, aOO evaluated in order to ~etermine the feasibility of and general specifications for a protctype diver work vehicle. The CAY, fabricated from off·thMheff components, is ~lp. of carrying 1.300 pounds of wet weight cargo between the surface and the ocean bottom work site. The craft's pneumatic and hydraulic power is available to operate hand-htId power tools. Over 100 test dives weee conducted in the ocean, with the c.r1ft being operated to a rnar.imum depth of 110 f~,. Operational testing proved theCAV to bea safe and effective means for delivering cargo omd for powering aiver tOJIs;-Also, when the CAV was compared to other VQflicles, it was determined that tt-.e CAV is the only system that provides the worki~ diver with total ocean bottom support. The necessary

refinements are delineated, and ge .eral speciflcations fc . a prototype vehicle are presented.

DD ,''::-.s1473 (PAGE 1) Uncfassirted SIN 0101·107.6101

i 1 __ _

----~----------------

Unclassif'led

•• "'lilY _O.D.

Underwater vehicle

Underwater constr.JCtion

Tools

Power St'Urce

Personnel transpOrt

I Cargo-handling unit

Construction assistance vehicle

Diver-operators

I

I I

DD .: •• 1473 (8ACK)

(PAGE 2)

~'NIC • l,.INC.

_OLC .T _OLlIE .T

I

Unclassified

LIN" C

.. or..c WT

. : , }

.~~~~~~~~~P_.~~~~~~~N~~~~~-~~~~~~~~'~~~-"'S~' "<1 ---- .~-~------,--------- -_ .. - - ------- -- , " ~

:1

CONTENTS

INTRODUCTION

BACKGROUND . . . . . .

DESCRIPTION OF VEHICLE

Main Hull Structure.

MalO Ballast Tanks

Support Structures

~.ux!iiary Ballast System .

Compressed Air System .

Electro·Hydraulic Power System.

Pressure Ccmpensation System

Mechanical Systems. . . . .

Control and Instrumentation Arrangement .

TEST AND EVALUATION PROCEDURES.

General

Test Conditions

TEST RESULTS.

Handling.

Surface Stability

Interface Translation

Submefg."'Cf Stability

Operational and Mission Performar,e .

Summary ......... .

EXTENSION OF CAV CAPABILITIES

iii

.~

page

4

13

13

13

14

14

14

20

20

21

28

28

28

31

35

25

36

37

39

42

45

:1 "':-~

~ ';1

" .,

, ~ , i

..1 ~ ;;

~ j ; , ~

~ ~ "

CONCLUSIONS . . . ..................................

RECOMMENDATIONS . . . . . .. .. .. .. .. .. .. .. .. .. .. .. ..

APPENDIX-Human Factors Study .. .. ... .. ... .. .. .. .. .. .. .. ..

f •

iv

page

47

48

52

,~~~.~-,"\t,.""",,~<~~~,!;i;_:':-iIo';"';~<,-:...i.J";'l~"i.{~,;t~~~~':~.:--~ .... } 'h";".:: ... ,~L...,."," ~ _ + _~..;: • :(~._ •• {

~--------------------------.

INTRODUCTION

Under the sponsorship of the Naval Facilities Eilgin~ring Command (NAVFACI. the Naval Civil Engineering Laboratory (NCEL) is developing 1.001 s'/stems for use by noval underwater construction forces. Considerable research hac; been directed towards providing safe and reliable underwater tools and power sources. Both pne~matic and hydrauliC2 tool systems have been investigated.· The objective of the NAVFAC/NCEL program is to provide working dhlers with tool systems which are compatil " with the hostile environment and wh:ch VIIill increase their working capabilities.

In conjunction with the tool systems, the Laboratory has developed an experimental Construction Assistance Vehicle {CAV) which cal~ provide working divers with an underwater "pickup truck" capable of short-Ilaul transportation of tools, power supplies, equipment and personnel be·.ween the surface and the underwater copstruction site. T~is report descr:t)es the design, fabrication, and technical evaluation of the experimental C.A V.

BACKGROUND

The CAV repre~ents the completion of .he first ~tep in the development of a w.:Jrk vehicle for us~ by the navai construction divers. Thi$ e::r; ~rimental vehicle was designed as a test bed by which criter ia and general specifications for a prototype fleet vehicle could be established.

The concept for the CA V was formulated in 1966, and a pr(\i~ct was established to design, fabricate, dnd ~aluatc a material·handling unit for under­water work systems, such as diver tools :;lOd pov.-er sources, c.argo·handling equipment, manipulators, Clnd excavating equipment. The techniques and equipment generated frol":'l the rr.:.:oterial-handling unit are to be used 10 th~

development o{ futlJre c:ontinent~1 shelf work vehicles, either dIVer cperated, remote controllecl, or operated from a manned, one·atmostlh€:re capsule. Figure 1 shows a simplified conCeptual dllJwing of the prop')sed material­handling unit.

• Naval Civil Engineering Laboratory. Tectmical Repott R·729: Tc.:hnical evaluation of diver·he;d power tools. by S. A. Black and F. t.. Sarrett. POrt Hueneme. Calif .• Jun 1971. (AD 726161)

rudder,

elevato: units

------..,-_ ... - -

• P60S a port and sur~rd

~ aperator seat

Figure 1. Conceptual ~rawlng of material· handling unit.

The material·handling unit concept was carried through a preliminary

design Guring FY·68. Final design, complete with fabrication d:'awin9s• was accomplished during FY·69 by a naval architectural firm under contract to NCE L. The vehicle. named the CA V. was fabricated by a marine hardware

firm during FY· 70. Modification. test. and cvalu3tion of the CAV was accomplished during FY-71172 at th~ Nav3( Civil Engineering LaborCltory.

The preliminary design for the CAV, Figure 2, established that the

vehicle should have the following general specifications:

Cargo bed ..

Cargc capacity

Endurance

Collapse depth •

Operational depth

Operational personnel

Speed (submerged)

Power .. , .

2

_ 4 feet x 7 feet

_ 2,000 pounds (wet)

_ 4 hours

250 feet

120 feet

2 divers

3 knots

Electro-hydraulic

\----------- --._--- ----

i

"

26-;n.-10 ASME elliptical dished .... ~ (P&S)

\ I

I

diving plant (P3!S)

26-in.-OO x 114-in.-thick ASME flanged dished head (typ)

PI.," View

~ ) 0 i2.75-in.-oO x O.leG-in.-thick tube

tilting propulsion units

26-inAO x 114-in.-thick rolled cylindrical tube

\ fbinged hemisphefical26-in.-lO x 3,'8-in.

thick dished head (P3!sl

Side View

Figure 2. PreliminaiY design of CAV_

3

I

I

In order to minimize costs, maximum use of "off-ti Ie-shelf" componen ts and standard fabricilt:on techniques was specified. Design constraints based on cost, simplicity, reliability, and safety :ncluded: (1) use lead-acid batteries; (2) utilize an electro·hydraulic propulsion system that could also power hydraulic tools; (3) eliminate electrical control and circuitry in vicinity of diver-operators; (4) utilize mechanical linkages for actuation of all control functions; and (5) provide an easily accessible cargo area.

Figure 3 shows the first configuration developed from tl1e above spec· ifications. The craft was to be 25 feet long. 9 feet wide, and consist of two longitudinal 30-inch-diameter tuhes and transverse fore and aft tubes. The craft WdS to be electro-hydraulically powered. and the rudders, planes, and tilting propulsion units were to be mechan:cdlly actuated. The trar.sve!se tubes w~re to be u5ed for fore and aft water ballast trim.

Analysis of the configuration indicated tnat it had insdficient stability when submerged. Thus, it was necessary that a fixed ballast be added at a greater distance below the tubular hull structure. The addition of b~!!ast req.Jired an enlarged skeg. The skeg structure vIas used to form cs ballast tank, thus enabling the rr:ain hull to be reduced in diamater. In addition, the fixed ballast was made movable to accommodate fore and aft trim.

During the latter period of the design. a plywood mockuJ:, of the CAV cockpit was fabricat.:!d, complete with instrumentation and controL;. This mockup was used to determine the best location for the vehicle controls and to establish basic operational and safety ;:>rocedures. (A mockup is considered to be the single most important design aid for developing a safe and operable vehicle.} The mockup also provided an excellent tool for training the CAV operators. A more complete discussion of the mockup and it::. ..;se is contained in the Appendix.

DESCRIPTION OF VEHIC'_c

The catamaran·hulled vehicle (Figures 4 and 5) was fabricated primarily

from mild steel. The main hull tubes provide IT.ost of the vehicle's buoyancy for submerged operation. The two tanks (main ballast tanks). located below the main hull structure. provide buoyancy for surface handling of the vehicle. Two auxi;13ry ballast tar.ks. integral to the main hull structure and centered at the cargo deck, provide a variable seawater baliast capability to compensate for cargo weight.

4

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+::=:---1<:--------x7~--.-~,;,.~~_ -_

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~.-----24ft6,n.---------,'----i~ P~nV,tw

SideVoew

Front Voew

Figure 3. First configuration developed by design agent.

91tO,n

The primary power to operate the vehicle's propellers and pumps is supplied bv two sets of oil-filled, pressure-compensated lead-acid batteries. Each battery power:; a 60-volt-DC constant speed mlltor. The electric motors are coupled to variable-volume oil hydraulic pumps. Each motor pump IJnit is housed in a nitrogen-f:!led, pressure-compensated container.

Two pairs of hydraulic motors coupled directly to propellers provide thrust for operating the vehicle. The upper propellers (main propulsion units) rotate through 190 degree'> to provide variabl~ thrust dimction for submerged

5

Ol

Y a::::a

personnel guard

............... f(PM"'\N)-.N: '''a;.::JJfldiN ............ . .--------.. ~~~

battery compensating bladder enclosure (PS.S) . . -~ , .j •.. " tri··· "" , . .,t.;.. . ~'~'. '~' , ~ .~: .~ __ J~'i/lb. '''''r.Do.~'.~ "'~ J .. . , " • r". , '. '~ .:;\;, " "~I ·.~~c ~ '-- "t', 1,,; •.

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"'>......... ' , ~\;. ~ " \ li " ~. ~ ,.

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cockpit

~-

botte~y compartment cover (PS.S)

Pion View

Kart nOlzle (P&S)

__ main propulslnn motor (PS.SI

11ft/no pod -... ...

.. ..:~ ___ t(Jwlng pad ~

~r bumper

: ! l' 'nain ballost tank

forward fairing (PS.S)

lIulClllllry propulsion motor (PS.S) flooding holes personnel guerd (PS.S)

Sido View 'JOW View

'Figure 4. General external configuration of the CAV.

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operatior'\. The lower propellers (auxiliary propulsion units) provide thrust for surface handling of the venicle. :'.".10 hydraulic motors are also coupled to seawater pumps to enable the vehicle operators to adjust the amount of water in the auxiliary balios! tanks.

Two 300·pound trim weight assemblies are located in the lower part of the main ballast tanks. The fore and aft adjustment of the trim is powered by a pneumatic motor located in the cockpit. Compressed air, which is used to operate the trim weights, to provide life suppoa, ancl to blow the main ballast tanks, is supplied by five 220·ft3 high·pre:ssure bottles located under the cargo deck grating. The craft's pneumatic and hydraulic power is avail· ab'e for operating hand·held power tools.

All controls in the electro·hydraulically powered craft are actuated mechanically from the co,=kpit by the diver-operator; there are no electrical controls in the cockpit vicinity. The craft contains no movabl<:: planes or rurlders; steering is accomplished by indE'pendently varYing the speea of the port propeller and starboarrl propeller. Fore and aft trim is corrected by moving the vehicle's trim weights. Vertical thru!'t for diving is accomplished by :·otating the main propulsion uni!s. Table 1 lists the major vehicl~ com· ponents with a brief descrip[ior. of each. The major vehicle characteristics are:

Overall ICf'lgth. . 26.5 feet

Overal! width. 9.5 fee ..

Ovemii height 7 feet

Weight 18,630 pounds

Cargo bed dimensions 11 x 4.5 x 1.5 feet

Maximum operat;ng depth 120 feet

Maximum subrilerged speed 2.5 knots

Maximum surface speed 2.8 knots

Enduraf'lce at maximum speed 4 hours

Battery power availcbl~ at 70°F,

60 vc Its, 95 amps 37 kw·hr

Compressed air 1,100 ft3

Cargo capacity 1 ,300 pounds

Maximum fore and aft trim capability 2,800 ft·lb

Trim rate . . 140 ft·lb/sec

Hydrau!il: power available fr.r tools 6 gpm at 1,400 psi

7

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i

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-~~.-..-.------

\Xiliarv balla."t tank (P681

DC motor and hyrlra\.'I~ pump endosore (P&SI

c..-mprassed air bo:tles (5)

Plan View

- -

auxiliary batlast tan/t pump and mot~

propulsion mountinsa sh~t (P681

C2nt .. 'fline girder

Figure 5. General internal configuratian of the CA V.

8

;

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~ ~'

r t ~'

r----System Mnlor Corr'jjnnenl OUllntllY -,

Balltlr': 2

Elnclrlc motor 2

Circuit brclIIker 2 Electrical

<0 CI.blo and connector II

(:t.nrg/lll/lllllcls II

POImp 2

I H",,,,,,,, :"111 M.IIII :.nd IIllxililllY to p'W)ulsllll\ mOI"r

------

n;~r'I\W.:;V.!j"~'W'/l'h.W~

Table 1. Major Vehicle Components

Function Description Control

Primary power slorage lOad-acid. 60 v. 18.5 kw·hr Dircctly connOClOO to swilch ot 98 oml) and 700 F. Appro)(· vlo elcctrlcal cubltn ond dry imotely 2)( 3)( 3 fl antj wolghs conncctors 2.500 Ib dry; oll·flllOO ond prossure·c;ompon:;Oloc1

Provides driving lorco for 6·hp, compound·wound, DC McchoniclIl circuit breokcr hydraulic pumps motors; 60 v. 95 nmp. 1.850 in motor/pump ct'ntolr.ers

rpm with mochonlcol IinkllOe to cockpit

For turning on and off 100 amp working with 150 Mechanicollinkogo; • ... nft electric motors and lor amp O'iorlond protection penetrators to push,pI.1I circuit overload pro\l!C· coblc to levor in cockpit lion

Provides elclelricol Submersible (dry connnctoblel Mechllni.·~1 moke ond brook connection between connoctors molded to single connection whIch musl be bottlllY contuiners and conductor cobles (100 ompl dono on sur/uce electric motor/pump contu/nors

I For charging boiler ills with 20·ft ulectricollelldswlth Homove dummy plug ... nd CAV In or cut of WilIer dummy pluus conntocl 10 bollerv chorgor

ItlDds

Providlls cit I!uw .1Il,' Axonl 1I1$lon. lovur oporotceJ. Mechollicul linkogo; shaft p'lIssure III DrOpl'l14lrs. \':lrlnb!o volumu. reve'sib!" PIInelrotors to push·pull b.,lIusl 'JllmpS.IlI"J (301"" a' 1.:!lin p'l. l.ar,O rpm ",1110 10 levcr In cockpit dlYllr louis

ConvlllIs Ioydruulic -:r.CI!lV I VllIidble sp"'xl. tc!vcr:;ibl(' BV dorcclion ard flow/prCSS\lrl' 10 met:hnnlcnl 10 IlIrn IlInin m(:lclS. fl.1001) IW'1\ III ~ .100 frorn hydrll'.llic ;Jump, (I' llulIl/iur\- :)I()/""~_ l Il~l. 1129 rpm

continuOO

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.... o

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Systom

":Vdlllulic 10111 !e'ant'

Tnmwu/uht

~_ ... _"",,",,,,"~~ wt"';CCk'Am~~'M ____ _

ruhln \ COI\lillur.d

--;';:';~ornWJ'lI1nt OUil~ii1YJ----;:;;:;:;-_. -1 : .' D~";"":: __ . Bnllllst pur"" Illolm 2 I Convllrts hydlol'lic ('nurgv Ro,·/)rsll.lllrJcnr rr.otor; ratw

Pump

Wutnr ballast n;/ll)rrihl,ll! Incllcntol IcockplI)

Wntor bullOjI OIlIlUlIludu Irllllculor Ion bllllllSI lunksl

MOV.lblfl wOlght

;~ir molm

Trim ''Yeillhc Indicator

2

2

2

2

I iO rrICrhl'nil:nllor ;xlwnrlnlJ I 2.5 II pm at 1.200 "sl. 1.500 rr.m ,)!l'Wuler 11o1l/11sl pump

Pumps 5(!IIWdtur 10. lrom. or blllwuon lIu"iliulY VIIlIlISt IIInics

PIIIVjjU~ OIIllr;1I0r wilh diroct rCild oulllll cockpit) ot IImolllll I)f slllIwalor In ench Iluxlhnr., llullnsl tll .• k

Prevides direct relld oul ot urnount ot wutor In uDeh lIuw.illnry bollo,l tonk

Provldus trimlYlilvJ momanlS

1

10 correct for vorlous londl"!) cOllditions lind Ilrovidos pilCh conllol whllu ur,dllrWD( sub· 1Il0fllOO

Provlde~ drlvlnnlorCIl 10 move Ir;", WI'IIIhlS loro ilnrl nit In tubos ~k!!!IS

Provides opurnlor In cockpit ·.yllh hldlClllion 01 Ihlllono" ludl;>!!1 positior of Irim wuirlhls _J

HvdrilUllcal'y dnvon. vorillbill volumu; rnled 0·11) \llllTl dC

75 psi (,vcr IImhiulI:

0·1 !::·psl pru~suru Illl\lU\ ru.:elibrntud 10 rund ill POII;,d.

ot scnwntor. I ntrOOllcinU ,,'!II' wn:cr inlo c/os,'(j wnks Illcrunsc~ pro,suro in tonks.olc.

SI!]. ... t 9.111US enable dlvur 10 llisuolly dc·turntlnu 'NO lOr Il'''C' In eoch bol/ast Ion':

310·lb Idry) IC/KI wol!lht usscmbtiL'S mounled on rubbor whtlul~ in ordu: to roll wrlghls IOfllnnd nit in a·ln.·dlom pipa lulJCls skll9~

t. t .hp r(fVorsilJlc "Ir mOlar;

rntud ~60 rl>m, 44 don II' no psi

Vorticnl poinlar ('rsplnv

Conlrol

.-------------------_.-------; By dirL'Ction nnd f1ow/rlrossuro from ~1:llbonrd hydraulic pump

Sul!>.:IicII of VDI~I.'S nnd lI'vols In cockpit

Bluod VOIVC5l:t I,"ks b' calrbrulinD 111'1105

NOI oPJJlh;8blu

Mochonical·pullrv, cubIc, (IrulTO. !Jour corrnl.>r:llon 10 Ilir motoc

OPCfIIlOI Inoyl.'5 hondlu on ulr IOlllof (in cockIJIt) fure \(\ mOJO Wlllllhl~ lore IJflI:1 .:s/~ ~o mnvl! wni!lIlIS ntl

Mcch3!1lcnl, strCIN gCllr 10 pUlh'r,l1I1/ cub In 10 poinler

continufld

t;J, rj to,

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S·()tem

Mllin propulSion unit thrusl dimc· tlon control

-" Carno bed

Oporolor SOllls

Propulsion units

Prossuro cumponsation

l' ",

.l~ .

~.wIt!!"l§lfinwt1mMlt.lW4W1l<tm##.,,*'tJM'k"\mJ?lt,\ff}$.Iili?If,Iffl!&'4M'!MWlI'/J&/i;l'MMIl#~"@i*\l~l\W#~'l.it:."flt*'IN'~

. ______ ~t-~~"'J~~ ___ ... __ _

TlJblo 1. Conttnul'd

MlJ."r Component Ouontltv Function Doscriplion I Control

Mochanlclllllnk"!le I Arllcu/atas Ihrusl dirocllon Moin prOPUlsion uroils can bo Mechanical; worm goor, sholl, throunh 1900 to enablo directed so that thrusl Is universal joinlS, right anglo CAV 10 produco vortical slrolgl:/ up 10 slroi!!~: down goar, hnndwhcel lICluoted and horilcntol thrust for through tho nrc whma the submollJed control Ihrust i~ nil

Lock I Locks mllin propulsion units Monunl rolooso Goor !xk is actuoled via in II sP('cilic thrust ong:tl push,pull cllble and T ,handlo

in cockpit

/,yjlclllo,' I Provides ojJerator with Vortlcol pointer displa\' Ml'Chonicol; rock and pinion incl:clltion 01 main Ihrust to pu~II'nuli to pointor direction

Cllfgo deck I Provkll'S 'PIlCU to corrv and ApproximOlnl'r " x ,~.5 x 1.5·11 Not opplir.~bll! hlsh down cargo corno s!orll(Jo arPllubovo slccl

grall"!1

0111'11 sockOl 2 For II,;:; ""'1\.1 davils 10 4·ln. sockots 01 Iho illt and on Nono land/unload cnrge iI,Ol1uirod (lbch sieJa of Iho r.orgo dL'Ck

- 2 Provides IldlUSlilblo (lIVN I: iberoloss/PVC slruclurll wilh Monunl adjustment 01 SUPJ)"rt ond ru~;r,l.nl lur y;ubn Ill1'"'" SUlmor!, adlusl· pinned support Iramo SCUQu·ou,li\led divr.r· OhiO IOI1!liludlll.l!ly lind OllorolOr ond buddy verticollo:

Propallor gUllrd 8 Provonls divers from Aluminum !I'U1ing None inndvorlOlltl)' uniting ox tremilios in propollor scrOWl

Regulol(lr I Provides pressuro· 5111ndnrd dl1u\)lu·l1(' 0, IW(l·SIIl!lI'. Aulomotic comptlnsatlnD nitrogen gas scuba rtl!ll/iiolor moollll'd 10 10 Iho malar/pump can· "'lIinll1ll1 (lulPlIl pros'llre HI :1 lolnors, propulsion UI1It psi IIbovo 111111>.0111

housings, ond hvdraulic accumulalor 111 ordor 10 rn.1inloin nn oyorprussUfU 110 prcvanl 5uowiltor \001<.51

conlinued

• •• ~ _ ... ¥ ....... ~",/I.' ... .M •• ""i"r_..t ....... ~ . .I.,~, n ........ v '~t'l h."' ... <'>'l""t.1: .... '; .. <.l •• J~ .. r ..... _~."- .. \\., ..... .,. •• , ••• ,,~"1kA ..... d,lu ,.f .... ~," • "f. • .,f.JV_.~ .... ,,. .. _ .(",''''''' .......

I

I

I

I

I

i

I

I

"JiI "

:j 'j .,1

~ j

- •.. '. "".<A~ ... '~U,."'"~

;,

l ,

, ,(

It

l'/ ~ r: /,

,~:

~\

r

"~~~I\f'M'.'tiI(~t:

'~-.-. __ ~"_"'''.'it''''''''''''''*1fi'''i ... tl...... _____ .

, I

Table 1. Continued

SySlom Major Componenl Quontily Functio,I p,.., 'lion Ccmlrol

Pop·oll volvo 2 Exhousls compensating gas Ill·ln. pop.oll valves SOl al 4 AulomOllc from syslom 10 provont p:1 nbove ambionl

Prossuro oxcoSlolvo ovorpressuro ccmpensation lconl) Gogo 1 Monllors pressure in Slonc .. rd diver submersible None

compensating gas slorogo pressuro gngo bolllo

Korl nozzlo 2 Primarily Improves SCIOW Cnsl aluminum. nirfoll·shaped Adjuslmenl bolls for offlcloncy, and secondarily nozzlo contering around pro· acts as screw shlold pellor

Moln Plopul,lon units Propollor 2 Changos hydraulic pump 24·in. dlam, 15·ln. pitch, Nono

rolary OUlput Into Ihrust 4·bladod aluminum propollor cllppud to 20 In. for closo clearonco wilh Kart nozzles

.... r-..J Auxillury

Propoller 2 Changos hydraulic pump 20·ln. dlom, 15·in. pilch, None propulsion

rotolY output into Ihrust 4·bladod aluminum propollor units

- 1 PrOlocts oporntor and Slondard small boo\ wind shiold Nono Wnter $Crllon assistant fro", hydro·

dynamic forcos

Attitudo - 1 Providos OPOllltUi with I nlegrotod "boll·ln-curvoo·lubo" Adjuslmont screws m

Indlctltor pitch nnd loll anglo dlsployod with 160 ond 1600 mounllng brllckel

scoles In pitch and roll

- 1 Indic:)tes CAV location In Dumbboll·sh.,ood float wilh Pull D·ring on flool brackot Emor!loncy buoy tho ovent of on omorgo.,cy tother lInD wr,'ppod around

oxit of Iho 1'9hiclo conlor -_.

:f:pt~II(.""';~U;:,tJIM~'J!lt~J'~'!,i!k~j/'~~!II.,~WAJ';JU~[Joul'r~l:t~J:I!.IJ!'r{~.iI'~~J1'1."~(jjW"'~}.H'\J,"h~\'lI!I:ltt~II~I'/'ollli!l-~~"'1t.'!Ij'fI.:~4J1.."".a~rl.,t...;5-,I .• ;IA~lfl'-oII'lo~.,.Vtt:U~~I':'~",joI'/h/,.\~H"'t.'t~~..,l~ ~\,r.~H~~:Pr.'t.:*.~.l~·&jIt,(~;'ll~t.!'.tl'~~"lI~\¥IJ: ... ""hr~~V'"k~ ~'!r • ~_ ~ .. 'i' ..... Wlr11 l.~V" ....... ~, ... ' h~'. i ... .. ..... ~r ... , .... • " ... V.,(HIo',:c!."' ... • .... _'. ~h ,JI, • ". I ..... ,~ "" .11. , .. "1 ", .. ~' ... ,)."". ';'" ,." \'111 '

I! ~ ~

~ i'l 1: ~ '" ~ ~J 'I :1 .~1:

i~ \'f"

J! VI

~l ~~ !j ~I

• I

in ~ !

<'

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'511

Main Hull Structure

Figures 4 and 5 show the general configuration of the catamaran·hulled vehicle. The main hull structure consists of two 26·inch·1D cylindrical lubes that run the length of the craft and foul transverse tubes that tie the hull together. Most of the submerged buoyancy is pr0vided by these tubes, which v.K.re designed for a collapse depth of 250 feet.

The longitudinal tubes are fabricated fr')m l/4·inch·thick mild steel (ASTM A·6) rolled plate. The hull design provides for a 1/32·inch corrosion allowance and an out-of-roundness of 3/16 inch. The forward ends of the longitudinal tubes are closed with hemispherical heads and the aft ends with dished heads. The hemispherical heads improve the hydrodynamic shape of the bow.

The longitudinal tubes are subdivided hy 26·inch·OD flc:nl]ed dished heads. Ring stiffeners are provided midway b~tween each dished head to further stiffen the hull tubes. The forward transverse lubes are constructed similarly to the longitudinal tubES; the diameter of the aft transverse tubes was made sm~lIer to provide access to the cargo deck for !oadin9 and unloading.

Main Ballast Tanks

The primary function of the main ballast tanks is to provide buoyancy for surface handling of the vehicle. In addition, the tank structure functions as a landing skeg and as a support for the trim weight system. The tanks, which are soft ballast tanks (that is. the bottoms arc permanently open), are completely flooded when the vehicle is submerged.

The tank side plating is 1/8·inch-thick mild steel (ASTM A-7L There are five equally spaced web frames and watertight bulkheads at each end. The upper boundary of the tanks is formed by the main hulliongi(udinal tubes. The lower boui1dary of the tanks is an 8-inch-diameter standard steel pipe, which houses the tlim weights.

Support Structures

The cargo deck structure consists ~ntially of two longitudinal trusses and a transverse truss_ Deck gratings are provided as a means for securing cargo. Battery supports are provided between the two larger transverse tubes, and battery covers reduce the hydrodynamic drag of the vehicle.

The bow structure supports the sheet metal hirings as well as protects the divers in the event of a collision_ Sheet metal fail ·n.gs under the cargo

deck reduce hydrodynamic drag.

13

J

e (j

I \ • i

________ .. ___ 00-_

A !ransparent water shield installed at the forward end of the cockpit protects the divers from water impinging directly upon them.

Auxiliary Ballast System

The auxiliary b111ast system (Figure 6) provides a means for adjusting buoyancy of the vehit:ie to compensate for cargo. In addition, the system is used for correcti.lg port and starboard trim of the vehicle. The 6-foot-long tanks are an integrai part of the main hull longitudinal tubes and are located approximately abeam of the c~nter of the cargo deck. With no cargo on the vehicle, the tanks are designed to carry approximately 2,000 pounds of sea­water (approximately 3/4 full}.

The fill al,d transfer system for the auxiliary ballast tank compensates for loads rerr')ved or added to the vehicle; this is essentially a hard ballast system. Water is pumped to and from the sea and between the tanks by a hydraulically driven wClter pump.

Manifold valves for selecting the direction of water flOW are located in the cockpit within easy reach of the diver-operator. Pressure gages, cali­brated in pounds of seawater, are Iccated in the cockpit. Since this is a closed·ballast system, pressure in the tanks varies as a function of the amount of VIr"3ter in the tanks (that is, if the tanks are empty, then the gages are at atmospheric pressure or zero pounds cf water). In addition, site gages are located on the outboard side of the tanks for monitoring the amount of water in the tanks. To change the water ballast, the operator selects the correct flow path via tne manifold vdlves and acti'rdtes the water pump. Provision is also made for blowing water from the tanks with the vehicle's compressed air system .

Compressed Air System

A schematic of the vehicle's compressed air system IS srown in Figure 7. The air system supplies air for blowing and venting the main ballast tanks, for blowing the auxiliary ballast tanks, and for maintaining diver life support. The system powers a pneumatic motor for operating the trim weights. In addition, the compressed air can be used for powering the p.1eumatic tools. The five 220-ft3 high-pressure bottles are located below the cargo deck grating.

Electro-Hydraulic Power System

The CAV utilizes an electro-hydraulic system to provide the driving force for a number of the vehicle's dynamic components. in this systerr., electrical energy is converted to fluid powt:r (oil under pressure), then

14

.'

.;

I !

I •

converted to mechanical power to drive the vessel's propellers and pumps. The efficiency of the 5ystem : .. approximately 30%; the estimated effi~iellt:y of each compor.ent is shown in Figure 8.

Figure 9 shows a simplified diagr;>m of the power systems in tht! vehicle. The port and starboard systems are mdependent; provision has been made for cross connecting the hydraulic systems in the event of a failure in either system.

port auxiliary

ballast tank

FilL

XFER

sea

strainer

FILL starboard

OFF auxiliary ballast tank

XFER

HM-Hydrallic Motor PF-Hydrallic: Pump. f:ixed

Oisplac:ement

Figure 6. Schematic of auxiliary ballast system.

15

~

I

I i I i

--,,""------- --

port I114ln

blIllaot w-.k

pressure gigeS 1..-........ _-'

1 t

fIVe 22O-ft3 ~ .. cylinders wi!.'>cyhnder

\'aMS i2.2S(, psil

Efficiencieos--

banery ~ at7JOF hp

pressure <e9'~tor 12.200 psi '2G-60 psi)

Figure 7. Schematic of compressed air !:'/l".em.

0.90 0.84 0.81 0.04 0.97

battery ~ electric ~ hydraulic ~ hydraulic ~ sh<.ft ~ iltSSOF t>p motor hp pump hp motor hp bearing hi>

0.54

prop with

nozzle

Figure 8. The efficiency and horsepower available through each component in the elactro·hycraulic power system.

The primary source of power cor.siSlS of two II1dependent 30-cell.

oil.filled. pressure·compensated. lead-acid batteries !Figure 10), Each battery pack provides 60 VDC. 18.5 k ..... ·hr at nOF based on a 4-hour dis­charge rate. The battery containers. fabricated fr::>m a 1/8-inch-thick

16

1.28 -;:

-- - - ~""-~- - -- --

r I

aluminum plate. an~ equipped with venting connections and relief valves for eliminating hydrogen from the containers. Press~re compensatioJ'l i.:i aCCCr:l­plished with an oil-filled bladder ~xposed to ambient pressure.

Two 60-volt. 6-hp. 1.850-rpm. lOO-amp. compour.d-V\lound DC motors are directly connected to the hydraulic pumps and ;jre housed ill separate. dry. pressure-compensated containers (Figure 11). An electrical circuit breaker is housed in each cunta!ner. Connection between t'1e battery boxes and the motor pump containers;s m'lde via electrical cables equipped with d~' underwater connectors.

'-(:Oftl.",

"''''''o(.oft ... -I

...........

~II""".,

Figure 9. BI~k diagram of CAV power train.

17

I I l

- .- • ------------.. •• po ." -- ...

Figure 10. One of the CAV battery packs with covE!" ~oved; note

individual cells.

Figure ". CAV electric motor. hydraulic pump. and pump-motor container .

18

,-

I. I I

I· I

I

Figure 12 shows a schematic of the hydraulic system. Oil flow is generated by the pumps, which are directly coupl~d to the electric motors. The pumps are variable volume, axial piston with manual controls and are rated at 6 gpm at 1,200 psi. Flow control is achieved by manually adjusting the piston displacement by means of a movable swash plate. The four pro­pulsion motors are reversible and of the positive-displacement gear type. Each motor hJS a rating of 6 gpm at 1,200 psi, 429 rpm and delivers approximately 2.4 hp to each propeller. The ballast pump motors are internal gear, 2.5 gom at 1,200 psi, positive-displacement typ..~s.

shut·off volves. nornWly open

·001

a..ili .IV ~lIast

pUmp

ffi~f~: v~T

MF·-Hydraulic Motor, Fixed Displacement PF-Hydraulic Pump, FiAed Displacement PU-Hydra:lic Pump. Variable DisplKement M-Ele::tric Motor

Figure 12. Schematic of CAV hydraulic system

19

;

._-------

The hydraulic system is reversible. Two pressure reducing valves isolate the iow-pressure side of the system regardless of flow direction. The accumulator serves as a pressure reservoir that maintains fluid in the systems to c0mpensate for leakage and pressure variations.

Pressure Compensation System

The CAV hydraulic syst9m was pressure-compensated in order to preclude seawater intrusion. A pressure of from 2 to 4 psi above ambient is maintained in the low pressure portion of the hydraulic system. the motor/ pump containers. and the propulsion motor housings.

The compensation system (Figure 13) i .. a simple regulator-relief vnlve arrangement. A standard 71.2-ft3 scuba bottle. located on the star­board side of the cockpit. supplies nitrogen to a modified double hose scuba regulator. The regulator supplies sufficient nitrogen to the conlpen­sated areas to maintain at least a 2-psi overpressure. The two pop-off relief valves open when the internal pressure exceeds ambient by 4 psi. To ovoid possible explosion from arcing electric motors and switches in an atmosphere with a high oxygen partial pressure. nitrogen was used as the pressure­compensating gas.

Mechanical Systems

Mechanicollinkage (Figure 14) and gear boxes enable the operators to rotate the main propulsion motors through a 190-degree arc; th;JS the oparator can adjust the thrust c.rection of the units. thereby controlling ascent and descent of the vehiC:~. The main propulsion motors are inclined at a 30·degree angle to keep the prop wdSh from impinging on the main hull structure and. at the same time. to keep tl°le Kort nozzles within the beam dimension in order to minimize damage to other structures.

The main propulsion moters are housed In pressure-compensated containers moun~ed on the outboard end of the inclined. mta!ing s'Jpport shafts. They drive counter-rotating, 20-inch-diameter, 15-inch-pitch pro­pellers (clipped from 24 inches) mounted in cast aluminum Kon nozzl(.>$.

The auxiliary propulsion motors are similar to the main propulsion motors. except that they do not swivel. Since the ouxiilary propuls!cn system was designed for surfacl u~. vertical thrust was not required. Pro­peller guards protect the divers.

20

, , .

t I

,. ,

. . I-

H loyd, ... loe moto: t----------I

L..--.--...!

IT&IIn &"lId ...,,..II¥Y P"OPU~ units

,--_="_"o<_"' __ m t---....

dKtr,c motot-hyG'.a:..Ic/putIlp con....-

hydraalc 1CCUn-..1.I1Of

Clow pot'hOC'll of hvdt.auhc syslem)

Pf(1M.'~ ' .... ~'Of 'JIr1 .t 2 pst U'."e'i II'I\bIcnt

Figure 13. Schematic of pressl':e COIl,jJCr.sation system.

" :lfl~ ... "' ........ tl11109tf.

""'~ t.(,tl~

Fore and aft Him corret:tio=-! is accomplished by rno"in;} two 300·pound

weight assemblies that are housed inside In 8·inc::h·diameter steel pij)P. located at the bottom of the main ballast tclilks. Mechanical I;nkages connect the

assemblie!\ to the c.ockpit. The civer-operator contru!s the position of th(:

weights with a reversible pneumatic drill motor. A cockpit indicator shows the operator the r~lative pOSition of the as..<-emb!ies .

EaclI trim wei!Jht assemhly (Figure 15, consists of three 7·inco-lcng •

6·inch-dlatneter. lead-filled pipes and tour 3·wheeled caster units. ThE;; a~elTl­blies can be moved from 5 feet forward to 5 f~t aft of tne vehicle's r.er.!er ot

gravity.

Control and Instrumentation Arransement

The COlltrols and in~trumentation. shown in F;gure 16, have bP.en placed in easy reach and view of the di·.rer---operator. The POSition and

configuration aT each contml and instrument was deterrnin£.o) from an

21

, j

t

....:

j

I I E

i !

f ~ i i

I .

.......... -

single sheave assembly

universal joints

e~blv double sheav

" • .. ei .... t Linkage Trim .. "..

, , ~\ 3O-t0-1 reduction

J WOrmi!~'" " ,?- pneumatiC ' ,...POWer

Ol'ltor

locking mechanism

" , • __ I ",

30~ .. ' .:< L~gear box \.--' .'

",~//

'" "~< ~ ",

" , '- (~"'--.I joint '- ~unIY"'_ "'-. , , J

'~' "ngLinkage P bion ftot~, M.in ropu

Figure 14. Arrar.g2m _. &.anicai linko.ges. entofm~ ..

22

\" 1

------- --.------~

extensive human factors study. Operation,,' co"trols con.,:st of' (1) pcrt and starboard electric motor control switch~, (2) port and starboard hydrau' lic flow control, (3) m()in propulsion tl,rl!st direction contlOl, (4) hydraulic selector controls, (5) trim weight position control, (6) mzin and auxiliary ballast blow and vent valves, and (7) auxiliary ballast manifold valves.

With the exception of the main and auxiliary ballast tc.:nk blow ven1, and manifold valves, all of the vehide's operational controls are mechanically linked to their respective functions throughout the vehicle. A detailed description of the vehicle controls, their locations. types, and functions

is contained in Table 2. The vehicle instrumentation. Table 3, has been kept simple. There

are pressure gages for monitoring: (1) thrust level of the port and starboard propellers, (2) weight of seawafer in port and starboard auxiliary bal1(lst tanks. (3) amount of air in storage tanks, (4) wate" dEpth En cockpit 12vel, and (5) amount of pressure-compensating gas. In addition to the gages. th~re are indicators for determining (1) the ip.lative position of !he tritr. weights. (2) the direction of thrust of the main prop'Jlsion motors. (3i thp. roll a'1gic

of the vehicle. and (4) the pitch angle of th\:: vehiclp..

Figure 15. Ont! of the trim w:::!ight as..emblie$.

23

I

I 1 l \

_~·~~O~'t_.~ ____ _

I I I I I I I

I I \ 1

------------f ,

-~ ,

O~ail A. Oet .. il B

Figure 16. Arrangenent of instruments and controll>.

24

~

I ! , f. fI

t-.> (.TI

i II .,j"."i...!".\ ~ ,,,,,'!-J' /1'_

I -(;ontrollinstrument

Electric mutor r.ontrol switch. pert arod starboard

~Iydroulrc .Iow control. port lind starboard

Moir. propulsio., thrust direction control

P ml)lor selec\or

X SIllloctor

S me-tor wklct:lr

I Pump seleclor

L .

Ty!)" -Levert via push·pull cables 10 circuit brook .. " 1:1 main motor contolnors

Lovars Vfc) push·pull cables to swash platr. love. on hvdrllUlk: pump

Her.d whllCl connecled vi" mechanical linkage to rotatrng IT'oln propulSlor. shafts

T·levol push·pull cable to wool val\o under cargo (Jeck

! T ·:ovor push.puil cel/le 10 :;pool valvo und!'r cargo dnek

T ·Iever prJ~h·puil (:oblu 10 5pool valve under corgo deck

T ·Iewr push·pull cnble 10 spool vulvo undur cllrgo dLOCk

........ - -----~--,.. ._-------- ------_ ..

Tab!o 2. CAY COlltrul Functions

i Function Location '::ommcnt

1'urn electric Illotors on·off Forward o! port dlvar's soot Forward turns motor on. port Ic.·port at olbow holghl; ouler two mole,.. siarboar.J for slarbt'ard motor; le\ers on quad control Interlockud with pump COfltrtll to prll·

vont stllrting moters urdor load

V'Iry dlrectlofland flow raft, I nnor two lovers on quarl Forward of noulral·flow one dlrfictlon; of hydraurlc oilithrust level control forward of port oft nOlltral. direction reversed; relrltlvo of propeller) dl\'ur'~ seat position from r.autral dotermll'les flow

rolo or thrust lovol

Chango thrust dirtlCtion of Starboard side of centerliFle Forward on hand wheel dlrectt thr:.tst mllin pro;,-ellers 10 attain of cockpll lust belm. knoe up; 'ock kteps rOlallng shafts In set vortl.:al thrusl lev!'1 I position

Chnnge from pnrt maltl Mounted on ballast control Selnets oithor por: mllin or aultlliary propollor 10 port auxllinrv panel in fmnl of oporator propellllrs; cann.:>1 use bolh slmulto· propeller nc:ously

In·orconncr.b por, to Mount'ld on balillst control Use In casu of failuro of either port or Slorboard hydrnulic panni in fronl of o:>r.rotor slarboard hydraulic syslem !·,~t:lms

Switch from storbo~rd On panel II> stllrboord of Sulncts either starboard mtsln or auxiliary main propell!'r to slor· operolor propulsiun; cannol use both 5imullo· hoard DUX iliory prt'pell'" noously

Activutos auxlliury ballasl MounlLod in centor of Pulling Illvor tra"sfors storboord pump lIuxlliary tl(lilast rnonl· hydroulic power from propulsion

fold panol motors to bollost pumps; diver uses starboord hydroulic flow control to vory pumping rllto ond direclion

continued

I

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I I

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~, : 1

i,:j' ~' .,' '. .;'j ~,'I .', ; :~

" '-.Ill i·\ ,1-1

.'" ••• v ... , ..... "" ." • •• hM ••• ~ ••••• ',""H": ........ " .• ,~" .... U,h'''''''''''' ....... " •. u",'" .~:., ... ~,,,I •••• m" •• , ... '<1," •• ","'., .... ,;.\\,.,.·"""." .. '.· .. "',,, ... '., .... ,., ...... " ~" .. ,.,. .,' •.••• ".'.> ,.~ , .... A.. ." ~ .... ' ..... • • ..... • _.. ••. " ~ .~""\,,,(A

---_ .. _.,,. ..... __ ....... ..,- '- -

Table 2. Continued

-Conlrolll nSllumenl Type Function Location

Trim weight position Pnel:matic motor via C"p'dcl vehicle lIim Ilngles Forward and starbOllrd of conlrel mechanical linkagn ,oro end aft up om lor el weist love I

10 Irlm weights

M.ftin bellas! biOW. Three·positlon. two· Provides 40 pslU eir lor Starboard side of panel in port anti sterbOllrd wey vo:ve blowilliJ main balla)i front of oporator

tanks

Auxiliary ballast blow Three·posltion. two· Provides e means for Same valve as starboard way valve collbrlltlng auxiliary main ballast tank blow

ballast tallk gages end valve for emergency blow of tanks

~ Auxiliary ballest Three PVC ball valves Provides selectille flow from Auxiliary ballast panel in manifold valves piped tl) auxiliary auxiliary ballest tanks to front of operator

ballast tanks compensate for cargo carried and to correct for port and slarboard roll

Main ballast vent PVC ball valves piped Opens main ballast tanks for Port side of operator at to tanks submerging shoulder lavel

i,. " • ~

tlV!l"\'f.."l4NIfM!I;t:t<;r,f,t,\l"l{lf)vJ,§;1;1'1

-------,-----~,------

Comment

Fosltion of throttlo vnlvo on motor delnrmlnlll> spood el which 111m wulghts move

Port Dnd starboard blew ere separate val\"Cs: up for blew

Port end sterboerd. both tanks operated from one valve: down for blow

Flow schematic included on panel to facilitate selection by operator

,

UP·vent open; DOWN·vent closed; open while submerged; closed on surface

": ~.

~"I

~: ',. -.t'1, )~l ~, T

:t.'\ .. , }; [: ~i

f, \~~I .c' " ." 'i \,.

~';'

" '.

\.' ;\ ,. I' • -.'.lII~I'.\.~HI>"'.\f.M."""'.V~~''',N~. "r.'I.l!l"l,.''I:]~ .... lrJll.\;''~II, .. /Bl~~'!>J~'l>.;I.J.J,,,,ulml1''''1.I..\~lI,,"!4\(."!hI.\I",t11",I'J;t.\7jil<\)1I'1lb~fl{f.:.a.<4JXlUWl\',"\i~lI!~1""'i.I\Ptl\;;'~!!lilt..~~\~,i~h'li.I~"'~'1d'~tllW.:ri:&~'U& .. !!m')z;MltJa~~mbl/iWjI!&i'lM!iItAi;

I r

',JI ..

'" "

, J ~I!o!" '1/"

Instrument

Thrust level Indicators

AuxilIary bllllast tank gages

Air storage supply gaoo

Oepth gage

Pressure compensation gagll

Trim weight position Indicator

Thrust direction Indicator

Pitch Indicator

Roll indicator

Type

Standard diver submersible pressure lJII!)es. 0·3,000 psI

Two standard pressure lJII!)es In scaled acrylic housings calibrated In pounds of sallWater; 0-7\;0 pounds water 10-15 psll

Standard hp air p"l~ure gaoo In sealed acrylic housing; 0·3,000 psi

Standard diver's wrist drJpth gage

O·3.ooo·pound dIver saa '1111'0'1 gage

Polntor

Polntor

Liquld·fllled curved tube with black ball for gravity positioning; callbratt!d In degrees

Same as pitch indicator

--:--­ .-

Table 3. CAV Instrument Functions

Function Location . Monitor thr'lst IllIIel and Port side of vehicle at performanCII of port and operator eye level starboard hydraulic systems

Monitor omount of water Above control panels on In auxilIary bllllost tanks vehicle coamlng

Monitor air pressure In 8etween aUlIlllary ballast storage tanks tank gages

Monitor depth of dive At operator chest lillie,; cno on each side of vehicle

Monitor gas remaIning Starboard side of cockpit In pressure compensation bottle

Determine relativt! location Mounted on hydraulic and movement of trim thrust level indicator weights brack~t

Indicate thrust direction Mounted on hydraulic of main propulsion motors pressure gllge bracket

Read out of pitch anglo on At eye IllIIel In front of vr"':lo opel/:. or

Read out of roll anglo on Same as pitch indicato' vehicle

--- ~- ~- --- ----- --- --- -- ------

. Comment

Gages provide operator with a visual reference of port and starboard system performance

One gage for each tllnk; tanks are clused and callbratt'd to atmospheric p essure while empty; as water Is pumped Into tanks, pressure head Is read In pounds of water ballo~t

-

-

-

Operator marks neutral with grease pencil onco neutral buoyancy and zero trim has been attained for a specific load

I ndlcator calibrated In degrees from horizontal to concur with direction of thrust

Two 45-degree mirror surfaces transfer imago to divers visual range; instrumont has smaller tube for 0 to tSO r:;..dings

Single Instrument In frcnt of operator

~~~--- -- -- - -~-

"'~:I

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J

TEST AND EVALUATION PROCEDURES

General

Hydrostatic pressure and functional tests were performed on the vehicle hull structure and system components at the manufacturers. Upon shipment to NCEL, the vehicle was tested to determine conformance with the f"brication and design specifications. These acceptance tests included systems operation to a 120·foot depth. Following the acceptance tests, sev­eral sets of operational tests were performed to determine both the vehicle's operational characteristics and utility.

During the course of the test series, modifications were made to the vehicle. The guidelines for these modifications were as follows: (1) insure safety of operators at ail times, (2} improve operator control, (3) increase syst<:>m reliability, and (4) increase vehicle load-carrying capability. The majo, .nodifications performed are contained :n Table 4.

Test Conditions

Operational tests were conducted in Port HuenE-1me Harbor and at a protected shallow vvater site at Anacapa Island.· The support platform was a 50 x 120-foot warping tug equipped with a crane for over-the-side handling. The operational conditions at each site are summarized in Table 5.

Prior to the commencement of operational tests, a comprehensive hazards analysis was performed on the vehicle and its components. The results of the hazards analysis were in the form of procedures, precautions, and modifications to the vehicle; a copy of the analysis is contained in the Appendix.

A detailed dive plan was prepared prior to each underwater operation. The CAV diver-operators were thoroughly briefed on the operation before leaving the support ship. Because of poor visibility at each of the operational sites. direct observation of the submerged vehicle was not possible. Therefore, data on vehicle performance was obtained by debriefing the diver-operators following the dive.

Operational orocedures included the following: (1) pre-dive chec!... list to insure all vehicle structural and operational components were in safe oper­ational condition prior to vehicle launching. (2) operational guidelines to insure maximum safety of personnel during vehicle launch and recovery, (3) pre-submergence check of life support air and pressure-compensating gas to insure a sufficient supply was available for the mission, and (4) simplified and detailed mission procedures were established prior to each operation. including extensive diver-operator briefing.

• One of the Santa Barbara Chan.)el Islands located off Southern California.

28

' .. ,-, -"'C"~ '; ,',-~' - - ... -.

Table 4. Summary of Major Vt:hicle Modifications

Svstem!Component Problem Modification

No practical means was a\'lIilable • Install thrust direction indicator in for operators to determine thrust operator's visual range angle of main propellers

Main propulsion thrust Main propulsiol' rotating shafts • I ncrease diameter 0: operator control direction system were not counterbalanced: thus. wheels

operator force rrq'Jirfd for • Change mechanical gear ratio from 5: 1

I changing direction of thrust was to 10:1 excessive, and units would freely • Install operator-controlled lock;ng rotate out of set position mechanism

Operational characteristics of • Install pneumatic drill motor in place of vehicle required constant oper- hand-operat~ wheel ator trim changes during flight. • Chal9! gear ratio from 10: 1 to 30: 1 Operator response using hand-O;lel'ated system was insufficient to keep ahead of trim changes

Trim weight system Operators could not see trim • Install position indica,ul in operator's weight indicator provided on visual range vehicle

Original caster wheels on trim • Change from hard rubber casters to weight assembly ~roke when softer rubber wheels they came in contdCt with small obstructions; thus, trim weights I'

I jammed and became i~le I.

Operators could not determine • Install h),draoJlic pressure gages-thrust thrust level outp'..It of pumps or level indicators-in operator's visual

I f

performance of ~rt and star- range board propellers

Piston accumulatOfS supplied with • Replace piston accumulators with bladdf:r-vehicle to provide a positive head lype accumulatcrs

Hydraulic to suction side of hydraulic pumps were ineffective at low pressure range; thus, pumps would cavitate

Binding of hydraulic lines to main • Add hydraulic swivel connectors 1 .1IOtors would occur ",,'hen units

were rOUlted, thus increasing diver actuation force

Minor hydraulic oillealcage on • Clean motor windings ,ld recoat with I· I

motor windings caused deteri- epoxy varnish E \e:tric motors ora\ion of shellac coatings: thus.

ground faults were detected in electrical system

continued

,

29 -I 1

, j , , ~ J ,

~ ~ $

~ J 1

_'1> ~ -", .:..$, ,-~-

J

Table 4. Continued

SystemlComflQnent PrQbletrl Modification

No method was available for • Install ammeter shunt on each battery monitoring the performance of with external wet underwater connector electrical system dUfing prll<live ~OC9dures

Batteries Bladder containers originally • Replace aluminum contaillE'rs with lighter supplied ~e ext:essive in size weight clear acrylic containers a!1d weight and v.."I!re not p;ovided with a method for viso.Jally check· ing condition prior to dive

RegrJlator suPJ:licd witla vtohicle did • Modify demand .egulator and plumbing not provide adeq~:!le flow fOI com- to provide sufficient flO"N fer ·ull corn· pe-\$1tion; thus. a potential water perlSation at normal des;dltlascent rates intrusion problem exis:ed

Pr';!SS:jre compensation system Originc;1 intent W3S to compensate • Change from ;:Iir to nitrogen as ;:ompensa.

using air; high Partial pressure of tion~ cxygen presented ooter.tial exf,.!c;. sion hazaod with arcing motors dOd switt.hes

Motor PlJmp con~iners Main mect.anical pe!letn"tor seals • -::hznge from cable penetrators to O·ring Ie~ed excessively sealed solid s·,afts

Operators encountered difficu:ty • Move vent ')fJeOings to 10rwani and a~t in completely ven~;ng tanks because end of tanks an:! irY.:,·eare S;:pi:lg sile

Main ballast tanks of piping ~t; air bubble to rl'duce line restriction remaining in ta'lks caused trim and Iluoyancy control problems

Vehicle was sullPli~ with a sir>glc • Chall!ll! to ir.d~ndent levers for P'J:np I Electric motor anc.l lever for operating each elsctric .. Nt motor with a mechanical interlock

hytraulic PlJrnp motor and hydraulic PlJmp; system to prevent st?rtinq (of electric motors controls was unreliable beCause of excessive under loW

Ii n!:r.ge clearances

Oper3tor saats Original seats were uncomfortable • Install adjU5tWIe seolS with scuba tani: for effectivE> diver use s:;pports and back rests

Diver actuatio .. of vehicle controls • Install seat bellS to en3ble di-.P.rs te:-Seat bellS was difficult ~se of neutral stay in plllCf' while ope-atbg cc.:.lr",ls

buoyancy of diJe:' I

30

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I· I ,.

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t i

I

I

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---------------- -

Table 5. Operational Conditions at Test Sites

Test Sites Condition

Anacapa Port Hueneme

Maximu:n depth (feetl 110 35

Total operational time (hours) 21 47

Number of dives 43 65

Visibility (fee:~ 10t035 2t05

Water temperature (oF) 55 55

Swell contiition (feet) 1 to 5 o to 1

All CAV operational tests were performed under rigid safety guidelines. Operation:; were terminated when either operational conditions or vehicle per­fcrmance indicated possibility of personnel hazards. The majority of the vehicle tests were performed in a free, untethered mode. The test sequence included: (1) vehicle operat:onal characteristics, (2) mission performance. and (3) inter­face testing with other closely related unden,vater tools and systems_

The determination of operational characteristics was performed in conjunction with diver ~operator training. Surface, submp.rged, and interface stability tests were performed initially. These tests were performed with the CAV tethered to the support ship until confidence was gained and the proce­dures became routine_

Once it "-I8S determined that the vehicle was operatiunally stable and controllable, mission performance testing was conducted_ Cargo was carried to and from underv.-ater work sites, tools were cperated from the vehicle, and minor cons(ruction tasks, such as assembly of split pipe, were performed_

TEST RESULTS

The surface and submerged characteristics of the CAV are discussed below for botl. the stotic case (vvnere the vehicle ic; not under power) and for the dynamic case (where the vehicle is being propelled). In addition. the per­formance of the vehicle during the transition from the surface condition to the submergP.d condition (interface translation) is discussed. The majority of the vehicle components functioned without major failure. Results of tests on major vehicle components are summarized in Table 0_

31

-

. ; ~.

w I'.)

System

Electrical

HydrauliC (oil)

- ----

~~~l!5>~lB~,'tMtitAAel$\iiw,~~lIffi.':t'l-*' .. ~"i!\1if&.'{(;';'·,I54'}f..'l~".ro:mVi

Table 6. Results of Performance of Systems and Components

General Results Major Component Specific Problems and Comments

The oil pressure-compensation system consistently spilled oil, impairing diver's vision and making w31king surfaces

Batteries dangerously slick

The majority of vehicle down time wus associated with failures Seawater entered battery boxes through

in this system relief valves, causing grounding problems

Sufficient power was available Consistent grounding problems were

to operate within design spec- Electric motors encountered from contamination with

ifications leaked hydraulic oil and carbon from excessive brush wear

Cables and Grounding problp r,1s were encountered connectors with seawater entering connector

Pumps Supplied sufficient power and control for vehicle operation

The system functioned without fault during majority of vehicle Motors

Functioned exceptionally well IInder all

tests conditions

Valves Minor leakage OCCl'rred in spool valves

continued

i

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_. ___ a ... ___ ,'''''''''''Mi(m'Y1'1'~.iil$ •. 'l4<4C~''' __________ ,-_

W r..,

System

Compressed air

Main ballast tanks

Auxiliary ballast

I Tdm we;,ht

;"",~~j.;...""~.it{~'\·.~'~"'I"f,,·"":'l\.,,,," .... ··";'·' .... ! ~.I

Table 6. Continued

General Results Major Co"'ponent

The system provided sufficient Pressure regulator

air for vehicle operations

Tanks provided sufficient buoyancy for surface stability

Vent system

Tanks

The system operated without failure and provided adeqll3te

Pump volume for cargo handling

The free surface effect required Gages for

operators to continually adjust vehicle trim

monitoring

SitE' gage

Provided sufficient trimming moment for most velw:le oper· Hand wheei atillns

Trimming response with air motor was approximately Pneumatic motor 140 ft-lb/sec

------'"-- -. .

Specific Problems and Comments

Excessive time was requir~ to blow maill ballast tanks (approximately 10 minutes)

Complete vent of system required operators to obtain a 15·degree stern do",'n angle prior to submerging

The free surface eifect caused pitch angle control difficulties

Rate of ballast change was very slow, approx-imately 100lb/min

Calibration problems existed because of change in surrounding environment teMperature

Very difficult to read underwater

Required excessive diver force to keep ahead of VE'hicle- trim

Excellent r~pol1se for trim correction; control and instrumentation was con:uslng to operator

I

continued

~~)if.'>lN&!l!5f41t!k}s::.:;;i.i11 .. ¥t.:I!)t;.(lW1:'

-

~ -.. "'Jf1

~.-.~~~~~.~ ... --.. ----... ----

Table 6. Continued

System General Results Major Component Specific Problems and Comments

Thrust position located above center of drag and aft of vehicle

Thrust direction Units not l Interbalanced; thus. excessive center of gravity. thus. excessive

control force required by operators to changE: position Main propulsion units

trim requirements needed by operators

Depth control while translating Speed and steering Operators had excellent control over vehicle horizontally very difficult control thrust control and steering

Performed exceptionally well

~ Auxiliary propulsion for surface maneuvering

- -units Required constant pitch control for submerged trafl31ation

Pressure compensation System operated effecti\' .:.,. for

Regulator Provided sufficient flow for compensation all operational situations

. Functioned well during tests; Pitch indicator

Operators had difficulty reading in turbid

Attitude indicator nellds to be more readable by water

divers. Roll indicator Worked very well

Depth gage Operators had problems reading in turhid water and interpreting small changes in depth

Gages All gages functioned well durin!; tests

Difficult to read; divei needed to move closer Air pressure gagll

to get accurate readings

I

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~ ,; ~:ll I,

.1 ,1 f ~ '\'

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,---------

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----------- 'lI

The normal surface cor.ciition of the vehicle is with approximately 5,000 pCJunds ot net buoyancy. which is carried iii the main ballast tanks. When ~ubrr.erged, th~ main ballast tar.ks ere completely flooded, and the vehic:e become.; neutrally buoyant. In the neutral buoyancy condition, approximatel~' 1,300 pounds of ballast is carr;ecj as either water in the aUX­

iliary ballast tanks or ~ wet weight <:ergo. Any curr.bination of water and cargo that totals 1,300 pounds can also be c(]rried. This hallast is normal!y cariied during surface operation of the vehiclt:.

Handling

A three-pOint sling lifted the CAV from the lIIIater to the surface ~upport ship. Numerous drain holes were provided on the bottcrn fairings to insUle rapid wilter drainage while the CAV was being !ifted. Normally, the CAV Wa<i lifted with thE: 1I~~in beilast tanks dry (20.000 pounds). How­ever. one test W~ performed in 3- to 4-foot seas v/ith the t<:nks flooded. A dynamometer attached to the lifting siing indicated that a maximum dynamic

load of 29,000 1J0unds was attained.

Surface Stability

Static. The CA \i wa~ stable. 0.1 ,"e surface. The ve!licle responded slowly to unbalancing forcas from surface swells. On one occ'lSion pitch angles of up to 2 degrees ana roll angles of 5 degrees were experienced in 3- to 4-foot seas.

As the vehicle ~xperienced various Pi tch angles. some air was spilied from the open )/l:; at the bcttom of the main ballast tanks. This air spillage reduced the ne' .... r :ace buoyancy of the vehicle but "'.las not s:gnifiCCInt in normal operatiun.

For small pitr.h and roll angles the CAV was found to have a metacentric height of 7.5 feet 10ngitl,Jinally and approximately 3 feet transversely. These va;ues take into a-:c:>unt the gas spillage for anglp.s up to 5 degrees ar.d the f!"ee sllrface effect proauced by the au~i!ic:-y tanks for the same angles. If an upset­ting moment of approximataly 20,000 fl-Ib in pltd: was tJxperienc~d. consid~rable air would spill from the main ballast tanks. For example, if an upsetting moment ~.-as produced by adding a 2,500·pound point load to the center of the ccrgo deck of tht_ trimmed CA V prior !o submergence, t!1e angle produced "",ou!1i be suffi­cient (0 c.ause stability problem:;. However, upsetting rr.oment~ of this magnitude would not be experienced during normal vehicle oreratio~s.

35

i

-_ .... .,..,;­.

j I 1 ! , .

1

------------

Dynamic. The CAV was stable while surface transl:-)ting. Because of the low vehicle freeboard, some operator discomfort WtAS experienc.'3d when water broke over the water shield. As a result, slern-to-the-sea translation was preferred by the operators.

The surface hydrodynamic characteristics of the vehicle resulted in a bow burying tent1ency, as shown in Figure 17. ThIs condition was most predominant when traveling at the maximum surface speed of 2.8 knots. Although the bow wave limited the ;rehicie's maximum speed, the speed attained was sufficient for the intended operations.

Surfa..:.c maneuverability was found to be very good. The opera\ors turned the vehicle in place at rates up to 180 deg/min. Turning while under way, although good, was very gradudl. The turning radius approached zero as the forward speed approached zero. The stopping distance at maximum speed was fou~d to be approximately 40 f~t.

Fig'.Jre 17. Bow wave formed by CAV at a 2·knot forward speed.

lilt-erface Translation

The CAY was stable during submergence, even though the center of buoyancy moved from below the center of gravity to above the center of gravity. The ft!a5on for this stability is that ~he vehicle has adequate freeboard (buoyancy) when the center of buoyancy and the center of gravity coincide.

36

I ! ,

1

..

Thus, if an upsetting mom'3nt is encountered at this point, thE: center of buoyancy shifts to produce a righting moment. After the CAV V'o"3S sub­merged, it rode under the surface quite "Jell. The weight of the main propulsion units dfOVE,> the CAV cockpit 2 to 3 feet below the trough of surface waves (3 to 4 feet in heigh'l), thus keeping the operators out of surface wave action.

Horizontal translation tests were made ~'ith the CAV neutral and the Kort nozzles awash. Slow ahead on the auxiliary propuls;on S'/stem (lower propellers) caused the CAV to pitch up slightly and ride with the water shield awa::h. Going ahe3d on the main propulsion system (uppcr propellers) with the Kort nozzlp.s horizcntal caused the bow to pitch dO .... Tl.

The operators can surface the vehicle by driving up with the maira propulsion units vertical (for example, like q h~licopter), or they can also surface with the main propulsion units horizontal (or with the allxiliary propulsion units} by attaining a trim·up angle. In any case, blowing the main ballast tank is initiated just before the boat breoks the surface. The CAV was found to be very stobie during 311 forms of surfacing. Additional surfacing tests were performed by blowing the main ballast at 20·foot depths. The vehicle surfaced with either a bOW-Up or bow-down angle of approxi­mately 20 degrees, but it was stable in ali cases.

The most desirable method of surfacin!;l was dr:ving up on the m(\in propulsion system. In this mode, the operator had the most (.c)mml ov~r stopping his ascent, in case he should find himself coming up untier a surface vessel.

Submerged Stabilit>,

Static. The primary measure of !;ubmerged stability is the tiistance between the center of gravity and the ce'lter of buoyancy, call('d aGe For the CAV, this value was experimentally determined to be 5.5 inches. How­ever, thb v&llJ~ was ieducetj to an effective vaille of 1.1 inches (in pitch) because of the free surface effect. The oo~:liary baiiast tanks produce a tree surface effect. When 1$5 than a fu:1 IWA of car!;lO is carriEd, these tanks are p?rtially full of mter. Because of th(> 6-foot-length of each tank, free liquid surface-indured moments of approximately 1,000 ft-Ib cen be cxperi­enced for 10-degree ar.gles. Figure 18 illustratfls the CAV's righting moment as a function of angle for the case with the frP.e surface effect (water in the auxiliary ooll8')t tanks; and fo:" the case without the free surface cTf~t.

While \I)e vehicl(: wa-; submerged. the fr~ surface hro the apparent effect of reducing the BG tv 2.1 incl1es, ~ 62% reducticn. As a result, pitch contr\J1 was mvre difficult.

37

;

I I , !

!

I I I j , I

I

------------------

\~r_----~----~----~----~----~----~----~----r_----~

1.400

1.200

11M. aG"":1I1:;1111,

1,OCo)

~

1- ~\~~~~. r j. ~ ,~\\\\\\\\\\\\\,\ c

600

:t I

°0 I I I I I I I 2 3 ~ 5 6 1 8 9

Arge Idoo7ftsI

Figure 18. CAV submerged righting moments as a function of vehicle pitch angle.

Dynamic. The CAY can be driven vertically in the water column by powering straight up or straight down on the main propulsion units. A vertical thrust of approximately 300 pounds is available. Maximum vertical speeds were found to be about 60 ft/min (the CAY neutrally buoyant). The resultant vertical center of drag was ahead of the main propellers. wl"lich caused a bOw-up angle ~ile driving down and a bow-down angle while driving up. Pitch angles of ~ _out 8 degrees were encountered when full power was used to descend/ascend. The vertical stopping distance was found to be 8 feet.

Maintaining a specific depth in the water column (hovering) was relatively easy. With the CAY properly ballasted. very little control was required to stay within 1 to 2 feet of depth.

Submerged horizontal translation can be accomplished with either nsain or auxiliary propulsion systems. The boat was designed to be normally operated using the main propulsion units while underwater. Since the main

38

10

~. .

I--'~---

~~~~~~~~~~~~:~~.~~;_~. ~~:.-' '~.J-~

propulsion units are located above the main structure, a pitch down would be expected during forward tronslation; this did occur when thrust was :nitiallyapplied. rlowever, as the boat gained forward way, a slight pitch up tendency W<):' produced. The pitch up IS due to a hydrodynamic planing effect. If the CAV is started from a level trim submerged, it will initially pitch down between 5 and 10 degrees (depending on the power setting) and then pitch up from 2 to 8 degrees. Then it ... ,ill pit:h back to a stable bew·up angle of anywhere from level to reveral degrees (depending on cargo drag, primarily).

If the operator does not correct trim during forward translation, the CAV will osc:llate within a~proximately a 20-foot-depth rdnge. With trim weight corrections he can maintain ~rim within several degrees and easily maintain depth to ±5 feet (±2-1/2 feet during acceleraticn to one-half power). Slight trim corrections (trim weight displacements) are occasionally required for depth cOfltrol and must be anticipi'lted after speed ~hanges or steering corrections.

The original concept was to control the vehicl€: depth by regulating the direction of thrust of the mains. A half-speed run was made using this technique, stdrting from a level trim submerged. When the vehicle stabilized, a trim of 10 degrees up was enCOi,Jntered with the mains pointed 55 degrees down. Deptt. control during forward translation was found to be more effective using the trim weights.

The CAY was found to be stable in yaw submerged end required no more steering correction than most 30-foot surface craft. The thrust level indic..dtors facilitated power settings for straight flight or gradual turns. The CAV operators were able to t;.lrn the vehicle in place quite readily while submerged. Roll angles of 2 to 3 degrees and pitch angles of about 10 degrees were experienced during turns in place.

The auxiliary propulsion units can be used for underwater translation too. However, the auxiliaries are not as efficient, because they are located behind the main ballast tank structure that produces turbulent flow into the propellers. Submerged propulsion via the auxiliaries causes more of a ten­dency to pitch up than the mains. Therefore, a greater trim weight correction is required to maintain pitch and depth. Translation with the auxiliaries is similar to that with the mains.

Operational and Mission Performance

Operational tests were performed to determine the utility of a CAV­type vehicle for supporting diver constructl, .... fl tasks. The specific tests and results are summarized in Table 7.

39

-

Table 7. Operational Tests

Test Procedure

Towing te$t Vehicle .... 'CIS towed in open sea using a 4().foot utility boat; 3· to 4·foot seas, 1- to 5-knot winds

In water Vehicle was operated for two reple:lish ment days without removing it

, from water

Bottom The CAV was maneuvered maneuvering with the landing skegs in

j contact with seafloor

limited vi'iibility O~rators utili;:ed a visual site location reference linc attached to

work site and surfact> buoy to locate bottom s:te in poor visibility water

I

1

Surf zone Vehicle Wcll> surfare translated translation through mild surf (0 to 2 feet)

in a protected ilarbor to deter-mine operator control capabilities. Vehicle was beached on for, <lrd end of landing skegs and recovered under own power.

Operation of '5eI;eral hydraulic tools were hydraulic: tools .>perated from vehicle power at 'ieafloor source; tools included: (1) construction impact wrench; (2) winch; site (3) rock drill; (4) cable cutter

Load handling 7(}~ound sections of split pipe from cargo bed v.oem loaded dnd unlooded at an

underwater site

Transport Divers were transported from the divers support craft to the underwater

construction site

40

Results

Vehicle towed well at speed .. up to 5 knots. At greater speeds, water ta~.en over the bow could damage vehicle components

Electricai connectors became contaminated with seawater, causing grounding problems and potential shock hazards

No appreciable problems were encountered; very effective in areas where there are no bot-tom obstructions

Technique very effective for site location withO\Jt naviga-tional aids

During test, port hydraulic system failed due to broken mechanical linkage. Operators were able to perform beaching and f"COVery; however, steer-ing control was extremely difficult because of failure

The CA V power source provided sufficient pO\ver to operate most commerci~lIy available tools; the vehicle as a movable po\-.er source was proven to be very effective

No problems were encountered with hanuiing cargo. The cargo bP.d was found to be very effec-tive for diver use

Divers need some protection from direct prop wash

" ~ ~: ..... ' 'W04~':-F.:':.-"":" ~.d.~

t

\ f

j-

Seabee underwater construction teams are pI esently involved in the underwater installation of cast iron split pipe. The pipe is used to protect oceanographic cables from chaffing on ocean bottom coral and rock. Each split pipe section has an underwater "wight of approximately 70 pounds. The diver's task is to move, position, and assemble the pipe over the sub­merged calJle. Standard 5/8-inch bolts are used to connect the pipe section together. In addition, the split pipe sections are sometimes anchored to the ocean bottom by drilling and grouting U-bolts in the seafloQr rock.

On two occasions, sections of pipe were carried to a predetermined underwater site by the CAV. The pipe was unloaded by the vehicle opera­tors, and the empty vehicle was returned to the surface to simulate picking up another load of cargo. In addition, the operators returned to the work site, loaded split pipe onto the vehicle, and returned to the support ship.

The operation involved: (1) locating the ocean bottom work site in less than 5-foot visibility, (2) changing vehicle buoyancy to accommodate cargo removal and addition, and (3} physically removing, adding, and securing cargo to the cargo deck.

Because of limited visibility at the site (40·foot depth) a buoy descend· ing line was used for reference by the vehicle operators. Once on the bottom, a third diver directed the CAV operator in n'aneuvering t~e vehicle so that the cargo bed was at the required location. This was feadily accomplished within a 2_ft2 area.

The CA V was ballasted prior to the removal of the cargo and debal­lasted following cargo addition. Because of the slow response of the vehicle to buoyancy changes, the addition and removal of ballast was easily accom· plished. The vehicle operator monitored the depth gage during deballasting to determine when a slight positive buoyancy was attained. O~rators had no problems in changing vehicle buoyancy to accommodate for cargo changes.

Several hydrauiic tools were operated from the vehicle power supply. Figure 19 shows a diver operating a hydraulically powered winch attached to the vehicle cargo bed. The free end of the wlOch cable was attached to an eye on a rock bol!; the bolt was placed by the diver using the experimental hydraulic rock drill shown in the figure. This operation was conducted in shallow water (1 O·foot depth) to simulate working in a surge area. The CAV was ballasted 2~proxjmately 200 pounds heavy on the bottom to insure a stable work platform. The mild surf present produced a $IJrge current of approximately 1 to 1-1/2 knots. The divers had no difficulty in operating the CAV or the tools in this condition_ The vehicle power supply provided ample power to operate the hydraulic tools. Figure 20 portrays various operational situations of the CAV.

4i

--

J

Figure 19. Diver operating hydraulically powered winch mounted on CAV cargo bed; experimental hydraulic rock drill shown on right side of winch.

Summary

1. Stability and operational tests proved the CAV to be a stable platform from which divers can perform underwater work.

2. The majority of the vehicle components functioned without major failure. Results of tests on major vehicle cumponents are summarized in Table 7.

3. The electro-hydraulic propulsion system provides excellE'nt control over vehicle speed and turning.

4. The movable weight system is an excellent method for controlling vehicle trim angles. Depth control while translating horizontally is oniy marginally acceptable and is best controlled by utilizing the movable trim weight.

5. Because of the displacement of the center of thrust with the vehicle center of drag. horizontal translation requires excessive trim adjustments by the operator.

42

~tIlmm~~m~!9i~m~~~~~~~~'I!!~~;:;1i~~;U;;:;~~~~~;;'7r,;~m\~~:;:":;;;~:':;;;;~:;:;-~~::::'=~;,,",;~;";;:..".v.:: .... ;;;:j:'f."f..--;. -----1 <

I

I 1 I i I I

1 I ; . I

6. Vertical propulsion for both hovering and depth control is excellent. However, the operator's visual reference to the ocean bottom is poor because of structural obstructions.

7. Ballast control utilizing seawater and closed tanks is relatively simple and effective.

8. Cargo handling utilizing an open cargo deck is simple and effective.

9. The CAV propulsion system provides adequate power to effectively operate hydraulic tools. In addition, ample compressed air is available for operation of pneumatic tools.

10. Utilizing the CAV·as a mobile base for diver construction operations requiring cargo and tools proved to be very effective.

11. Operator maneuvering control for locating underwater construction sites is e2'3i1y accomplished utilizing the CAV. In addition, operating and maneu­vering in limited visibility utilizing a reference line is easily accomplished.

EXTENSION OF CAV CAPABILITIES

The experimental CAV has been proven to be an effective diver construction aid for carrying construction equipment (tools and n'3terials) to the ocean bottom work site and for supporting the working diver. The mobility of the vehicle affords the diver with a means of selecting and chang­ing underwater work sites wi .hout surface support. Tools, power supplies, and cargo can be readily located at the working diver's option. Sufficient battery power is available to operate the vehicle at maximum speed (2.5 knots) for approximately 4 hours. In a construction operation, where hydraulic tools are operated from the vehicle power supply during 50% of the total operational time, sufficient power is available to maneuver the vehicle a distance of from 5 to 7 miles ~ re requiring surface supjlort for system replenishment.

Power sources for operating tools are presently located on the surface support vehicle. Cargo and supplies are either lowered to the bottom by the support ship or carried by divers using lift bags. In both cases, as surface con­ditions deteriorate, operations become hazardous, and existing equipment becomes ineffective. in some cases, only small boats (up to 15 feet in length) have been available for surface support. In these instances, working divers must rely on hand tools and hand lowering lines for construction aids.

43

l

,-

I (1) CA V being used for surface transportatiol" ~f construction divers.

(2) Operators maneuvering CAY during 11().foot test dive. Bubbles are being exhausted from pneumatic trim weight motor.

(3) White water being taken over bow in 3·foot seas. Note main propulsion motors set for vertical dive.

Figure 20. CAY in various operational conditions.

44

Continued

r (4) CAY being lowered into water from NCEL warpir.g tug.

(5) CAY being lifted from water. Note water draining from trim weight tubes.

(6; CA V ::argo bed containir.g split pipe cargo. Battery compensation bladders shown in foreground.

Figure 20. Continued.

45

I

J

i

I ,

More recent operations involve the installation, stabilization, protection, and repair of oceanographic cables. These installations necessitate the move­ment of support equipment along the predetermined ocean bottom cable r:lute. Accurate placement of the materials and equipment is essential. As an example, holes must be drilled in ocean bottom rock and coral for placement of explo­sive charges used in site preparation and for subsequent placement of cable stabilizing anchors.

The underwater construction teams presently utilize a pneumatically powered crawler rock drill designed for land use and have found it to be extremely unreliable underwater. In addition, its bottom crawling capabil. ities are extremely poor bec(.lllse of the irregular terrain encountered. The drill is often wedged on outcroppings and ravines. Movement of the track drill over large obstacles requires the use of either a l':urface support ship or pontoon lift bags. In either case the operation is t;me consuming, inefficient, and hazardous.

With some modification and extension of the CAV concept. an effective submersible work platform could be designed and fabricated. The end product would be a diver work vehicle capable of optimally supporting the majority of diver construction operations.

Most tYpes of hydraulic tools can be operated from the CAV power supply. Large or heavy tools could be mounted on the cargo deck, thus utilizing the vehicle fc, placement at the site. A bottom crawling capability incorporated with the vehic.le's present capabilities would enable the working diver to more accurately place the cargo or work equipment. The present capability to translate horizontally and vertically would r:nable the di\lar to easily surmount bottom obstacles. The speeds and endu "ance of the vehicle now are more than adequate for anticipated diver constn. ction operations. The payload capabiiity shoulc be increased to a minimum :>f 2,000 pounds.

In remote areas where surface support vessels would not be available, it is essential that the CAV prototype have a capabilitY of translating to short! either under its own power or with minimal land or surface support. Finally, transportation of the CAV from the home port to remote geographical loca­tions requires that the size and weight of the vehicle be reduced to permit air shipment.

COMPARISON WITH OTHER DIVER SUPPORT SYSTEMS

Various types of wet vehicles for supporting scuba divers are presented in Table 8. Swimrller Propulsion Units (SPU) provide only transportation. Swimmer delivery vehicles provide a limited cargo-carrying capability in addi· tion to diver transportation. The Buoyancy Transport Vehicle (BTV) and the

46

- ------------------,---------

CAV are the only known diver-operated vehicles that supply power to operate the working diver's tools. The BTV complements a CAV -type vehicle in that it accommodates the movement of large cargo loads on the bottom. In Sljmmary, the CAV is the only vehicle which provides the working diver with total bot­tom support.

CONCLUSIONS

1. The present experimental vehicle provides a stable plat form which can be safely u.;ed by scuba divers for the sup;Jort of underwater constrllction opera­tions. The experimental vehicle can also be effectively used as a test bed tor the evaluation of underwater tools and work techniques. Conclusions on major \!ehicle systems are:

a. An electro-hydraulic power system is an effective means of providing vehicle propulsion and tool power.

b. A simplified control system with no hydrodynamic centrol surfaces is an effective means for maneuvering a slow-moving CAV -type platform.

c. A rotating propulsion system, as designed tor the present vehicle, that provides both vertical and horizontal thrust is unsatisfactory. Indepen­dent vertical and horizontai thrust proved to be more effective.

d. A s~awater ba!last system is '1 simple and effective method to compensate for vehicle buoyancy changes resulting from removal or addi­tion of cargo. Future systems shouid be designed to minimize the adverse trim effect~ :esulting from the presence of a free liquid surface.

e. A simplified instrumentation system, as presently ::;onfigured, is effective in operational situations where high speed (above 2.5 knots) and long distani..-e navigation (beyond dir~ct visual reference) is not required. Blind navigation (lfisibility limited to a minimum of 3 Teet) can be success· fully accumplished using a buoy-type reference line.

2. Misskm performance tests have shown that the CA V concept of an underwater "pickup truck" capable of carrymg all necessary tools and equip· ment i~ an effective means of suppor!ing the working dil:er. Specifically:

a. The elimination of power umbilicals (for diver tools) from surface support vessel provides the working diver with more freedom and saf~ty at the underwater work site.

47

r ~$*4W¥AAt"-**~~"4\te.s~tttt,¥&~~~~~~?lia~~,,~';;';;;;~~:::~~"'::;~~~-~·:~ ... ~~~ _. ~ l • .~ ..... ~- "-~ .. ~~ ,_i::~. *~

.' , __ - __ w ____ _

1

i 1

b. The use of an open cargo deck for storing cargo and tools is especially effective for dive .. operations. The presently used techniques associated with handling small :tE'ms, such as tools and split pipe, and even items up to 500 pounds that can be handled with lift bags are especially adaptable to this type of vehicle.

c. Cargo weighing more than 500 pounds and bulky items which require loading or off-loading by divers can best be carried under the CAV. Howe\t?r, the drag effects from bulky items appreciably reduce thE: operator's ability to maneuver the vehicle while it is translating horizontally.

d. Surface translation and submerged vertical and horizontal translation are essential for diver placement and location at the desired underwater site. In addition. an ability to track (crawl) along the seafloor is necessary for precise bottom location, such as would be encountered during a cable stabilization task.

e. Surface replenishment of the CAV systems can be accomplished from a support vessel such as an LCM·6. However, in remote are~ where a surface support vessel would not be available, the diver vehicle should have a capability to tnmslate through mild surf (3 to 4 feet) to shore either under its own power or assisted from ~hore.

3. The use of a cockpit mockup for instrumentation and control arrangement together with the application of human fa~tor guidelines is essentidl for a suc­cessful vehicle design.

RECOMMENDATIONS

1. For the present experimental CAV to be utilized in support of diver construction operations, or in conjunction with test and eValuation of research-type tools and work techniques, it is recommended that the following modificstions be rnade:

a. The present electrical system should be modified to provide greater reliability. Electrical connectors shouid be better sealed to prevent seawater intrusion; electrical motors should be coated fur protection from contamination by carbon and for minor dlleakage.

b. Some additional human factors engineering and redesign of the vehicle controls and instrumentation needs to be performed to provide easier operator control: integrate the pitch, roll, and depth indicators in to a single centrally located display; provide a compass for operator visual ref­erence on directional control; increase size of thrust controi indicators.

c. Tt"le main propulsion units should be counterbalanced to provide easier diver actuation.

48

;;<t'. "'ie. ,. '-"';;'" -:.. ~-;~ ---. ~

.~. ~-s.;- " -, ,

l

------~ ~~~~~ 'J(!.q ~.,_r-"'--,':'.o< _~-'J... M""~'# :: • tl.:.1." ~_ ... \- _. ....A,~:r,:...~". <)........._

Table 8. Cornparison of WI

Ma~"' ... m O,M!raIlOllal

Propu:s:un S:;b!TIt'r!leU IlInc at Dcscnr:ion General t-uncti'Jll Olver SIJI~lr,r: f unctlOI)S

SYstem Sp.~ Ma"nnUIlI

1I.lIots) Sp(!('(1

Construction o,:siQO(,d JS an expenmental i C,tffY tools and (.df'}t) vertical 2.5 4 nours v .\sslstancc diver scpport p:atlorm collillIJCd I rukn"/atcr hor'/o"I,,1 Ii

Vehicle-- ,VIti, tool~. power sourCt!s. and 2. PoW'!r 100:5 slorl.~ c c ex peri ment,,1 ca~go area 3. r r.-jllS'lCf'! dl":crs 1l.,,'Cr

4. Sidlll"llo:lom pl.nlorm turn In·"ldct!

Cons!f'Jc!lon ExtenSion 01 exper.f'I1(!ntal $;sIne as al)()\," .. o I/iu~ vcrllC<l1 1102 4 hOIJf~ v Ass:stance mod'.!l to mchnlc intrrchanr..;;o·c 5. Crawl ').1 IXHlnrIl hOtllontal a Vehic!e- work modu:es 101 dnllin'l. 6 Tr:m<I •• I!' Ihrough mild surface fl

prototype exca-"attnq. cable: In~:,t!!a\,on. sur! (3·4 Itl l'Ot!om ('rm,: !1

5tahihzi,tlon. ctc, 7 !i!! ..... y work fllr.CIIO'\S dry land tl

,lIeh .,~ drol/ml]. corm~. surf lonl! a '!ACd",.t!lnn

BlJoyancy Dcs':lnL'(1 In pro,,!! I onLepl 0: 1 1 ran\;K)I! .!nd p(l~I:'on vt.'1tICal 1.3 1 huu· v Tri\lIspO'1 froo S\'VIfJ!f"lflq 'lIchlcit! : t:,U r .. ylGiids iOIl bf"Jllo'lll hOflzonlal Vehiclc- p·.)v:d(:s forUII. or ya.d ClaOl: 2. F-o"''''r 100\S I!mll'cd surlacc cxpenmr·nl.Ji fllnctlon~ .a: :Ul undcn.·,.lte~ Sltt~. C<JlloIlllhlyl h,wer

• c .. :ra.~,::on .Ind PO",.lion

,elatlvcly lo1tqc PdY")<l(/~

Blloyanc\' ~;ndcrw'atcr f()f~:ltt/yiJrd er.lne. 1. Ir.ms:)(ut .)nd iI(;coJTil:C!Y vcr; leal and 1 :; .1f'iornIH"(1 nn v TranSP,)rI ''-'Nf! and {x>Sltion f(:I.Un,·elv pOS;hO" I;,,,,,, (mul!1 hutl.lonta:. •• Il1t!tlu iJ:-- Ii

\'elllclc- lar'iC ll.lylo,lIls Iro" ... ",11 ;.<l"ncll 1~'·'lo..otl. surfncf· and 1 hr (l""l C

(,)t('If'C!l!ct :Ja,a) 2 Pru'J:C!c :,vdrauhc 1)('~\: SlJh:!l{! ,..!U hit!Pflt.."'S

pr')!Olype for 'f~(""'"

SWIIl"':er Ocslgf.ed lor lransport.lIlOn o! .' 1. 1 r.:o-;,por~ ,1IVN <t !\i:!'"/nntal 2103 1 ,1 hUll" (J

PropalSf(l1i Single diver. rorr nt!fnaU,. ,)Van 2. V,sH,1I ~tlr...,:'t ,)1 ,·t:",l·jn sarl.) •. I· v Uf\l:~ .lhlc "nlt~ moslly jL'Slgrlf!rl lor r,lpl ly

rcc:rCdhO:l

S\"·n~\rncr '~I(;nt..~ll() ;'.UlS,,-)ft :\ ..... ) dIVf"S, 1 C.tr'l dl ...... ~fS ,'nd Eonl" 1(1 !'.n:I,"'C)flt,,' lln4 i ,1 huu"'~ v ().·\;w.rv Hlais •• 1nd hrTl:t~d ('(lff10 to .lnd urU!ChV.UP' \·/ud. "'Ii(' ~u:I.II .. "C

V~hl::h:. ftorn unficn'''MH:, Sll':S. ? SU'\1'Y 1,...-1:(,.:1 "Sh,u .. l';llntr:r:'

ComfTl(. ... cral

S\'"JlrnfTlf'!f $,.:u/.:r." (Ofnln.:'l.I,l~ rn:)fli·'S. .1.V III -Dcll\'f':v .. lh:c. nlll:I:UY "'Huh.l"';, urovrr!t· Vchlch: In"!C,lt;f'd "',W!f!cJ. ,-nd.If.1m (~, c.lrlin,

. ."lnti t'U\:

SIIrf"c.· St-ap or C):lu:r n\t)f~""'ft r.:.l:fuUT1 1 S:IIlPor' \':nf' In-; d: .'0' $·'''':.lf'I'.,·ul N.',", 1\FI\ 51 SUPP'lrl With r()rnprt~"'.C), ... .f('f)t'f,l:n, .... c:( ? i l1.n:s .nut hI:; .:N ;'l1li '~t~lon ;.''SSlhly ., sh!'ft ; SO Pla:=t'\fn~ !'''illlnU"tJ 0:- rh"t ~ UlIJ :ut'th"ft hv ." .• ".t.:",,! 1(1\-."":..."(1 u,,,-'!··r $I

:t f).~ ,~ hurrj.~n''11 hv \'I.l!f'r teu <t:.r\'W·y i tl

I ~Ull1ll·:,.I~~ i

~Co ~, "'- '-,. '" , :. :~:.~. "'~~~#vr~~~~~;-:~~~:; T:- ~-~-:;,.::~: • :;;~-: ~- ._~-:--~.:;:;;'-.):'~ ~;;: - --

' .

. _'._ ..... ,...,m-""""'~~~ ...... -. -

Table 8. Cl)mparison of Wet Submersibles for Supporting Scuba Divers ~

!l.1axlmum Operational ,.lp,.lsiOl. Subl!lergc<.l T,me at Navi'ldt ional Payload D'1Wt LxBxH

Or.eratlOg C

~System Speed MaxunlJm C.1Patllhty M~lnt(\lna!>l(itv

ClI):Illihty Tool Power

IIll) (It) D,!pth

(knots) Srl"'.'d Ifti

~~t<1 2.5 4 hvllrs vIsual and dUllng or~"Iational 1.300 Ib in 12IJpmat 18.630 26" 9Y,x 7Y, 130 variable ~pe

1'lIIlted perIOd requires onc 4 x 7-ft cargo 1.200 PSI stn!fl!lg and

~ cam,->ass :;killed t .. 'ChOlr.lan bed or Sll·ng 1011 hydrauhc!. control by (

r half tllToe underneath 20 elm l)neu· fabr,cat.on

matlc $75.000

~~tal 1 to 2 .: hours VIS1 :It/COttlpaSS. dl:Slg" .. '(\ lor com 2.000 Ibm 10lal povt<!r 10 10.00010 - d,ver All ,..,f;,..,

add"tal:l~ 10 p<JI"ulhty Wllh fleel. car;JO tx.'d or vt~hlclc - 20 ib.OOO hmiled dcroved for

~ lulur;.- dewlo" Inv, rn .. )lo!enance. hit 10 50 "P. pO""r J)I:rior mJOC

10m crawl mentCi. stich as I"'rfollm,'d oro Ihe can be d'rE!Cled ooth land a

Jann transponders !odel lJy fI .... ~1 ller to dIver lools tic ~lcnl! and IlIn'JI!rs sonncl (hydrauhc! Ilrt!hminaf'j

ii

~bl 1.3 1 hOllr vlsua" one ~\.."'c.hnlC:!;.n :uU 1.0(JO Iboo 6 'lpm ilt 1 .800 1.800 S~6x6 S~.o StC .. 'fll1'! an ¥ontal 11''''1 \tar'lc p.~rt "f caul<> hook PSI (oil hydraulic! hy propulsi

!ace cff()!1 ,5 m.~lIllf!n.~nC:t; hy dP.Walel

ter of "iurph .. ~ "i.li\.~r ./lnc

hal:c",,,,)

i:

~ical and 1.5 unhmlted un \/ISII .• I pillS low m.ll1 !:Ollr J.OOO It> ca" he 1 0 !Ipm .11 2.0on 2.500 oy8.g 13.') SIt.'Crlll!l all

IIrnlllhcal- """:Ic<l fl."qtllfcnw01S S'JPlll(!f1)Cnl l ."t il!t: nrO(lulSIO/l !:: 1 hr 011 co:n' .... ~ .... hymouular 'U

~'d b.lttl'ro .. "S Il<.oy;mrv r.lcl s",'stefll Inc ~. _Jc;t'!'S dt."S.gn

j:;;tal 21() 3 1-4 hOllrs :l1i.uallv dlft~t f('tailv1:iy 10\-1 nON! ru)rlC ~'IPP!tt'"(! 501.; 100 =~ xl). 1 150 i'run.udy

vlsllal In.llntcn.}flC..!' IlfOpulslor

bI.-C .. II~" of $400 and

~Irnflltc..t·r of -..'t!hICll!

!110ntal 2104 1 3!oollr~ vl~ila.l 'C)\V nl.1:lott:nanc(! IIsual'y IOSId.: ·":U:'" sup"ht. ... ~ 1.2001" H:"S.!) bO ICl 5"'(151_

~ace i)f!CatISC (1t sl~111C: vt:!udc 2.!JCO 300 and r!"1~tll

.IV of SltU('I')'" ,)1111 and rutide

c(Un;Xlncn:!- $500.000

- - - 1(),~:o :~ -Ill. !> 1(\ 10 :,3

~

l'

~~;~and NlA NfA s.:.lnd.tfd 4i.ltlnda:rI ShIJ) ,.:1..11:'\ ~!1I11 hft Intui.,! ont·( h" 'l .• \ N'A Ni'\ s...'J;lot;

.) slCl'I su,f:K. .... ;t·~":nf"(". lH.!f.')Ut'M"lt c-.ltl.lt.uy «:. ... t·n! un.h'!I,.,1 s.,fl·IV f3\

~undef silll' hv (1"fm.ll <I",-r C11vt"f (".\1': l.l'"'rv SI.,"- .or.d

~CI' for SIl"'CV tt"(.hn1q;,f"S

i::

~. fJ ~ --.. _ .... -

~"~ .~

,"-.." ,,- . 7. ...:"' .

r~~~··~~~~·~~~~~~~~~~~~~~~~_N~~~_~~~~~~~~~~~~--- - ~~

~ ___ ..... ISl""""S;~I?:\l!::tl!! .. i;:!:~ __ .. ___ .__ _ ______ ._______ _ __ • __ ._. ____________ *~

~ba Divers

Payload Dry\\': LxBxH Opcrating

Tool Po>wr Depth Comments CapabililY IIbl Ihl

Iftl

1.300IDin 12gpma: 18.630 26 x gYJ J( 7Y, 13(1 variable spe"d control.

4x 7·ft cargo 1.200 psI stl.'Cflflg and depth

bed or slung lod hydrau!;c!. control by propulsIon;

underneath 20 dm Plleo· 'abflcal'on cost

",.atIC S75.000

2.000 Ib 10 tOlal po"",r to 10.000 to - d''lCr All spi:ClhcdllOnS p·chrr.lOdry.

cargo bed or vehicle ~20 15.000 hmited tJcflVt.'(i lor IOtCfpolation wilh

hit 10 50 hp. po_, perform1nce 01 CXlstlOg vchicle;

can be dllected hoth land and underwater IlOal

to d,vcr tools sp"cif'C3llonS will follow Ihydra~hc! prehminary desIgn

1.000 Ibon 6 9pm at 1.SOU 1,800 ax6~6 850 Stet.'1lOq and depth conlrol

Cdr90 hook psi 1011 hydraulkl by propulSIon; b ... "y conuol hy dl!w.ltl.'fIO!1 sp: ICfC

3.000 Ib Co1n he 10 mlm at 2.000 2.500 8x8~B 130 Sh:crll'!l.md depth control by ,

suppIClIlcnt<.'(i psi !'V(}11U1Sloo rnotors. autom.'lt.c -'

by modular ! •• oyancy ()! delll l, control

bIJoyanc.y \lo1ck· systcrn Incor;)(JI..Jti.~J Into

aqcs (k.'SI!}n

nonc none sullPh'c:IJ 50 to 100 3x 1 x 1 150 Pr 1In.1ro'y (k:!.uJ!led .1S .1

IIrOl'lIlsl'1O dcvlcc. CtlSl S400and liP

usually Ins1t1e r.onc supphed 1.200 In 16x8.5 150 111 Sh11 sl"-',,<1 t;ontrol. SIl ... '1"'!)

vch,cl ... 2.500 300 and deplh fontrolled hy planes .1111! rutld.'1S. COSI S5.ooo to

S!lOO.OOO

100 10 300 - - - :,

lb. 5 to 10 fl3

, ,

"Ship Iofl Iom.ted only hy ~ill. N!II. N;/\ SUra;)o,: uf dl\-'" iUl'ult"(j hy

C?1~1Clty SlIt- of umblhr-.-ll s,lft':v f.tC;,'fS frl .• hnl'; :n ~!' ••

dn.-L" c ... ":n carry

I st.lt.:- .10ft \lnltllllf.:.I1~

-------.....,....

-~-

, . . I \,

!

________ 0.-____ , ______ _

2. With the test bed vehicle described herein, the CAY concept was proven to be safe and effective. The CAY concept should be carried through to a prototype design, fabrication, and evaluation. The prototype vehicle should have the following characteristics:

a. Utilize off-the-shelf components in fabrication.

b. Reduce size and weight r;ver present configuration, while maintaining a 2,OOQ.pound cargo-co~ryin9 capability. A 25% reduction should be practical without substantial cost increases.

c. Redesign power system to:

(1) Provide independent "ertical and horizontal thrust capabilities.

(2) Power trim weight adjustment by utilizing hydraulic sys!em.

(3) Improve electro-hydraulic system reliability by designing a system utilizing an oil-submersible electric motor.

(4) Provide independent power ballast control for cargo compensation with a minimum 300·lb/min rate.

d. Incorporate a bottom crawling capability for accurate bottom maneuverabi I ity.

e. Provide an amphibious capability to translate through limited surf (3 to 4 feet) to shore to accommodate system replenishment or loading and unloading in remote areas where surface support is inadequate. Surf zone translation may be accomplished while in the bottom crawling mode and perhaps with the vehicle unmanned.

f. prOvide the ;:'AV with a capability of being towed at a minimum speed of 5 knots.

g. Insure that the vehicle can travel submerged at a speed of 2.5 knots (zero current) for a duration of 2 hcurs and, in addition, can provide sufficient power te operate a 6-gpm hydraulic tool for 2 pours. It should also have the capability to travel on the surface at a maximum speed of 2.5 knots.

h. It is highly desirable that the vehicle be completely capable of surface in·water replenishment of al\ consumable systems.

51

1 i .

3 ., ,

I. I !

I

Appendix

HUMAN FACTORS STUDY

During all stages of the development and evaluation of the CA".J a considerable amount of effort was directed towards human engineering of diver operational areas, controls, and instrumentation, in order to provide the operators with a vehicle that was safe and simple to operate.

COCKPIT MOCKUP

During the design stage of the vehicle development, a mockup of the vehicle cockpit was fabricated to determine the feasibility of the designer's control and instrumentation arrangement. In addition, the mockup was used to train potential CA V operators.

The study of related research reports and discussions with both designers and operators of other submersibles indicated that the proposed configuration for the vehicle cockpit was inadequatt>. Sufficient human factors information was not available to either substantiate the actual defi­ciencies or to redesign the cockpit to provide optimum operator performance. Thus, actual practical experience with a simulated, but realistic, mockup of the operator controls was necessary.

The materials for the mockup were chosen for ease of fabrication and for adaptability on dry land and underwater. The general configuration of the cockpit is shown in Figure 21_ Marine plywood was used on most flat surfaces: galvanized sheet metal formed around plywood frames was used to simulate the internal structure of the vehicle cockpit. The mockup was bal­lasted for submergence by filling tb~ IOW2r pipe skegs with lead.

During dry tests the mV\..~·";J was generally used inside a shop building. The wet tests were conducted in an open tank, 10 feet deep by 30 feet in diameter. The underwater tests were monitOred by closed-circuit television. Video recordings were made of selected portions of the test runs.

Projet.::t and human factors eng!neers, an engineering technician, and two Navy enlisted divers pClrticipated in the tests: all the ')ubjects were Navy qualified divers.

Discrete ta!=ks were performed in order that ea~h control and instrument could be checked. The controls were evaluated to determine how well they could be S(!en, reached, and operated by divers ranging from approximately 5 to 95 perr.t!ntile in size; the instruments were checked in a similar manner to

52

I

determine their readability. Following these tests, an evaluation was conducted from a total operational standpoint. Prior to the commence· ment of the operational tests, each subject was thoroughly indoct:inatea as to the function of the control and its relationship !:::; ... ehicle operation and performance.

Figure 21. Mockuil of cockpit.

Waterproof ca~ris were prepared for transmitting instructions to the vehicle operators; Table 9 lists the operating instructions. The copilot showed one cat·1 at a time to the operator, who, in turn, performed the necessary functions. The operator's response was monitored to determine both cor­rectness and e:!se of operation.

Preliminary tests consisted of evaluating the proposed instrumentation and control arrangement (Figure 22). Initially, it was planned to utilize th~ pilot and copilot for operation of the vehicle as a dual effort. However, because there was no provision for verbal communication between the oper· ators, it was felt that it would be excessively difficult to operate in this manner. In addition, experienced submersible operators concurred that dual control was an unsatisfactory mode of operation.

53

I

Table 9. Operating Instructions

No-mal Tasks

1. Turn on power 2. Turn off power 3. Slow spero ahead 4. Slow speed astern 5. J:ull ~ ahead 6. Fast starboard turn 7. Slow starboard turn 8. Fast port turn 9. Slow port turn

10. Normal stop 11. Dive using main propulsion 12 Surface using main propulsion 13. Blow main ballast 14. Vent main IHllast 15. Open CAV scuba "K" valve 16. Breath CAV air 17. Blow auxiliary ballast 18. Fill starboard auxiliary ballast 19. Fill port auxiliary ballast 20. Fill both auxiliary ballast tanks 21. Transfer auxiliary ballast from port to starboard

Emergency Tasks

1. Emergency stop 2. Starboard electric motor failed 3. Release mar~er !:Iuoy 4. large rock 10 ! ·.let ahead 5. Buddy breath 6. Your buddy is unco~ious 7. MakeP.met'gencyexit 8. Total pOWer failure 9. Cargo shifted forward

10. Major air leak ". Major hydraulic leak 12. B~2ak CAV loose from bottom

Figure 22. Originallay:>ut of instruments and controls.

54

Using data obtained from thp. preliminary tests, the vehicle cockpit arrangement was redesigned (Figure 23), This modified cockpit was tested in a manner similar to the original. Table 10 lists the majm findings for the preliminary design and for the modified design.

TRAINING

A considerable amount of time was devoted to training divers to operate the CAV. The traini.lg program included: (1) classroom instruction on the systems of the vehicle, including predicted operational characteristics and projected methods of control; (2) mockup training with simulated oper­ational commands; (3) tethered wet vehicle familiarization; and (4) ~hallow water operational tests. An outline of the training program is shown in Table 11.

Figure 23. Modified layout at instruments and controls.

55

.-

, ...

Table 10. Test and Evaluation of Original and Modified Mockup

Item Original Configuration Modified Configuration

Auxiliary ballast Instrument gage housing excessively Separate ~'lOusings provided for each weight gages and large; space needed for controls gage; gages'relocated above controls; air gage gage re3dability satisfactory; control

space obtained

Compass None provided, but one required Compass added; position satisfactory

Depth gage None provided, but one required Gage ac1ded; position satisfactory

Pitch and roll Separate instruments required for Instruments integrated into a single indicators pitch and for roll; pitch indicator combined function unit; configura·

very difficult to see in murky tion and readability satisfdctory water

Timer None provided, but one required Conventional stopwatch enclosed in for diver safety waterproof acrylic housing; readability

and reset function satisfactory

Trim weight Very difficult for operators to see Indicator was moved from beside to in indicator front of operator; improved display was

not provided because of extensive mechanical modification required

Auxiliary ballast Accessible but valves ree, 0" ~. a Ballast control valves relocated below control much force to operate r . .~" ' .. panel face and on flow diagram; valves

difficult for divers to rem. could be ~een and operated satisfactorily; valve flow logic: pump control was operators could see ballast flow logic on located on Hydraulic Systems Con- panel; pump control incorporated unify-trol Panel which was very difficult ing control functions for operator to see and reach

Hydraulic control Controls very difficult for pilot to Controls relocated much closer to the system see and reach pilot; controls could be seen and oper-

ated satisfa-;torily

Main and Panel too low for operators to see Control panel relocated higher; locking auxiliary ballast easily; main ballast tanks could be device added to prevent accidental main tJow and vent blown a::cidently ballast blow control

Main propulsion Control can be reached and Control rotation direction was changed tilt control ojlerated without difficulty but

control rotation opposite from rotation of propulsion motors (figure 16)

continued

56

_____ ._ ........ """' ..... ,., ...... ".""""'''''''"_ .................... '1:0-.. ... ___ , ______ ... _

Table 10. Continued

I Item Original Configuration ModifiPd Configuration

Scuba K-valve K-valve located at pilot's left K-valve relocated at diver's right rear control requiring his regulator hose to side; bracket provided for regulator

pass in front of his body to just to the right of his legs; new loea-reach the right side of his tion and bracket satisfactory regulator; interfered w:th control operations

~'

Twin Morse Controls located at diver's right. Controls relocated directly in front of ! controls making operation with both hands pilot; two-hand operation can be accom-

difficult (reouired for fast turns) plished with ease (Figure 1'3) i, (Figure 221

Trim weight Control position satisfactory line added to control wheel to provide control improved grip and to readily identify

the wheel. as the two control wheels are identical and neither is readily visible to operators

Emergency None provided. but one is necessary A quick-release float added; can be marker float to mark the location of the CAVin released by pulling pin; further testing

the event it is abandoned during required ocean trial!= 3

~ ~

Hand rails and None provided. but they are Hand rails and holds added; based on .~

holds required for boarding the CA V in-tank tests. equipment adequate: sea ; l

when afloat and for aiding fully trials necessary for final evaiuation; equipped operators to rise or sit roll-bar/hand·hold provided to facilitate

I down. especially during wave entry/exit:>nd to protect divers' 1 • .!adS

I action in case of surfacing under vessel

I Seats The seats were not adjustable up Fiberglass seats fabricated Vlhich and down and were adjustable for· provided an easy adjustment in two ward and aft o'lly with difficulty; planes. a back rest. and a tank rest;

I· no back rests provided. but neces- seats appear satisfactory sary

I 57 '. -:I ..

I I

Meeting No.

1

2

3

4

5

Table 11. Training Program for CAV Operator

TopIc

A. System Functions

(a) Electrical systems (b) Hydraulic systems (c) H.P. air system

13. Conditioning-Harbor Swim

A. System Functions (cont)

(ai loP. air system (b) Main ballast system (c) Mechanical system (d) Auxiliary ballast sy~tem

B. Conditioning-Harbor Swim

A. Basic Performance Characteristics

(a) Control functions (b) Instrument functions (c) Speed and trim relationships (d) Stability (righting and trimming

movements) (e) Introduction to notebook

B. Conditioning-Harbor Swim

A. Operating Procedures

(a) Pre-dive (b) On surface (c) Diving-surfacing (d) Bottom approaches

B. Conditioning-Harbor Swim

A. Safety

(a) General safety tJroblems (b) Mockup wet test

B. Introduction to Math cf Trim and Auxiliary Ballast as a runction of Cargo

C. Conditioning-Harbor Swim

58

Instruction Time (hr)

101/2

., {

3/4

1-112

3/4

1-1/2

3/4

1-1/2

3/4

3/4

3/4

3/4

continued

--'

I I r

Meeting No.

6 I

7

8

9

10

11

12

Table 11. Continued

Topic

A. Notebook Questions and Discussion

(a) Physical characteristics (b) Technical aspects (functions

and principles)

B. Conditioning-Harbor Swim

A. Dry Mockup Rehearsal of Basic Vehicle Operational Procedures

B. Conditioning-Run

A. Dry Mockup Operational Procedure Problems and Critiq'Je

B. Conditioning-Harbor Swim

A. Safety

(a) Mouth·to·mouth resuscitation (b) Closed chest heart massage (c) Resuscitator use

A. Notpbook Questions and Discllssion

(a) Technical aspects (functions and principles)

(bl Operation characteris!ics (c) Situational p(vcedures

B. Conditioning-Harbor Swim

A. Safety. Wet M0Ckup Tests

(a) Considerations and procedures (b) Practice (removing injured person

from tdnk)

B. Wet Mockup Operational Procedure Problems With Critique

A. Wet Mockup O~rational Procedure Problems With Critique

59

--

Instruction Time (hr)

1·1/2

3/4

1·1/2

3/4

1·1/2

3/4

1·1/2

1·1/2

3/4 .0-

3/4

1

2

continued

»

I Table 11. Continued

Meeting Instruc:tion

Topic Time No. (hr)

A. Classroom Math Analysis of Trim 1-1/2 and Weight Ballast Requirements

13 for Cargo Handling

B. Conditioning-Harbor Swim 3/4

A. Underwater Trim Weight and Ballast 2 14 Requiren.ent Problems for Cargo

Handling

A. Classroom Load-Handling Procedures 1

(al Weighing (b) Transporting

15 (c) Lashing

I I l

B. CAV Handling From Support Ship 112

C. Conditioning-Harbor Swim 3/4

A. In-Tank (wet) Load-Handling Practice 2

16 (a) Air-bag lift device (b) CAY-type lifting frame (if ready)

A. Note!:>ook Questions and Discussiolt 1-1/2

(a) Logistics

17 (b) Stability (c) Records

B_ Conditioning-Harbor Swim 3/4

A_ Classroom CA V Maintenance and Checkout 1-112

(al Pre-dive checks

18 (b) Air and battery charging Ie) General Maintenance

B. Conditioning-Run 3/4

A_ Safety 3/4

(a) CAV harbor tests

19 (b) CA V at-sea t~ts

B. Briefing for In-Harbor CAV Tests 3/4

C_ Conditioning-Harbor Swim 3/4

60

I r

i

r r I

·--,------=------,..--------- .-~

Because the CAV iC) nn experimental, one-of-a-kind submersible, only predicted operational characteristics were available during the operator training program. In view of this fact, the actual wet training with the vehi­cle was conducted under rigid safety considerations. Simplified operations were performed until the operators had gained sufficient confidence. Once the basic procedures for surfacing and submerging became routine, opera­tional tests were conducted.

Prior to comiTlencement of vehicle wet testing, a comprehensive analysis of the vehicle was conducted to determine potentially hazardous t:onditions. The results of the hazards analysis Wi!re implemented in the form of either modifications to eliminate hazards or operational procedures to minimize the danger_ Table 12 contains the hazards analysis.

VEHICLE OPERATION

Each vehicle operation was planned in advance. and the ope,"ators VI.-ere instructed in detail as to the requirements of the dive. At the end of the operation, the operators were debriefed to obtain data on vehicle per­formance and to determine problems with performing the various operations. Modifications were made when it was deterrriin'~d that a particular system or component was not adequate for mission pf:rfcmnance.

Prior to the commencement of each diving se~uence the vehicle was inspected to insure that all systems were operable and that no potentially hazardous condition existed. In addition, the vehicle life support air and pressure-corr:pensating gas was checked each time the: Ifehicle surfaced.

61

-

. c

~~~ .. ~... _ ..... ,_w·-'j;. ~.......,~ ~~~..t,~-_~~, _ _ "' .. ~ _, .'

Ol r-..>

t)"rlm'~M.t$l\W?i*Hf~il3!"@rq;·@'~\lW4%'S*~%}\w.\'Ydmm'tM~1.tw:.@tmm$f.t91~?I,;$!ttJ~~1W.'~tl1l'?i¥JiM~~

-------.~~~-,~~---. ____ ~~ .. '~ .. f'"i¢"." .. ''''".,lt;:iU'I_ ...... _____ _

Table 12. Halard Analysis of CAV (V:, •. ·~tm[jl

-Ama Potential Halord Prevonlive Measures I:mergency Procf.dures - J. --

Eluclrical systems

1. Battery explosion bllcause 01 • Check internal wire and connectors (coble attachments • Surlact' explosion: trE It personnel lor possible acid short circuit and consequent \I' bathlriesl whon ballery covers are removed burm and general injuries. lirsHtid kit should contain heat buildup

• Chuck condition 01 external connectors ane! cables at eye t 3th; call Base hospital for emergency assistltnce

regular intervals • Underwater explosion: if personnel il'j:!Ioci. divNS

• Check continuitY to p'':;lJnd at regular intervals should surfdce immediately and be treated as necessary; if no urgency. vehicle should be surfaced using cross· connect lunction

2. BatteiY explosion because of • Check operation of rellof valves rogularly • Sur/sce oxplo~lon. treat personnel for possible acid hydrogen buildup

• Open battery vonl tubes to check for excess pressure burns and gen.:'al injuries. first·aid kit should contain eye b,lIh. coli Base hospital for emergency assistance

• Underwater explosion: if personnel inlured. dlvills should surloce immediately and be treated as necessary: if no urgnncy. vehicle should be surfaced using cross· connect funcllon

3. Rupture 01 bottery cases • Checl: batterios and make sure bladders lull of 011 prior • If on surface. abort mission because pressure compensation to each diving operation

• If underwater. surfa,." using crosso<:onncct function system Iniled

4. Cable connections nOI fully • Milke sure cabins tlJlly moled and dummy pluqs in place • If on surface. abort mission matoo and accidentally discon. prior 10 each dive

• If und'JrwntP'. surface using c:osSoConnecl lunction necled

S. ShtICk hOlurd te. divers during • Check conlinuity 10 ground al regular intarvols • I I in water. lurn off electric motors: sttrface divers. undllrwoler tests

• Check condition 01 external connectors and cables at trent injurod personnel as necessary

regular interva:s

6. Excessive heat buildup in • Run motors on 'urfuce 10 check lor heat buildup • lise cro\s·connnct lunction to surface vehicle motor and pump canisters

7. Ruplured or crushud motOl • Chl'Ck compensation system prior to eDch dive • Shut motor down and usc cross-connect to surface c,Jnistors because pressure com· vehiclu pcnsatton system failod ,

- -- -- ---- --------------- -------- -- - - - ------------------ - ------- - - ------- ---------- - - --- ----- --

t;cntinued

I 1"1 g,

:j '.;. , II .l.l -~J ~1J "1 . , :' i , ~ • j " , (:1 ... !

~ i ·~\.i

.11 ':1

~' ~ l' ,1

A~ . , ~.'!" , •• ' ..... , •• , • • - '" • ,.~- _, ___ • -:..f .........

I ~:

Ii, ..

$Ja~j\j\2W.\VdM#M~1MIff.MI'iMID'%)m»l,liMMl/I~lf~!\!WW\l;(:Il1Aml!lol;'!~.~t.t;lI!fIt@'~{~t.\!l§2f;,":W.jrl?m1ff,W:OO,~*'5:1f.

-- _ .... _-_ .. _-----

".

Ol W

. .

-Arell P"tontilll Hazard

PropulSion systems

1 Diver or <leek porsonnel injured by rOIl:ting propellers

Z. Damagw propullnr

Hu!! structures

1. Possihlu inlury to operalor~ bacllusCl 01 unsecured eqUIP' malll or linos or shlllP l:dg~'~ on slructu.us

2. Possible CAV opolIIOlonll1 lailure bocllUsu 01 t1l1nlll!JO 10 hull lubes or 01 her slluClurClS

: :ytlraulic systums

1 Hydrllulic linos ruplurn or 1II010r oil soilis 10llk CIIUSln!! Inss 01 hydrllulic ollllr:.i Ilt.~~:!::;; la'iure 01 hydraulic wstcms

2. Fl/ilulU 01 hydmuhc /Jump 01 molor

HlIlh pressulI! iIIr syslllm

I. Or:cllflms ;n/ur(,'(/lIs.1 ((!su:t uf iI IlIllh IIIU55I'(1) lillO whiP/lIn!) 101l0willIJ rUl/lum or fdilulll 01 Ihn hlllll!l

.. -'.-.-..... _ ... -;---_._. '-------

Table 12. Continued

Proventove Mellsuros l'mllrgency Procedures

• Notify all personnel to stay cleur of propulsio:1 systems • Treol injuHJd pnrsonneills nocessury

• Milke suro propullors nre undallloged and unobs'ructed • Sur lace using uuxlliary propulsion bn/ow diVing

• CtlL'ck lor froo rotalion

• Milke sure .11 Iillos lind L'Qulplllonlllrll socured • Trlllll InjurtlIj porsonnel as neellSsmy

• Chock 1111 hull sll "Cluros lor 1IIIIIletl or sharp OO!lL'S

• Cheek .111 wolded scams pllor 10 oll.looolOg • Abort miSSion in Ih!J Lovenl 01 damO\lo

• Cheek lor laclkugll 01 IIIr from hull struclure irnrmlllilllnly IIll1lr submur!)"'!1

• InspccllIlI hydraulic cqulprnunlllnd IInos lor ICllks or • Aburt mlSSlun in Iho Lovenl of dllrnoge cllunagCl

• Whun wbmerged, wlllch wlltcr for IIIdic.lllon 01 hydraulic oillcllks

• Check r.puralioll prior 10 cilch divCI • Abort miSSion in Iho ovenl 01 dOlTIage

,. FrllClurmlly check illl hiflh pmssuIU Iillt'S lor dillll,,!/ll and • Trtllll III/uwd personnel (IS noccSSilry mnkc sure sccurL'tt

• Abort Imssion ill Ihe L-V1l1l1 01 dumal/o I. Prior 10 usn Ch'ICk chlllgin!/11Il1! lor dnrnll!lll ilnd mllke surlllil·cj down ill both ends

--

conlin.lrd

~ ~ ~ .,. ,., .. I

~ ~,

~ ~ ~

f ~

: ~

'\'1 ~.

.(.

~; I: . ,

" '

~I ?l ~~

;~i ~ ~ \ 1

':'1 ~1 ~I ~; ~ ~,

tl ~\ , ll'

\ - - .

.~~

~

AlP-a POlllnliul Halard

High pressure Illr ~'"slCm Iconl)

2. Failure "I syslum

Low prO-'SUfe Illr WSlCms

1. Divers' nlr supply InooL'quate dllrlng main l1allast blow

2. Low pressure lur leaks into mllin bullusl tanks underwllter ~ resulting in CAV instability or an unplannl'd ascent

3. Fuilure 01 syslem

Lile support system

1. Divers become IOcallllCilatcd to some dCfllee bL'Cause 01 contaminated air

2. Regulators or hoses rnolfu",~· tion, necessita'lng emergency uso 01 backpack scuba nir

_ .... _"'_ .... ~.""..t'I\A'IX~ .. dV'.iP.'k'.t:OP .. C .... _--... ... -~~--..-

Ta!Jlu 12. Continued

Prevenllve Measures Emergency Procedures

• Aller off.loading Ihe CAV check lor oXl:llSsive air leaks

• Chcck wnks, valvllS, line! 1IltlllUs lor dllmllgo or corrosion

• Check high IIIeSSllle a;r syslem prior 10 dive • Divers should breathe Irom pOlsonnl scuba tanks

• Treal inillred personnel as nL'Cessary

• Abort mission in the (lVOllt 01 damOl)e

• Divors should abandon CAV on boll om and surlace

• Chcc:k thl~ lunctlon under SIIle conditions • "unsale, divel should breathe Irom personal SCU')U

tanks

• Make sure main ballosl blow valve is always in vent • Abandon vehicle il deemed necllSsary !lOsition excllpl durin!l eClUal blow lunclion

• Chuck main lind IIIlxiliary ballasl blow belore • Divers should abandon CAV on bollom and s,,,lace descending

• Check nir purity by analysis al regular inlervals • Divers should breathe ',0m personal scuba air and surfaceCAV

• ChL'Ck regulator lunCllon prior to each dive • Divers should breathe Irom IJIlrsonlJl scuba air aoo

• Use proper preventive mainlllnance surface CAV

• Check hosllS 101 daml1!le .-continlloo

tt ~,

I ; • I. '; :, J .... ~

!' !

.,~~ "..-

rYUM1II'JOO'iJJi?1%7@h'iM?iX#.',wmtrAWiM«1MMJUQMi&W$fMiW}$!»iiMi~_w¥.&$l\'Imw"Ii'!.,*{*Mflmr:\!i7.Qf'JlM'W?Nr.,«;i'~\!tf)W)~m~~x",,)1.il\l't.oo\\l1t~~lW.8liJ~~~'~~ .Jl::i'fjrnl\#»i*_ ~ t,

'~ , :~t ~

"

rr , !

"Ii

~ to-~i f. "

.. f ~

'I

, 11

~' .. .~.~, .. ,.,tt"h

1!!r~rr.:.Ml~.ttMiMIi4~~~ .. _______ , ____ _

.l

T .3ble 12. Continued

Arca Polenliel Hotard Preventive Measulos

'. Stabllhv svslems

1. excessive roll or pilch becauso • Do not operate in sellstato ovor 2 \ll surlllCo conditions. resulting in possible injury to operators

2, Trim weights Inm forward or • Check cobles ilt regular intervals lor excossivo wellr alt because 01 broken or tan·

• Check Irim weights posillon prior to ooch dive gled cables or forolgn rnaterial in tubes

3. Auxilinrv ballust SVSlllnI lails • Inspect piping and hull slrUI:tullllor damll!le OOcllUse lanks IIood Irorn structural damage or ruptuled wuler or air lines

4. Ascent rate bucomos • Alwavs maka sure the main ballost control valve is in

8l uncontrolltld or excllssivo VENT position and auxiliary ballast control valve Is because nuxllllrrv or maIO in OFF positicn whilo underwater bal/llst lanks accidentallv blown

5. Shifting of clrlgo • Ma~o suro all Cilr!lo securely fasto.tuel

6, Dosccnt raIC olCcessivo • Insure vohicle is nClltrally bllP'/ant before divino becllus.! of excess negative buoyancy

~~ I. Personnel injured by CAV • Only "Dger~ II110wed nuar CAY dUllng handling

lallln!! dltring crane·handling oporalrons opCl/lIIon

• Nt> dlVur permitted in waler dUlln!l on· or oll·loading

• ChL'Ck lifting eves and cobles before each operation ---- - ~----- ------------- - ~~~~~~~~~---.----- --

, "'" -" .. ~, , ..... ' ,~- ..

Emor~ncv Procedures

• Abort mission; secure CAY to emergency buoy or loavo on bottom as required

• Attempt to correcl vc'liclo Irlm uSing auxillorv ballast tanks; if vehicle bocomas excessivelv unstable. abandon CAY immediatelv

• Attempt to correct using Irim wo;ghts; if vehicle becomos excessivoly unstable. abandon immediately

• Attempt to correct with trim wlliohts or bV altering valve position; abandon CAY if ascont rate becomes oxcessive

• Attempt to correct with trim weights or bV altering valvo position; abandon CAY if ascent rato becomes oxcessive

• Tilt propulsion motors up and surface; il uncorroctable. abandon vehicle

• Use emergency first·aid procedures as nocess.Jr~

(.~ ~,J 'J

- ~~~~-----~~------~~- ~\ (1

:;1 It,'

continued

~, .II

I'.

, ..... ,11.

A/OII Potontial H/lzil/d

Handling Icontl

2. Excesslvo swing on ond 01 crane cllblo bec/luse 01 advelse soa conditions

3. SlIrllICO collision 01 CAV

4. Diver becomes Ill1tullglo.1ln hundl illl) 01 iii t : ine

~ Othol opoliltiofllli hUl/lrds

I. Undorwuler c:lllision

2. Visibility ledUCOS bolow pOllnissib!e limits while submerged

3. CAV StlilYS oli I;OUIS(; or sUlvoy Is inaccurate and depth br.comos (IxceSSlve uU/ing dive

II, CAV surlilCes under support vess!!1 01 nny other Slluclu/e

.----.------.. ~----- .... -----.. --

Table 12. Continut.'d

P/ovnnlivo Moasu/os Emorgency Proceduros

• Avoid opelllting undol such conditions • T io CA V 10 mooring buoy it necossary

• Use tllliincs fOI dampening SWing 'I possiblo • If swinU becomes excessive. lower CAV into the wl1ter and tie It to mooring buoy

• Avoid opel/ltilllJ III excessive .lell sllltoS • II CAV is sink ing. abandon Immediately I

• Do not allow divurs in wllter when cornino nlongside i

any structulO I

• Uso tllolines from support vassol whon slln St/ltll plllmits

.. H/lvlI opellllOls StllY clom 01 hllndling line lIIell whilo • II oporator injured. liSt) omorgoncy lirst·aid procedures. vehicle ur.Vlf/walol lind slack linos if necessary

• USll shock cord botwc.: Ihe lells 01 Ihe lill b/idle

• Survoy /111111 10 ",ok !I sure thoro lIIe no IllIlIe • If vehiclo is not oxcessively damaged. surlaco and obstructions and thnt visibility is 5<1lisl/lctory check CAV lor damago: abandon CAV il necessary

• Notily marinp'~: ~e' 111 boots Gut 01 IIlIIa • Use emorgoncy lirst·ald proceduros il necessary

• Abort ,,,:,S:" lecomes excessive or • If conditions permit. surlace: if not, abandon CAV on visibility hmiwCl bottom

• Monilol CAV dopth IIIl!JO 10 detect such II condition • SU/lace il po~sible: if not, abandon CAV doveloping

• Milke sure <,pomting nrea is clear 01 support craft • If CAV comes up undor warping borptl or other

• US!! a wOlk boat 10 loilow dlVors exhl)'Jst air bubblos structulll, submerge, if possible, maneuvor to clear

nnd warn Olher crllll to slny clem of II/CII if possible oren, and sU/IlICe

-

conlinued

t, ~ ; J \ I ~"·i ·,f: ; I

~$ ~

,I i"

I.

.,., "

' •• 1.'

Art.: Potentlc.1 Hazard

Olhor operational hOZllrds Icom'

S. CAV becomos Onlllngled In kelp or lines

Table 12. Continued

Preventive Mrllsuros

• Instruct operetor$ 10 obsorvo Ilir-waler Inlerfllce

• Instllll roll bar on CAV

• Selecl oporating silo carefully

Emergency Procedures

• Abllndon CAV. and treallnjurlXl personnel if necessary

• Operalors should cloar CAV if possible

" ... *-"'"

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