(CAV)-The Design, Fabrication, and Technical Evaluation of

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AD 740756
Technical Report
R 762
NAVAL CIVIL ENGINEERING LABORATORY
Port Hueneme, California 93043
Sponsored by
NAVAL FACILITIES ENGINEERING COMMAND
,
<
~l
~
.•
............ 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.
1
j
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
I
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.
~I~·:iWimt S(t'!.
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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
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DotUMEICT CONTROL DATA· R ~ D
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Unclassified
Nava! Civil Engineering Laboratory
.I••
Port Hueneme, California 93043
C:.OU~
_e_oa,. TIYL.e
I
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.
Pl.arch 1972
... COIII,.R"CT O • • •
.... "0.1&:'1' NO.
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68
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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 handhtId 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
SIN 0101·107.6101
i
1__ _
(PAGE 1)
Uncfassirted
----~----------------
Unclassif'led
••
~'NIC
"'lilY _O.D.
_OLC
•
l,.INC.
.T
_OLlIE
.T
LIN" C
.. or..c
WT
Underwater vehicle
Underwater constr.JCtion
Tools
Power St'Urce
Personnel transpOrt
Cargo-handling unit
Construction assistance vehicle
I
Diver-operators
I
I
I
I
DD . :••1473
(8ACK)
Unclassified
(PAGE 2)
.
,
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CONTENTS
page
INTRODUCTION
,
,~
BACKGROUND . . . . . .
i
..1
~
;;
4
DESCRIPTION OF VEHICLE
Main Hull Structure.
13
MalO Ballast Tanks
13
Support Structures
13
~.ux!iiary
Ballast System .
14
Compressed Air System .
14
Electro·Hydraulic Power System.
14
Pressure Ccmpensation System
20
~
j
,;
~
~
~
"
Mechanical Systems. . . . .
Control and Instrumentation Arrangement .
TEST AND EVALUATION PROCEDURES.
.~
20
21
28
General
28
Test Conditions
28
TEST RESULTS.
31
Handling.
35
Surface Stability
25
Interface Translation
36
Submefg."'Cf Stability
37
Operational and Mission Performar,e .
39
Summary . . . . . . . . . .
42
EXTENSION OF CAV CAPABILITIES
iii
45
page
CONCLUSIONS . . . ..................................
47
RECOMMENDATIONS . . . . . . . .
.
.
. . .. . . .. .
.
48
APPENDIX-Human Factors Study . .
.
...
.
. .. . . . .
52
f•
iv
...
..
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~--------------------------.
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 CAV 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)
•
:(~._
•• {
------..,-_...- -
• P60S
a
port and sur~rd
rudder,
elevato:
units
~
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 CAV. 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 . .
_ 4 feet x 7 feet
Cargc capacity
_ 2,000 pounds (wet)
Endurance
_ 4 hours
Collapse depth •
250 feet
Operational depth
120 feet
Operational personnel
2 divers
Speed (submerged)
3 knots
Power
Electro-hydraulic
.. ,
.
2
\-----------
--._---
----
i
diving plant (P3!S)
tilting propulsion units
26-;n.-10 ASME elliptical
dished ....~ (P&S)
26-in.-OO x 114-in.-thick ASME
flanged dished head (typ)
\
"
I
I
26-inAO x 114-in.-thick
rolled cylindrical tube
PI.," View
~
) 0
i2.75-in.-oO x O.leG-in.-thick 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
,---I
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~lIast~nk
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91tO,n
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i •
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~.-----24ft6,n.---------,'----i~
P~nV,tw
SideVoew
j
I.
I
Front Voew
Figure 3. First configuration developed by design agent.
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
, I
5
.--------..
...............f(PM"'\N)-.N: '''a;.::JJfldiN ............ .
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battery compensating bladder enclosure (PS.S)
.-
--. \'
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.:;\;, " "~I·.~~c ~' - ."
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cockpit
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botte~y compartment cover (PS.S)
Pion View
Ol
Kart nOlzle (P&S)
__ main propulslnn motor (PS.SI
!'j
~,
...
11ft/no pod -...
~J
~r bumper
Y
:
....:~___ t(Jwlng pad
a::::a
~
.1
~!
;;:
y:
! l'
1:
'nain ballost tank
forward fairing (PS.S)
.:Ii
l!.'
lIulClllllry propulsion motor (PS.S)
personnel guard
1-'
'(:
~;
personnel guerd (PS.S)
flooding holes
\~:
'J
'JOW View
Sido View
~:
.!:
J;
'Figure 4. General external configuration of the CAV.
.""
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w,:l\<!i~;'>itt:';:;~~<J~,liJ~:::iJ\!!r..:':.i1..~:I'J.v,:~~~~.\'t..'Il>'i~A~lM_'~~tt\f.lt'\'.U.U'/~Mli¥.I:Mt:.t~I~l~S~h~.i. t~
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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 ..
i
Ovemii height
7 feet
!t
1
I
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
I
i'
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,.
~
,
~
r
~
y.
i;:
t
\
,.
.
E
I
I
Trim rate
.
.
Hydrau!il: power available fr.r tools
140 ft·lb/sec
6 gpm at 1,400 psi
:;-l
7
-~~.-..-.------
I
\Xiliarv balla."t tank (P681
I
DC motor and hyrlra\.'I~
pump endosore (P&SI
propulsion mountinsa sh~t (P681
;
i
f
c..-mprassed air bo:tles (5)
Plan View
!
i
II
-
-
auxiliary batlast tan/t pump and mot~
C2nt..'fline girder
Figure 5. General internal configuratian of the CAV.
8
n;~r'I\W.:;V.!j"~'W'/l'h.W~
...
--.
I
Table 1. Major Vehicle Components
r---System
-,
Mnlor Corr'jjnnenl
2
Primary power slorage
lOad-acid. 60 v. 18.5 kw·hr
ot 98 oml) and 700 F. Appro)(·
imotely 2)( 3)( 3 fl antj wolghs
2.500 Ib dry; oll·flllOO ond
prossure·c;ompon:;Oloc1
Dircctly connOClOO to swilch
vlo elcctrlcal cubltn ond dry
conncctors
Elnclrlc motor
2
Provides driving lorco for
hydraulic pumps
6·hp, compound·wound, DC
motors; 60 v. 95 nmp. 1.850
rpm
McchoniclIl circuit breokcr
in motor/pump ct'ntolr.ers
with mochonlcol IinkllOe to
cockpit
Circuit brclIIker
2
For turning on and off
electric motors and lor
circuit overload pro\l!C·
lion
100 amp working with 150
amp O'iorlond protection
Mechanicollinkogo; • ... nft
penetrators to push,pI.1I
coblc to levor in cockpit
CI.blo and connector
II
Provides elclelricol
connection between
bottlllY contuiners and
electric motor/pump
contu/nors
Submersible (dry connnctoblel
connoctors molded to single
conductor cobles (100 ompl
Mechllni.·~1 moke ond brook
connection whIch musl be
dono on sur/uce
(:t.nrg/lll/lllllcls
II
20·ft ulectricollelldswlth
dummy pluus
Homove dummy plug ... nd
conntocl 10 bollerv chorgor
ItlDds
Axonl 1I1$lon. lovur oporotceJ.
\':lrlnb!o volumu. reve'sib!"
(301"" a' 1.:!lin p'l. l.ar,O rpm
Mechollicul linkogo; shaft
PIInelrotors to push·pull
",1110 10 levcr In cockpit
VllIidble sp"'xl. tc!vcr:;ibl('
m(:lclS. fl.1001) IW'1\ III ~ .100
Il~l. 1129 rpm
BV dorcclion ard flow/prCSS\lrl'
frorn hydrll'.llic ;Jump,
I For charging boiler ills with
CAV In or cut of WilIer
IH",,,,,,,,
Control
Description
Balltlr':
Electrical
<0
Function
OUllntllY
.1Il,'
POImp
2
Providlls cit I!uw
p'lIssure III DrOpl'l14lrs.
b.,lIusl 'JllmpS.IlI"J
dlYllr louis
M.IIII :.nd IIllxililllY
p'W)ulsllll\ mOI"r
to
ConvlllIs Ioydruulic -:r.CI!lV
10 met:hnnlcnl 10 IlIrn IlInin
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Bnllllst pur"" Illolm
COI\lillur.d
OUil~ii1YJ--- -;:;;:;:;-_.
2
I Convllrts hydlol'lic ('nurgv
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D~";"":: __ .
Conlrol
.-------------------_.-------;
Ro,·/)rsll.lllrJcnr rr.otor; ratw
By dirL'Ction nnd f1ow/rlrossuro
from ~1:llbonrd hydraulic pump
HvdrilUllcal'y dnvon. vorillbill
volumu; rnled 0·11) \llllTl dC
75 psi (,vcr IImhiulI:
Sul!>.:IicII of
In cockpit
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.
Bluod VOIVC5l:t I,"ks b'
Prevides direct relld oul ot
urnount ot wutor In uDeh
lIuw.illnry bollo,l tonk
SI!].... t 9.111US enable dlvur 10
llisuolly dc·turntlnu 'NO lOr Il'''C'
In eoch bol/ast Ion':
NOI oPJJlh;8blu
Provldus trimlYlilvJ momanlS
10 correct for vorlous londl"!)
cOllditions lind Ilrovidos pilCh
conllol whllu ur,dllrWD( sub·
1Il0fllOO
310·lb Idry) IC/KI wol!lht
Mochonical·pullrv, cubIc, (IrulTO.
!Jour corrnl.>r:llon 10 Ilir motoc
Provlde~ drlvlnnlorCIl
t. t .hp r(fVorsilJlc "Ir mOlar;
rntud ~60 rl>m, 44 don II'
iO rrICrhl'nil:nllor
I
I 2.5 II pm at 1.200 "sl. 1.500 rr.m
;xlwnrlnlJ
,)!l'Wuler 11o1l/11sl pump
Pumps 5(!IIWdtur 10. lrom. or
blllwuon lIu"iliulY VIIlIlISt
2
Pump
IIInics
":Vdlllulic 10111
!e'ant'
Wutnr ballast n;/ll)rrihl,ll!
Incllcntol IcockplI)
PIIIVjjU~
2
OIIllr;1I0r wilh diroct
rCild oulllll cockpit) ot
IImolllll I)f slllIwalor In ench
Iluxlhnr., llullnsl tll .• k
Wntor bullOjI OIlIlUlIludu
Irllllculor Ion bllllllSI
....
o
2
lunksl
MOV.lblfl wOlght
2
1
;~ir
molm
10
move Ir;", WI'IIIhlS loro ilnrl
nit In tubos ~k!!!IS
Tnmwu/uht
Trim ''Yeillhc Indicator
Provides opurnlor In cockpit
·.yllh hldlClllion 01 Ihlllono"
ludl;>!!1 positior of Irim
wuirlhls
0·1 !::·psl
usscmbtiL'S mounled on
rubbor whtlul~ in ordu: to
roll wrlghls IOfllnnd nit in
a·ln.·dlom pipa lulJCls skll9~
no psi
Vorticnl poinlar ('rsplnv
VDI~I.'S
nnd lI'vols
calrbrulinD 111'1105
t;J,
rjto,
~
j
OPCfIIlOI Inoyl.'5 hondlu on ulr
IOlllof (in cockIJIt) fure \(\
mOJO Wlllllhl~ lore IJflI:1 .:s/~
~o mnvl! wni!lIlIS ntl
01',
","0,
I,'
'w-;
i:i
~.
~,1
Mcch3!1lcnl, strCIN gCllr 10
pUlh'r,l1I1/ cub In 10 poinler
ti
_J
.if
ri
continufld
I'
~l
~,'!
~j
"'I
;'i
;'1
~ :J
~'
1,:
{"
~,
L.." .."..
He.' .. " •., L'c.' "U'c •••• c•• _V.....A
.'~"h
'c •.•.•• , ..... ' ...... L'"
••
~~''''ho, "'~
....
t l~
I"~
',~!
.•• ". "
, •.. " ..... ""'·"·"-I'''·'-'·~c''''V'' .. n •• ' .
_ . . . . _ .. n' ........... , ••
~- ........ - .....
,-A
;,1
~>
'"
' . •\ .
_ . ....
~.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
S·()tem
MlJ."r Component
I
Mochanlclllllnk"!le
Mllin propulSion
unit thrusl dimc·
tlon control
I
I
Control
Arllcu/atas Ihrusl dirocllon
throunh 1900 to enablo
CAV 10 produco vortical
and horilcntol thrust for
submollJed control
Moin prOPUlsion uroils can bo
directed so that thrusl Is
slrolgl:/ up 10 slroi!!~: down
through tho nrc whma the
Ihrust i~ nil
Mechanical; worm goor, sholl,
universal joinlS, right anglo
goar, hnndwhcel lICluoted
Locks mllin propulsion units
in II sP('cilic thrust ong:tl
Monunl rolooso
Goor !xk is actuoled via
push,pull cllble and T ,handlo
in cockpit
Provides ojJerator with
incl:clltion 01 main Ihrust
direction
Vortlcol pointer displa\'
I
I
Ml'Chonicol; rock and pinion
to pu~II'nuli to pointor
Provkll'S 'PIlCU to corrv and
hlsh down cargo
ApproximOlnl'r " x ,~.5 x 1.5·11
corno s!orll(Jo arPllubovo slccl
grall"!1
Not
0111'11 sockOl
2
For II,;:; ""'1\.1 davils 10
land/unload cnrge iI,Ol1uirod
4·ln. sockots 01 Iho illt and on
(lbch sieJa of Iho r.orgo dL'Ck
Nono
-
2
Provides IldlUSlilblo (lIVN
SUPJ)"rt ond ru~;r,l.nl lur
SCUQu·ou,li\led divr.r·
OllorolOr ond buddy
I: iberoloss/PVC slruclurll wilh
y;ubn Ill1'"'" SUlmor!, adlusl·
OhiO IOI1!liludlll.l!ly lind
verticollo:
Monunl adjustment 01
pinned support Iramo
Provonls divers from
inndvorlOlltl)' uniting
ox tremilios in propollor
scrOWl
Aluminum !I'U1ing
None
Provides pressuro·
comptlnsatlnD nitrogen gas
10 Iho malar/pump can·
lolnors, propulsion UI1It
housings, ond hvdraulic
accumulalor 111 ordor 10
rn.1inloin nn oyorprussUfU
110 prcvanl 5uowiltor \001<.51
5111ndnrd dl1u\)lu·l1(' 0, IW(l·SIIl!lI'.
scuba rtl!ll/iiolor moollll'd 10
"'lIinll1ll1 (lulPlIl pros'llre HI :1
psi IIbovo 111111>.0111
Propallor gUllrd
8
Propulsion units
I
Regulol(lr
Prossuro
cumponsation
I
opplir.~bll!
I
Carno bed
I
i
Cllfgo deck
Oporolor SOllls
'
l
Doscriplion
I
I
Lock
/,yjlclllo,'
-"
Function
Ouontltv
I
:j
'j
.,1
Aulomotic
conlinued
I
"JiI
",
.l~
"
~j
.
• ••
~
~",/I.'....M ••
_ ... ¥ .......
""i"r_..t ....... ~ . .I.,~, n ........ v
'~t'l
h."'... <'>'l""t.1: .... '; .. <.l •• J~ .. r ..... _~."- ..\\., ..... .,. •• ,••• ,,~"1kA . . . d,lu ,.f....~," • "f. •
.,f.JV_.~.... ,,. .. _ .(",''''''' .......
- •.. '.
"".<A~ '~U,."'"~
...
"~~~I\f'M'.'tiI(~t:
__
'~-.-.
~"_"'''.'it''''''''''''''*1fi'''i
,
tl......
_____ .
...
I
Table 1. Continued
Major Componenl
SySlom
Prossuro
ccmpensation
lconl)
;,
l,
Moln Plopul,lon
units
,
,(
It
....
r-..J
Auxillury
propulsion
units
Wnter $Crllon
Attitudo
Indlctltor
Emor!loncy buoy
Quontily
p,.., 'lion
Functio,I
Ccmlrol
Pop·oll volvo
2
Exhousls compensating gas
from syslom 10 provont
oxcoSlolvo ovorpressuro
Ill·ln. pop.oll valves SOl al 4
p:1 nbove ambionl
AulomOllc
Gogo
1
Monllors pressure in
compensating gas slorogo
bolllo
Slonc.. rd diver submersible
pressuro gngo
None
Korl nozzlo
2
Primarily Improves SCIOW
offlcloncy, and secondarily
acts as screw shlold
Cnsl aluminum. nirfoll·shaped
nozzlo
Adjuslmenl bolls for
contering around pro·
pellor
Propollor
2
Changos hydraulic pump
rolary OUlput Into Ihrust
24·in. dlam, 15·ln. pitch,
4·bladod aluminum propollor
cllppud to 20 In. for closo
clearonco wilh Kart nozzles
Nono
Propoller
2
Changos hydraulic pump
rotolY output into Ihrust
20·ln. dlom, 15·in. pilch,
4·bladod aluminum propollor
None
I!~
~
~
i'l
1:
-
1
PrOlocts oporntor and
assistant fro", hydro·
dynamic forcos
Slondard small boo\ wind shiold
Nono
-
1
Providos OPOllltUi with
pitch nnd loll anglo
Inlegrotod "boll·ln-curvoo·lubo"
dlsployod with 160 ond 1600
scoles In pitch and roll
Adjuslmont screws m
mounllng brllckel
Indic:)tes CAV location In
tho ovent of on omorgo.,cy
oxit of Iho 1'9hic lo
Dumbboll·sh.,ood float wilh
tother lInD wr,'ppod around
conlor
Pull D·ring on flool brackot
-
1
-_.
~'"
~
~J
:1'I
.~1:
i~
\'f"
J!
VI
~l
~~
!j
l'/~
r:/,
~I
• I
in
~
,~:
~\
!
<'
r
,"
~';
: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 '
'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(udina l 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
_ _ _ _ _ _ _ _
.. _ _ _
00-_
J
A !ransparent water shield installed at the forward end of the cockpit
protects the divers from water impinging directly upon them.
Auxiliary Ballast System
e
(j
I
\•
i
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
.'
.;
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.
FILL
FilL
port
auxiliary
ballast
tank
starboard
auxiliary
ballast
tank
OFF
XFER
XFER
I
!
sea
I•
strainer
HM-Hydrallic Motor
PF-Hydrallic: Pump. f:ixed
Oisplac:ement
Figure 6. Schematic of auxiliary ballast system.
15
~
--,,""-------
--
port
I114ln
blIllaot
w-.k
pressure gigeS 1..-........_ - '
1
fIVe 22O-ft3
cylinders
wi!.'>cyhnder
\'aMS i2.2S(, psil
~..
t
I
I
i
pressure <e9'~tor
12.200 psi '2G-60 psi)
I
i
Figure 7. Schematic of compressed air !:'/l".em.
Efficiencieos--
~
at7JOF hp
banery
0.90
battery ~ electric
iltSSOF t>p motor
0.54
0.97
0.04
0.81
0.84
sh<.ft ~
~ hydraulic ~ hydraulic ~ bearing
hp
pump
hp
motor
hp
hi>
prop
1.28
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
-- -
-
~""-~-
- -- --
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""".,
r
I
Figure 9.
BI~k
diagram of CAV power train.
17
-
. - • ------------..
• • po
."
- - ...
I
I
l
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.
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.
;
I
a..ili .IV
~lIast
I
pUmp
shut·off
volves.
nornWly
open
·001
I·
I
I
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
H
loyd,...loe
t----------I
moto:
L..--.--...!
,, .
t
I
IT&IIn
&"lId ...,,..II¥Y
P"OPU~
units
m
,--_="_"o<_"'__
..."'........
"
t - - -....
:lfl~
tl11109tf.
Pf(1M.'~ ' .... ~'Of
'JIr1 .t
2 pst U'."e'i
""'~
t.(,tl~
II'I\bIcnt
dKtr,c motot-hyG'.a:..Ic/putIlp
con....-
,,.
hydraalc 1CCUn-..1.I1Of
Clow pot'hOC'll of hvdt.auhc syslem)
,
Figure 13. Schematic of pressl':e COIl,jJCr.sation system.
j
t
..
I-
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~elTl­
blies 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
I
I
E
i
!
single sheave
assembly
universal joints
, ,
~\
3O-t0-1 reduction
J WOrmi!~'"
"
' ,?- ,...POWer pneumatiC
Ol'ltor
double sheave~blv
" •..
..ei "..
.... t Linkage
Trim
f
~
i
locking mechanism
i
I.
•
30~
\.--'
__
.. '
",~//
'"~
"
.'
I
,
",
L~gear box
.:<
"~<
",'(~"'--.I
~unIY"'_
",
' - "'-. , ,
J
joint
'~'
M.in Propu bion ftot~,"ngLinkage
_. ..
&.anicai linko.ges.
Figure 14. Arrar.g2m entofm~
22
------- --.------~
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
\"
1
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
_~·~~O~'t_.~
_____
-----------f,
I
I
,
-~
1
l
\
I
I
Oet..il B
O~ail A.
I
I
I
I
I
I
I
Figure 16. Arrangenent of instruments and controll>.
\
1
24
........
-
------_..
._--------
-----~--,..
----1
II
I
I
Tab!o 2. CAY COlltrul Functions
-
I
i
(;ontrollinstrument
-
Electric mutor r.ontrol
switch. pert arod starboard
Levert via push·pull cables
10 circuit brook .." 1:1 main
motor contolnors
~Iydroulrc .Iow control.
port lind starboard
Lovars Vfc) push·pull cables
to swash platr. love. on
hvdrllUlk: pump
Moir. propulsio., thrust
direction control
L
I
Forward of noulral·flow one dlrfictlon;
oft nOlltral. direction reversed; relrltlvo
position from r.autral dotermll'les flow
rolo or thrust lovol
I
Forward on hand wheel dlrectt thr:.tst
up; 'ock kteps rOlallng shafts In set
Chnnge from pnrt maltl
propollor 10 port auxllinrv
propeller
Mounted on ballast control
panel in fmnl of oporator
Selnets oithor por: mllin or aultlliary
propellllrs; cann.:>1 use bolh slmulto·
nc:ously
In·orconncr.b por, to
Slorboard hydrnulic
Mount'ld on balillst control
panni in fronl of o:>r.rotor
Use In casu of failuro of either port or
slarboard hydraulic syslem
I
position
!·,~t:lms
T ·Iever prJ~h·puil (:oblu
10 5pool valve under
corgo deck
Switch from storbo~rd
main propell!'r to slor·
hoard DUX iliory prt'pell'"
On panel II> stllrboord of
operolor
Sulncts either starboard mtsln or auxiliary
propulsiun; cannol use both 5imullo·
noously
T ·Iewr push·pull cnble
10 spool vulvo undur
cllrgo dLOCk
Activutos auxlliury ballasl
pump
MounlLod in centor of
lIuxlliary tl(lilast rnonl·
fold panol
Pulling Illvor tra"sfors storboord
hydroulic power from propulsion
motors to bollost pumps; diver uses
starboord hydroulic flow control to
vory pumping rllto ond direclion
S me-tor wklct:lr
~
I
T·levol push·pull cable to
wool val\o under cargo
(Jeck
10 :;pool valvo und!'r
cargo dnek
Pump seleclor
I nnor two lovers on quarl
control forward of port
dl\'ur'~ seat
Forward turns motor on. port Ic.·port
mole,.. siarboar.J for slarbt'ard motor;
Interlockud with pump COfltrtll to prll·
vont stllrting moters urdor load
Starboard side of centerliFle
of cockpll lust belm. knoe
lev!'1
! T ·:ovor push.puil cel/le
I
V'Iry dlrectlofland flow raft,
of hydraurlc oilithrust level
of propeller)
Forward o! port dlvar's soot
at olbow holghl; ouler two
le\ers on quad control
Chango thrust dirtlCtion of
mllin pro;,-ellers 10 attain
vortl.:al thrusl
(.TI
X SIllloctor
1'urn electric Illotors on·off
'::ommcnt
Location
Her.d whllCl connecled vi"
mechanical linkage to
rotatrng IT'oln propulSlor.
shafts
t-.>
P ml)lor selec\or
Function
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.
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continued
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---_.. .....__ ..,_.,,.
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'-
-
-------,-----~,------
Table 2. Continued
Conlrolll nSllumenl
~
-
Type
Function
Location
Comment
Trim weight position
conlrel
Pnel:matic motor via
mechanical linkagn
10 Irlm weights
C"p'dcl vehicle lIim Ilngles
,oro end aft
Forward and starbOllrd of
up om lor el weist love I
Fosltion of throttlo vnlvo on motor
delnrmlnlll> spood el which 111m
wulghts move
M.ftin bellas! biOW.
port anti sterbOllrd
Three·positlon. two·
wey vo:ve
Provides 40 pslU eir lor
blowilliJ main balla)i
tanks
Starboard side of panel in
front of oporator
Port Dnd starboard blew ere separate
val\"Cs: up for blew
Auxiliary ballast blow
Three·posltion. two·
way valve
Provides e means for
collbrlltlng auxiliary
ballast tallk gages end
for emergency blow of
tanks
Same valve as starboard
main ballast tank blow
valve
Port end sterboerd. both tanks
operated from one valve: down
for blow
Auxiliary ballest
manifold valves
Three PVC ball valves
piped tl) auxiliary
ballast tanks
Provides selectille flow from
auxiliary ballest tanks to
compensate for cargo carried
and to correct for port and
slarboard roll
Auxiliary ballast panel in
front of operator
Flow schematic included on panel to
facilitate selection by operator
Opens main ballast tanks for
submerging
Port side of operator at
shoulder lavel
PVC ball valves piped
to tanks
Main ballast vent
,
UP·vent open; DOWN·vent closed; open
while submerged; closed on surface
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....
..
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--:---
.-
Table 3. CAV Instrument Functions
.
Instrument
Type
Thrust level Indicators
Standard diver submersible
pressure lJII!)es. 0·3,000 psI
Monitor thr'lst IllIIel and
performanCII of port and
starboard hydraulic
systems
Port side of vehicle at
operator eye level
Gages provide operator with a visual
reference of port and starboard
system performance
AuxilIary bllllast tank
gages
Two standard pressure
lJII!)es In scaled acrylic
housings calibrated In
pounds of sallWater;
0-7\;0 pounds water
10-15 psll
Monitor omount of water
In auxilIary bllllost tanks
Above control panels on
vehicle coamlng
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
Air storage supply
gaoo
Standard hp air p"l~ure
gaoo In sealed acrylic
housing; 0·3,000 psi
Monitor air pressure In
storage tanks
8etween aUlIlllary ballast
tank gages
Standard diver's wrist
Monitor depth of dive
At operator chest lillie,;
cno on each side of vehicle
Oepth gage
'"
"
Function
Location
Comment
.
drJpth gage
Pressure compensation
gagll
O·3.ooo·pound dIver saa
'1111'0'1 gage
Monitor gas remaIning
In pressure compensation
bottle
Starboard side of cockpit
Trim weight position
Indicator
Polntor
Determine relativt! location
and movement of trim
weights
Mounted on hydraulic
thrust level indicator
brack~t
-
Operator marks neutral with grease
pencil onco neutral buoyancy and
zero trim has been attained for a
specific load
Thrust direction
Indicator
Polntor
Indicate thrust direction
of main propulsion motors
Mounted on hydraulic
pressure gllge bracket
I ndlcator calibrated In degrees from
horizontal to concur with direction
of thrust
Pitch Indicator
Liquld·fllled curved tube
with black ball for gravity
positioning; callbratt!d
In degrees
Read out of pitch anglo on
vr"':lo
At eye IllIIel In front of
opel/:. or
Two 45-degree mirror surfaces transfer
imago to divers visual range; instrumont
has smaller tube for 0 to tS O r:;..dings
Same as pitch indicator
Read out of roll anglo on
vehicle
Roll indicator
---
~-
- - - ----- ---
--- --
------
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--
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Single Instrument In frcnt of operator
Same as pitch indicato'
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TEST AND EVALUATION PROCEDURES
General
J
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
Main propulsion thrust
direction system
Trim weight system
I'
II.
I
f
Hydraulic
1
I·
I
E \e:tric motors
Problem
Modification
No practical means was a\'lIilable
for operators to determine thrust
angle of main propellers
• Install thrust direction indicator in
operator's visual range
Main propulsiol' rotating shafts
were not counterbalanced: thus.
operator force rrq'Jirfd for
changing direction of thrust was
excessive, and units would freely
rotate out of set position
• I ncrease diameter 0: operator control
wheels
• Change mechanical gear ratio from 5: 1
to 10:1
• Install operator-controlled lock;ng
mechanism
Operational characteristics of
vehicle required constant operator trim changes during flight.
Operator response using handO;lel'ated system was insufficient
to keep ahead of trim changes
• Install pneumatic drill motor in place of
hand-operat~ wheel
• Chal9! gear ratio from 10: 1 to 30: 1
Operators could not see trim
weight indicator provided on
vehicle
• Install position indica,ul in operator's
visual range
Original caster wheels on trim
weight assembly ~roke when
they came in contdCt with small
obstructions; thus, trim weights
jammed and became i~le
• Change from hard rubber casters to
Operators could not determine
thrust level outp'..It of pumps or
performance of ~rt and starboard propellers
• Install h),draoJlic pressure gages-thrust
level indicators-in operator's visual
range
Piston accumulatOfS supplied with
vehicle to provide a positive head
to suction side of hydraulic pumps
were ineffective at low pressure
range; thus, pumps would cavitate
• Replace piston accumulators with bladdf:rlype accumulatcrs
Binding of hydraulic lines to main
.1IOtors would occur ",,'hen units
were rOUlted, thus increasing diver
actuation force
• Add hydraulic swivel connectors
Minor hydraulic oillealcage on
motor windings caused deteriora\ion of shellac coatings: thus.
ground faults were detected in
electrical system
• Clean motor windings ,ld recoat with
epoxy varnish
I
softer rubber wheels
continued
,
-I
29
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-
-
...
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Table 4. Continued
PrQbletrl
SystemlComflQnent
Modification
No method was available for
monitoring the performance of
electrical system dUfing prll<live
• Install ammeter shunt on each battery
with external wet underwater connector
~OC9dures
Batteries
Bladder containers originally
supplied ~e ext:essive in size
a!1d weight and v.."I!re not p;ovided
with a method for viso.Jally check·
ing condition prior to dive
• Replace aluminum contaillE'rs with lighter
weight clear acrylic containers
RegrJlator suPJ:licd witla vtohicle did
not provide adeq~:!le flow fOI compe-\$1tion; thus. a potential water
intrusion problem exis:ed
• Modify demand .egulator and plumbing
to provide sufficient flO"N fer ·ull corn·
perlSation at normal des;dltlascent rates
Originc;1 intent W3S to compensate
using air; high Partial pressure of
cxygen presented ooter.tial exf,.!c;.
sion hazaod with arcing motors
dOd switt.hes
• Change from ;:Iir to nitrogen as ;:ompensa.
Motor PlJmp con~iners
Main mect.anical pe!letn"tor seals
Ie~ed excessively
• -::hznge from cable penetrators to O·ring
• Move vent ')fJeOings to 10rwani and a~t
Main ballast tanks
Operators encountered difficu:ty
in completely ven~;ng tanks because
of piping ~t; air bubble
remaining in ta'lks caused trim and
Iluoyancy control problems
Electric motor anc.l
hytraulic PlJrnp
controls
Vehicle was sullPli~ with a sir>glc
lever for operating each elsctric
motor and hydraulic PlJmp; system
was unreliable beCause of excessive
Ii n!:r.ge clearances
• Chall!ll! to ir.d~ndent levers for P'J:np
..Nt motor with a mechanical interlock
to prevent st?rtinq (of electric motors
under loW
Oper3tor saats
Original seats were uncomfortable
for effectivE> diver use
• Install adjU5tWIe seolS with scuba tani:
s:;pports and back rests
Diver actuatio.. of vehicle controls
Seat bellS
was difficult ~se of neutral
• Install seat bellS to en3ble di-.P.rs te:stay in plllCf' while ope-atbg cc.:.lr",ls
Pr';!SS:jre compensation
system
buoyancy of diJe:'
tion~
sealed solid s·,afts
end of tanks an:! irY.:,·eare S;:pi:lg sile
to rl'duce line restriction
I
I
30
- " , .:..$,
,-~-
----------------
-
-
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
10t035
2t05
55
55
1 to 5
oto 1
I
I·
I
,.
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t
i
I
I
,I
Visibility
(fee:~
Water temperature (oF)
Swell contiition (feet)
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
~.
~~~l!5>~lB~,'tMtitAAel$\iiw,~~lIffi.':t'l-*'..~"i!\1if&.'{(;';'·,I54'}f..'l~".ro:mVi
Table 6. Results of Performance of Systems and Components
System
General Results
Major Component
Batteries
The oil pressure-compensation system
consistently spilled oil, impairing diver's
vision and making w31king surfaces
dangerously slick
The majority of vehicle down
time wus associated with failures
in this system
Seawater entered battery boxes through
relief valves, causing grounding problems
Sufficient power was available
to operate within design specifications
Consistent grounding problems were
encountered from contamination with
leaked hydraulic oil and carbon from
excessive brush wear
Electrical
w
I'.)
Specific Problems and Comments
Electric motors
Cables and
connectors
Grounding probl r,1s were encountered
with seawater entering connector
Pumps
Supplied sufficient power and control
for vehicle operation
1',
",
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HydrauliC (oil)
The system functioned without
fault during majority of vehicle
tests
~i
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Motors
Functioned exceptionally well IInder all
conditions
Valves
Minor leakage OCCl'rred in spool valves
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continued
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'
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------'"-- -.
_ _ _ _ _ _ _ _ _ _, - _
.
Table 6. Continued
System
General Results
Compressed air
The system provided sufficient
air for vehicle operations
Pressure regulator
Main ballast tanks
Tanks provided sufficient
buoyancy for surface stability
Vent system
The system operated without
failure and provided adeqll3te
volume for cargo handling
r..,
W
Specific Problems and Comments
Major Co"'ponent
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
Tanks
The free surface eifect caused pitch angle
control difficulties
Pump
Rate of ballast change was very slow, approximately 100lb/min
Auxiliary ballast
The free surface effect required
operators to continually adjust
vehicle trim
Calibration problems existed because of
change in surrounding environment
teMperature
Gages for
monitoring
SitE' gage
I
I
Provided sufficient trimming
moment for most velw:le oper·
atillns
I
Tdm we;,ht
II.
Trimming response with air
motor was approximately
140 ft-lb/sec
Very difficult to read underwater
Required excessive diver force to keep ahead
of VE'hicle- trim
Hand wheei
Excellent r~pol1se for trim correction; control
and instrumentation was con:uslng to operator
Pneumatic motor
I
!
continued
!
-
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Table 6. Continued
System
Main propulsion units
General Results
Thrust position located above
center of drag and aft of vehicle
center of gravity. thus. excessive
trim requirements needed by
Auxiliary propulsion
units
Pressure compensation
Specific Problems and Comments
I
Thrust direction
control
Units not l Interbalanced; thus. excessive
force required by operators to changE: position
operators
Depth control while translating
horizontally very difficult
~
Major Component
Performed exceptionally well
for surface maneuvering
Required constant pitch control
for submerged trafl31ation
System operated effecti\' .:.,. for
all operational situations
Speed and steering
control
-
Operators had excellent control over vehicle
thrust control and steering
-
Regulator
Provided sufficient flow for compensation
Pitch indicator
Operators had difficulty reading in turbid
water
.
Attitude indicator
Functioned well during tests;
nellds to be more readable by
divers.
Roll indicator
Worked very well
~J
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,
\',.
Depth gage
Gages
All gages functioned well durin!;
tests
Air pressure gagll
Operators had problems reading in turhid water
and interpreting small changes in depth
Difficult to read; divei needed to move closer
to get accurate readings
~,
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,---------
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- - - - - - - - - - - 'lI
i
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 aUXiliary 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.
j
Surface Stability
i
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.
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35
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.
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
1
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
------------------
;
II
\~r_----~----~----~----~----~----~----~----r_----~
,
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1.400
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1.200
11M. aG"":1I1:;1111,
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8
9
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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
~~~~~~~~~~~~:~~.~~;_~. ~~:.-' '~.J-~
.
~.
-
I--'~---
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
I
Results
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
Vehicle towed well at speed.. up
to 5 knots. At greater speeds,
water ta~.en over the bow could
damage vehicle components
In water
reple:lish ment
Vehicle was operated for two
days without removing it
from water
Electricai connectors became
contaminated with seawater,
causing grounding problems
and potential shock hazards
Bottom
maneuvering
The CAV was maneuvered
with the landing skegs in
contact with seafloor
No appreciable problems were
encountered; very effective in
areas where there are no bottom obstructions
limited vi'iibility
site location
O~rators utili;:ed a visual
reference linc attached to
work site and surfact> buoy
to locate bottom s:te in
poor visibility water
Technique very effective for
site location withO\Jt navigational aids
Surf zone
translation
Vehicle Wcll> surfare translated
through mild surf (0 to 2 feet)
in a protected ilarbor to determine operator control capabilities.
Vehicle was beached on for, <lrd
end of landing skegs and recovered
under own power.
During test, port hydraulic
system failed due to broken
mechanical linkage. Operators
were able to perform beaching
and f"COVery; however, steering control was extremely
difficult because of failure
Operation of
hydraulic: tools
at 'ieafloor
construction
site
'5eI;eral hydraulic tools were
.>perated from vehicle power
source; tools included: (1)
impact wrench; (2) winch;
(3) rock drill; (4) cable cutter
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
Load handling
from cargo bed
7(}~ound sections of split pipe
v.oem loaded dnd unlooded at an
underwater site
No problems were encountered
with hanuiing cargo. The cargo
bP.d was found to be very effective for diver use
Transport
divers
Divers were transported from the
support craft to the underwater
construction site
Divers need some protection
from direct prop wash
,
j
Procedure
1
40
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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 CAV 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
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-----1
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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
I
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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
<
,-
(1) CAV being used for surface transportatiol" ~f construction divers.
I
(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.
Continued
Figure 20. CAY in various operational conditions.
44
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; CAV ::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 CAV 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
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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
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"'ie.
.~.
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-:.. ~-;~ -
~-s.;-
--.
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Table 8. Cornparison of WI
Ma~"'... m
Olver SIJI~lr,r: f unctlOI)S
General t-uncti'Jll
Dcscnr:ion
o,:siQO(,d JS an expenmental
diver scpport p:atlorm collillIJCd
,VIti, tool~. power sourCt!s. and
ca~go area
Construction
.\sslstancc
Vehicle-ex peri ment,,1
i C,tffY tools and
I
(.df'}t)
rukn"/atcr
2. PoW'!r 100:5
3.
rr.-jllS'lCf'! dl":crs
4. Sidlll"llo:lom pl.nlorm
Cons!f'Jc!lon
Ass:stance
Vehic!eprototype
ExtenSion 01 exper.f'I1(!ntal
mod'.!l to mchnlc intrrchanr..;;o·c
work modu:es 101 dnllin'l.
exca-"attnq. cable: In~:,t!!a\,on.
5tahihzi,tlon. ctc,
$;sIne as al)()\,"..
o
I/iu~
Propu:s:un
SYstem
S:;b!TIt'r!leU
O,M!raIlOllal
IlInc at
vertical
sur! (3·4 Itl
7 !i!!.....y work fllr.CIIO'\S
,lIeh .,~ drol/ml]. corm~.
Ma"nnUIlI
Sp(!('(1
2.5
4 nours
v
Ii
hor'/o"I,,1
slorl.~ c
1l.,,'Cr
turn In·"ldct!
c
vcrllC<l1
5. Crawl ').1 IXHlnrIl
6 Tr:m<I ••I!' Ihrough mild
Sp.~
1I.lIots)
1102
4
hOIJf~
v
a
hOtllonta l
fl
surface
l'Ot!om ('rm,:
dry land
surf lonl!
!1
tl
a
'!ACd",.t!lnn
BlJoyancy
Tri\lIspO'1
Vehiclccxpenmr·nl.Ji
Dcs':lnL'(1 In pro,,!! I onLepl 0:
froo S\'VIfJ!f"lflq 'lIchlcit! : t:,U
p·.)v:d(:s forUII. or ya.d ClaOl:
.a:
fllnctlon~
:Ul undcn.·,.lte~ Sltt~.
:ra.~,::on
• c ..
(,)t('If'C!l!ct
1.3
1 huu·
v
1 :;
.1f'iornIH"(1 nn
v
hOflzonlal
surlacc
h,wer
PdY")<l(/~
~;ndcrw'atcr f()f~:ltt/yiJrd
er.lne.
''-'Nf! and {x>Sltion f(:I.Un,·elv
lar'iC ll.lylo,lIls
:Ja,a)
1. Ir.ms:)(ut .)nd iI(;coJTil:C!Y
pOS;hO" I;,,,,,, (mul!1
Iro"... ",11 ;.<l"ncll 1~'·'lo..otl.
2
pr')!Olype
Pru'J:C!c
for
:,vdrauhc
1)('~\:
vcr; leal and
hutl.lonta:.
•• Il1t!tlu iJ:--
1 hr
surfncf· and
SlJh:!l{!
(l""l
Ii
C
hit!Pflt.."'S
,..!U
'f~(""'"
SWIIl"':er
PropalSf(l1i
Ocslgf.ed lor lransport.lIlOn o! .'
1. 1 r.:o-;,por~ ,1IVN
Single diver. rorr nt!fnaU,. ,)Van
2. V,sH,1I
Uf\l:~
.lhlc
~tlr...,:'t
!\i:!'"/nntal
<t
,)1
,·t:",l·jn
2103
1 ,1 hUll"
sarl.)•. I·
(J
v
r,lp l ly
moslly jL'Slgrlf!rl lor
"nlt~
vt.'1tICal
.Ind PO",.lion
,elatlvcly lo1tqc
Blloyanc\'
TranSP,)rI
\'elllclc-
1 1ran\;K)I! .!nd p(l~I:'on
r..ylGiids iOIl bf"Jllo'lll
2. F-o"''''r 100\S I!mll'cd
C<JlloIlllhlyl
rcc:rCdhO:l
S\"·n~\rncr
'~I(;nt..~ll() ;'.UlS,,-)ft :\..... ) dIVf"S,
().·\;w.rv
Hlais ••1nd hrTl:t~d ('(lff10 to .lnd
V~hl::h:.
ftorn unficn'''MH:, Sll':S.
1 C.tr'l
dl ...... ~fS
urU!ChV.UP'
?
,'nd Eonl" 1(1
\·/ud.
"'Ii('
!'.n:I,"'C)flt,,'
lln4
i
,1
huu"'~
v
~u:I.II.."C
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
."lnti
-
.
"',W!f!cJ. ,-nd.If.1m (~, c.lrlin,
t'U\:
SIIrf"c.·
St-ap or C):lu:r n\t)f~""'ft
SUPP'lrl
With
Pla:=t'\fn~
!'''illlnU"tJ 0:- rh"t ~
r()rnprt~"'.C), ...
r.:.l:fuUT1
.f('f)t'f,l:n, ....
c:(
1 S:IIlPor' \':nf' In-; d: .'0'
$·'''':.lf'I'.,·ul
? i l1.n:s .nut hI:; .:N
;.''SSlhly ., sh!'ft
UlIJ
:t
I
;'l1li '~t~lon
:ut'th"ft hv ." .• ".t.:",,!
f).~ ,~ hurrj.~n''11
~Ull1ll·:,.I~~
hv
1(1\-."":..."(1
N.',",
1\FI\
51
; SO
u,,,-'!··r
$I
\'I.l!f'r teu <t:.r\'W·y
i tl
i
~Co
~,
"'- '-,.
'"
:. :~:.~. "'~~~#vr~~~~~;-:~~~:; T:- ~-~-:;,.::~: •:;;~-: ~- ._~-:--~.:;:;;'-.):'~ ~;;:
,
. _'._.....,...,m-""""'~~~......
'
.
-
--
-
-.
Table 8. Cl)mparison of Wet Submersibles for Supporting Scuba Divers
~
,.lp,.lsiOl.
~System
~~t<1
!l.1axlmum
Subl!lergc<.l
Speed
(knots)
Operational
T,me at
MaxunlJm
Srl"'.'d
2.5
4 hvllrs
~
r
~~tal
1 to 2
.: hours
Navi'ldt ional
C.1Patllhty
vIsual and
1'lIIlted
cam,->ass
~
Jann
~lcnl!
dUllng or~"Iational
perIOd requires onc
:;killed t ..'ChOlr.lan
half tllToe
10
lulur;.- dewlo"
mentCi. stich as
transponders
and IlIn'JI!rs
dl:Slg"..'(\ lor com
p<JI"ulhty Wllh fleel.
Inv, rn..)lo!enance.
I"'rfollm,'d oro Ihe
!odel lJy fI ....~1 ller
sonncl
vlsua"
one
VIS1 :It/COttlpaSS.
add"tal:l~
10m crawl
M~lnt(\lna!>l(itv
Or.eratlOg
D,!pth
D'1Wt
IIll)
LxBxH
12IJpmat
1.200 PSI
1011 hydrauhc!.
20 elm l)neu·
matlc
18.630
26" 9Y,x 7Y,
2.000 Ibm
car;JO tx.'d or
hit
10lal povt<!r 10
vt~hlclc - 20
10 50 "P. pO""r
can be d'rE!Cled
to dIver lools
(hydrauhc!
10.00010
ib.OOO
1.0(JO Iboo
caul<> hook
6 'lpm ilt 1 .800
1.800
Payload
ClI):Illihty
Tool Power
1.300 Ib in
4 x 7-ft cargo
bed or Sll·ng
underneath
(It)
C
Ifti
130
variable ~pe
stn!fl!lg and
control by (
fabr,cat.on
$75.000
-
d,ver
hmiled
All
,..,f;,..,
dcroved for
J)I:rior mJOC
ooth land a
tic
Ilrt!hminaf'j
ii
~bl
1.3
1 hOllr
~\.."'c.hnlC:!;.n
:uU
11''''1 \tar'lc p.~rt "f
cff()!1 ,5 m.~lIllf!n.~nC:t;
¥ontal
!ace
ter
of "iurph ..~
"i.li\.~r
S~.o
S~6x6
PSI (oil hydraulic!
StC..'fll1'! an
hy propulsi
hy dP.Walel
./lnc
hal:c",,,,)
i:
~ical and
!::
1.5
~'d
unhmlted un
IIrnlllhca l1 hr 011
\/ISII .• I pillS
""":Ic<l
co:n' ....~. .
low
m.ll1
!:Ollr
fl."qtllfcnw01S
10 !Ipm .11 2.0on
il!t:
oy8.g
2.500
13.')
hymouular
Il<.oy;mrv r.lcl
b.lttl'ro .."S
~.
j:;;tal
J.OOO It> ca" he
S'JPlll(!f1)Cnl l ."t
'U
s",'stefll Inc
dt."S.gn
_Jc;t'!'S
21()
3
1-4 hOllrs
:l1i.uallv
dlft~t
vlsllal
SIt.'Crlll!l all
nrO(lulSIO/l
150
i'run.udy
IlfOpulslor
$400 and
bO ICl
5"'(151_
300
.IV of SltU('I')'" ,)1111
and r!"1~tll
and rutide
c(Un;Xlncn:!-
$500.000
f('tailv1:iy 10\-1
~'IPP!tt'"(!
nON!
ru)rlC
'C)\V nl.1:lott:nanc(!
IIsual'y IOSId.:
·":U:'"sup"ht.... ~
i)f!CatISC (1t sl~111C:
vt:!udc
501.; 100
=~
xl). 1
In.llntcn.}flC..!'
bI.-C.. II~" of
~Irnflltc..t·r
of
-..'t!hICll!
!110ntal
~ace
2104
1 3!oollr~
-
-
NlA
NfA
vl~ila.l
-
1.2001"
H:"S.!)
2.!JCO
-
1(),~:o :~
Ill. !> 1(\ 10 :,3
~
l'
~~;~and
.) slCl'I
~undef
~CI' for SIl"'CV
i::
s.:.lnd.tfd
4i.ltlnda:rI ShIJ) ,.:1..11:'\
~!1I11 hft
Intui.,! ont·( h"
su,f:K.....
;t·~":nf"(". lH.!f.')Ut'M"lt
c-.ltl.lt.uy
«:. ...t·n!
silll'
hv (1"fm.ll <I",-r
Ni'\
s...'J;lot;
s.,fl·IV f3\
SI.,"- .or.d
C11vt"f (".\1': l.l'"'rv
tt"(.hn1q;,f"S
fJ
~.
~
N'A
'l .•\
un.h'!I,.,1
--..
.~
,"-
.."
_
....
-
,,-
. 7.
...:"' .
~"~
r
~~~··~~~~·~~~~~~~~~~~~~~~~_N~~~_~~~~~~~~~~~~---
~
_ _ _.....ISl""""S;~I?:\l!::tl!!..i;:!:~_ _
.. _ _ _ .__
_ ______. _ _ _ _ _ _ _
-
~~
_ __ • _ _ . _ . _ _ _ _ _ _ _ _ _ _ _ _
*~
~ba Divers
Payload
CapabililY
1.300IDin
4x 7·ft cargo
bed or slung
underneath
2.000 Ib 10
cargo bed or
hit
Tool Po>wr
Dry\\':
IIbl
12gpma:
1.200 psI
lod hydrau!;c!.
20 dm Plleo·
",.atIC
18.630
tOlal po"",r to
vehicle ~20
10 50 hp. po_,
can be dllected
to d,vcr tools
10.000 to
15.000
LxBxH
Ihl
26 x gYJ
J(
7Y,
-
Opcrating
Comments
Depth
Iftl
13(1
d''lCr
hmited
Ihydra~hc!
variable spe"d control.
stl.'Cflflg and depth
control by propulsIon;
'abflcal'on cost
S75.000
All spi:ClhcdllOnS p·chrr.lOdry.
tJcflVt.'(i lor IOtCfpolation wilh
perform1nce 01 CXlstlOg vchicle;
hoth land and underwater IlOal
sp"cif'C3llonS will follow
prehminary desIgn
1.000 Ibon
Cdr90 hook
6 9pm at 1.SOU
psi 1011 hydraulkl
1,800
ax6~6
850
Stet.'1lOq and depth conlrol
by propulSIon; b ..."y conuol
hy dl!w.ltl.'fIO!1 sp: ICfC
3.000 Ib Co1n he
suppIClIlcnt<.'(i
by modular
bIJoyanc.y \lo1ck·
aqcs
10 mlm at 2.000
psi
2.500
8x8~B
130
Sh:crll'!l.md depth control by
nonc
none sullPh'c:IJ
50 to 100
3x 1 x 1
150
usually Ins1t1e
vch,cl...
r.onc supphed
1.200 In
2.500
16x8.5
150 111
100 10 300
lb. 5 to 10 fl 3
-
,
!'V(}11U1Sloo rnotors. autom.'lt.c
! •• oyancy
systcrn
()!
-'
delll l, control
Incor;)(JI..Jti.~J
Into
(k.'SI!}n
300
Pr 1In.1ro'y (k:!.uJ!led .1S .1
IIrOl'lIlsl'1O dcvlcc. CtlSl
S400and liP
Sh11 sl"-',,<1 t;ontrol. SIl ...'1"'!)
and deplh fontrolled hy planes
.1111! rutld.'1S. COSI S5.ooo to
S!lOO.OOO
-
-
:,
,
,
"Ship Iofl
C?1~1Clty
Iom.ted only hy
~ill.
N!II.
N;/\
SUra;)o,: uf dl\-'" iUl'ult"(j hy
SlIt- of umblhr-.-ll
s,lft':v f.tC;,'fS frl .• hnl'; :n
dn.-L" c.":n
. carry
st.lt.:- .10ft
I
~!'••
\lnltllllf.:.I1~
-------.....,....
-~-
_ _ _ _ _ _ _ _0.-_ _ _ _,_ _ _ _ _ __
1i
.
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.
.,.
I\,
!
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.
.,3
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
,
I
I.
Appendix
I
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
I
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 CAV 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
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
Table 9. Operating Instructions
Emergency Tasks
No-mal Tasks
I
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
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
Auxiliary ballast
weight gages and
air gage
Instrument gage housing excessively
large; space needed for controls
Modified Configuration
Separate ~'lOusings provided for each
gage; gages'relocated above controls;
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
indicators
Separate instruments required for
pitch and for roll; pitch indicator
very difficult to see in murky
water
Instruments integrated into a single
combined function unit; configura·
tion and readability satisfdctory
Timer
None provided, but one required
for diver safety
Conventional stopwatch enclosed in
waterproof acrylic housing; readability
and reset function satisfactory
Trim weight
indicator
Very difficult for operators to see
Indicator was moved from beside to in
front of operator; improved display was
not provided because of extensive
mechanical modification required
Auxiliary ballast
control
a
Accessible but valves ree, 0"
much force to operate r . .~" ' ..
difficult for divers to rem.
valve flow logic: pump control was
located on Hydraulic Systems Control Panel which was very difficult
for operator to see and reach
Ballast control valves relocated below
panel face and on flow diagram; valves
could be ~een and operated satisfactorily;
operators could see ballast flow logic on
panel; pump control incorporated unifying control functions
Hydraulic control
system
Controls very difficult for pilot to
see and reach
Controls relocated much closer to the
pilot; controls could be seen and operated satisfa-;torily
Main and
auxiliary ballast
tJow and vent
control
Panel too low for operators to see
easily; main ballast tanks could be
blown a::cidently
Control panel relocated higher; locking
device added to prevent accidental main
ballast blow
Main propulsion
tilt control
Control can be reached and
ojlerated without difficulty but
control rotation opposite from
rotation of propulsion motors
(figure 16)
Control rotation direction was changed
~.
continued
56
_ _ _ _ _._........"""'.....,.,......".""""'' ' ' "....................
_
'1:0-....._ _ _,______. . _
Table 10. Continued
I
Item
Original Configuration
ModifiPd Configuration
Scuba K-valve
control
K-valve located at pilot's left
requiring his regulator hose to
pass in front of his body to
reach the right side of his
regulator; interfered w:th
control operations
K-valve relocated at diver's right rear
side; bracket provided for regulator
just to the right of his legs; new loeation and bracket satisfactory
Twin Morse
controls
Controls located at diver's right.
making operation with both hands
difficult (reouired for fast turns)
(Figure 221
Controls relocated directly in front of
pilot; two-hand operation can be accomplished with ease (Figure 1'3)
Trim weight
control
Control position satisfactory
line added to control wheel to provide
improved grip and to readily identify
the wheel. as the two control wheels
are identical and neither is readily
visible to operators
Emergency
marker float
None provided. but one is necessary
to mark the location of the CAVin
the event it is abandoned during
ocean trial!=
A quick-release float added; can be
released by pulling pin; further testing
required
~'
!
i,
3
~
Hand rails and
holds
None provided. but they are
required for boarding the CAV
when afloat and for aiding fully
equipped operators to rise or sit
down. especially during wave
action
Hand rails and holds added; based on
in-tank tests. equipment adequate: sea
trials necessary for final evaiuation;
roll-bar/hand·hold provided to facilitate
entry/exit:>nd to protect divers' 1 • .!adS
in case of surfacing under vessel
Seats
The seats were not adjustable up
and down and were adjustable for·
ward and aft o'lly with difficulty;
no back rests provided. but necessary
Fiberglass seats fabricated Vlhich
provided an easy adjustment in two
planes. a back rest. and a tank rest;
seats appear satisfactory
I
I
I
I·
I..
57
~
.~
;
l
'.
-:I
Table 11. Training Program for CAV Operator
Meeting
No.
TopIc
101/2
A. System Functions
(a) Electrical systems
(b) Hydraulic systems
(c) H.P. air system
1
.,
{
13. Conditioning-Harbor Swim
3/4
A.
1-112
System Functions (cont)
(ai
(b)
(c)
(d)
2
loP. air system
Main ballast system
Mechanical system
Auxiliary ballast sy~tem
B. Conditioning-Harbor Swim
3/4
A. Basic Performance Characteristics
1-1/2
(a)
(b)
(c)
(d)
Control functions
Instrument functions
Speed and trim relationships
Stability (righting and trimming
movements)
(e) Introduction to notebook
3
I
I
Instruction
Time
(hr)
B. Conditioning-Harbor Swim
3/4
A. Operating Procedures
1-1/2
(a)
(b)
(c)
(d)
4
Pre-dive
On surface
Diving-surfacing
Bottom approaches
B. Conditioning-Harbor Swim
3/4
A. Safety
3/4
(a) General safety tJroblems
(b) Mockup wet test
5
B.
Introduction to Math cf Trim and
Auxiliary Ballast as a runction of
Cargo
C. Conditioning-Harbor Swim
3/4
3/4
continued
58
--'
-Table 11. Continued
I
I
r
Meeting
No.
Topic
A. Notebook Questions and Discussion
6
7
8
9
I
1·1/2
(a) Physical characteristics
(b) Technical aspects (functions
and principles)
B. Conditioning-Harbor Swim
3/4
A. Dry Mockup Rehearsal of Basic Vehicle
1·1/2
Operational Procedures
B. Conditioning-Run
3/4
A. Dry Mockup Operational Procedure Problems
1·1/2
and Critiq'Je
B. Conditioning-Harbor Swim
3/4
A. Safety
1·1/2
(a) Mouth·to·mouth resuscitation
(b) Closed chest heart massage
(c) Resuscitator use
A. Notpbook Questions and Discllssion
10
Instruction
Time
(hr)
1·1/2
(a) Technical aspects (functions
and principles)
(bl Operation characteris!ics
(c) Situational p(vcedures
B. Conditioning-Harbor Swim
3/4
A. Safety. Wet M0Ckup Tests
3/4
.0-
11
12
(a) Considerations and procedures
(b) Practice (removing injured person
from tdnk)
B. Wet Mockup Operational Procedure
Problems With Critique
1
A. Wet Mockup O~rational Procedure
Problems With Critique
2
continued
59
»
I
Table 11. Continued
Meeting
No.
13
14
15
II
Topic
A. Classroom Math Analysis of Trim
and Weight Ballast Requirements
for Cargo Handling
1-1/2
B. Conditioning-Harbor Swim
3/4
A. Underwater Trim Weight and Ballast
Requiren.ent Problems for Cargo
Handling
2
A. Classroom Load-Handling Procedures
1
(al Weighing
(b) Transporting
(c) Lashing
B. CAV Handling From Support Ship
112
C. Conditioning-Harbor Swim
3/4
A. In-Tank (wet) Load-Handling Practice
16
17
A_ Classroom CA V Maintenance and Checkout
19
1-1/2
(a) Logistics
(b) Stability
(c) Records
B_ Conditioning-Harbor Swim
18
2
(a) Air-bag lift device
(b) CAY-type lifting frame (if ready)
A. Note!:>ook Questions and Discussiolt
l
Instruc:tion
Time
(hr)
3/4
1-112
(al Pre-dive checks
(b) Air and battery charging
Ie) General Maintenance
B. Conditioning-Run
3/4
A_ Safety
3/4
(a) CAV harbor tests
(b) CAV at-sea t~ts
B. Briefing for In-Harbor CAV Tests
3/4
C_ Conditioning-Harbor Swim
3/4
60
·--,------=------,..---------
I
r
-
.-~
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.
i
r
r
I
.
61
c
~~~ .. ~...
_ ....., _ w · - ' j ; .
~.......,~
~~~..t,~-_~~,
_ _ "' ..
~
_,
.'
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:, •.
-
Ama Potential Halord
·~tm[jl
-
I:mergency Procf.dures
Prevonlive Measures
Eluclrical systems
1. Battery explosion bllcause 01
short circuit and consequent
heat buildup
• Surlact' explosion: trE It personnel lor possible acid
burm and general injuries. lirsHtid kit should contain
eye t 3th; call Base hospital for emergency assistltnce
• Check internal wire and connectors (coble attachments
\I' bathlriesl whon ballery covers are removed
• Chuck condition 01 external connectors ane! cables at
regular intervals
• Underwater explosion: if personnel il'j:!Ioci. divNS
should surfdce immediately and be treated as necessary;
if no urgency. vehicle should be surfaced using cross·
connect lunction
• Check continuitY to p'':;lJnd at regular intervals
2. BatteiY explosion because of
hydrogen buildup
--
J.
• Sur/sce oxplo~lon. treat personnel for possible acid
burns and gen.:'al injuries. first·aid kit should contain
eye b,lIh. coli Base hospital for emergency assistance
• Check operation of rellof valves rogularly
• Open battery vonl tubes to check for excess pressure
• 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
Ol
r-..>
3. Rupture 01 bottery cases
• Checl: batterios and make sure bladders lull of 011 prior
to each diving operation
• If on surface. abort mission
4. Cable connections nOI fully
matoo and accidentally discon.
necled
• Milke sure cabins tlJlly moled and dummy pluqs in place
prior 10 each dive
• If on surface. abort mission
S. ShtICk hOlurd te. divers during
undllrwoler tests
• Check conlinuity 10 ground al regular intarvols
• I I in water. lurn off electric motors: sttrface divers.
trent injurod personnel as necessary
because pressure compensation
system Iniled
• If underwater. surfa,." using crosso<:onncct function
• If und'JrwntP'. surface using c:osSoConnecl lunction
• Check condition 01 external connectors and cables at
regular interva:s
I
g,
1"1
,
:j
6. Excessive heat buildup in
motor and pump canisters
• Run motors on 'urfuce 10 check lor heat buildup
• lise cro\s·connnct lunction to surface vehicle
'.;.
7. Ruplured or crushud motOl
c,Jnistors because pressure com·
pcnsatton system failod
• Chl'Ck compensation system prior to eDch dive
• Shut motor down and usc cross-connect to surface
vehiclu
-~J
-
--
--
----
---------------
--------
--
-
-
-
------------------
,
-
-------
-
-
------- ----------
-
-
---
-----
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.
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,
--
"1
t;cntinued
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,
•
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•
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-:..f.........
~
,
A
$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.
--
_ _-_ ._-----.
..
....
.. -'.-.-.....
_ ...-;---_._. ' - - - - - - -
Table 12. Continued
-
Arell P"tontilll Hazard
Proventove Mellsuros
l'mllrgency Procedures
PropulSion systems
1 Diver or <leek porsonnel
injured by rOIl:ting propellers
• Notify all personnel to stay cleur of propulsio:1 systems
• Treol injuHJd pnrsonneills nocessury
Z. Damagw propullnr
• Milke suro propullors nre undallloged and unobs'ructed
bn/ow diVing
• Sur lace using uuxlliary propulsion
• CtlL'ck lor froo rotalion
Hu!! structures
1. Possihlu inlury to operalor~
bacllusCl 01 unsecured eqUIP'
malll or linos or shlllP l:dg~'~
on slructu.us
Ol
W
2. Possible CAV opolIIOlonll1
lailure bocllUsu 01 t1l1nlll!JO
10 hull lubes or 01 her
slluClurClS
• 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
~
.,.~
,.,
.. I
• 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
~
~
: :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
• InspccllIlI hydraulic cqulprnunlllnd IInos lor ICllks or
cllunagCl
f
• Aburt mlSSlun in Iho Lovenl of dllrnoge
~
:
~
'\'1
• Whun wbmerged, wlllch wlltcr for IIIdic.lllon 01
hydraulic oillcllks
• Check r.puralioll prior
10
cilch divCI
~.
.(.
• Abort miSSion in Iho ovenl 01 dOlTIage
"
?l
~~
HlIlh pressulI! iIIr syslllm
I
;~i
,. FrllClurmlly check illl hiflh pmssuIU Iillt'S lor dillll,,!/ll and
mnkc sure sccurL'tt
I.
~
~
• Trtllll III/uwd personnel (IS noccSSilry
\1
':'1
• Abort Imssion ill Ihe L-V1l1l1 01 dumal/o
~1
~I
Prior 10 usn Ch'ICk chlllgin!/11Il1! lor dnrnll!lll ilnd mllke
surlllil·cj down ill both ends
~; ~
~,
--
conlin.lrd
tl
,
~\
~:
Ii, ..
'
~I
molor
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
.I:~;,
ll'
".
-
\ .
-
.~~
~
_ .... _ " ' _....~.""..t'I\A'IX~..dV'.iP.'k'.t:OP .. C.... _ - - . . .
...
-~~--..-
Ta!Jlu 12. Continued
AlP-a POlllnliul Halard
High pressure Illr
~'"slCm
Prevenllve Measures
Emergency Procedures
Iconl)
• Aller off.loading Ihe CAV check lor oXl:llSsive air leaks
• Chcck wnks, valvllS, line! 1IltlllUs lor dllmllgo or corrosion
2. Failure "I syslum
• 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
Low prO-'SUfe Illr WSlCms
~
thl~
1. Divers' nlr supply InooL'quate
dllrlng main l1allast blow
• Chcc:k
2. Low pressure lur leaks into
mllin bullusl tanks underwllter
resulting in CAV instability or
an unplannl'd ascent
• Make sure main ballosl blow valve is always in vent
!lOsition excllpl durin!l eClUal blow lunclion
• Abandon vehicle il deemed necllSsary
3. Fuilure 01 syslem
• Chuck main lind IIIlxiliary ballasl blow belore
descending
• Divers should abandon CAV on bollom and s,,,lace
1. Divers become IOcallllCilatcd
to some dCfllee bL'Cause 01
contaminated air
• Check nir purity by analysis al regular inlervals
• Divers should breathe ',0m personal scuba air and
surfaceCAV
2. Regulators or hoses rnolfu",~·
tion, necessita'lng emergency
uso 01 backpack scuba nir
• ChL'Ck regulator lunCllon prior to each dive
• Divers should breathe Irom IJIlrsonlJl scuba air aoo
surface CAV
lunctlon under SIIle conditions
• "unsale, divel should breathe Irom personal
tanks
SCU')U
Lile support system
• Use proper preventive mainlllnance
• Check hosllS 101 daml1!le
.continlloo
tt
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I
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•
I.
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~
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..
_______ ,_ _ _ __
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,
11
T .3ble 12. Continued
Emor~ncv
Preventive Measulos
Arca Polenliel Hotard
Stabllhv svslems
1. excessive roll or pilch becauso
• Do not operate in sellstato ovor 2
• Abort mission; secure CAY to emergency buoy or
loavo on bottom as required
• Check cobles ilt regular intervals lor excossivo wellr
• Attempt to correcl vc'liclo Irlm uSing auxillorv
ballast tanks; if vehicle bocomas excessivelv unstable.
abandon CAY immediatelv
\ll surlllCo conditions. resulting
in possible injury to operators
2, Trim weights Inm forward or
alt because 01 broken or tan·
gled cables or forolgn
rnaterial in tubes
rr
,
Procedures
'.
• Check Irim weights posillon prior to ooch dive
!
"Ii
~
to~i
f.
"
..f
8l
~
'~
,
3. Auxilinrv ballust SVSlllnI lails
OOcllUse lanks IIood Irorn
structural damage or ruptuled
wuler or air lines
• Inspect piping and hull slrUI:tullllor damll!le
• Attempt to correct using Irim wo;ghts; if vehicle
becomos excessivoly unstable. abandon immediately
4. Ascent rate bucomos
uncontrolltld or excllssivo
because nuxllllrrv or maIO
bal/llst lanks accidentallv
blown
• Alwavs maka sure the main ballost control valve is in
VENT position and auxiliary ballast control valve Is
in OFF positicn whilo underwater
• Attempt to correct with trim wlliohts or bV altering
valve position; abandon CAY if ascont rate becomes
oxcessive
5. Shifting of clrlgo
•
6, Dosccnt raIC olCcessivo
becllus.! of excess negative
buoyancy
• Insure vohicle is nClltrally bllP'/ant before divino
• Tilt propulsion motors up and surface; il
uncorroctable. abandon vehicle
• Only "Dger~ II110wed nuar CAY dUllng handling
oporalrons
• Use emergency first·aid procedures as
Ma~o
• Attempt to correct with trim weights or bV altering
valvo position; abandon CAY if ascent rato becomes
oxcessive
suro all Cilr!lo securely fasto.tuel
~~
:~t ~
I. Personnel injured by CAV
lallln!! dltring crane·handling
opCl/lIIon
"
nocess.Jr~
(.~
• Nt> dlVur permitted in waler dUlln!l on· or oll·loading
~,J
• ChL'Ck lifting eves and cobles before each operation
----
-
~-----
-------------
-
~~~~~~~~~---.-----
--
'J
-
~\ (1
~~~~-----~~------~~-
continued
:;1
It,'
~,
.II
~' ..
.~.~,
I'.
.., . , t t " h
, "'"
-"
.. ,.....
~,
'
,~-
..
,..... ,11.
.----.------..
~-----
--
-----..
....
Table 12. Continut.'d
A/OII Potontial H/lzil/d
P/ovnnlivo Moasu/os
Emorgency Proceduros
Handling Icontl
2. Excesslvo swing on ond 01
crane cllblo bec/luse 01
advelse soa conditions
3. SlIrllICO collision 01 CAV
• 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
any structulO
i
I
• Uso tllolines from support vassol whon slln St/ltll
plllmits
4. Diver becomes Ill1tullglo.1ln
hundl illl) 01 iii t : ine
~
.. H/lvlI opellllOls StllY clom 01 hllndling line lIIell whilo
vehicle ur.Vlf/walol
• USll shock cord botwc.:
• II oporator injured. liSt) omorgoncy lirst·aid procedures.
lind slack linos if necessary
Ihe lells 01 Ihe lill b/idle
Othol opoliltiofllli hUl/lrds
I. Undorwuler c:lllision
• Survoy /111111 10 ",ok !I sure thoro lIIe no IllIlIe
obstructions and thnt visibility is 5<1lisl/lctory
• If vehiclo is not oxcessively damaged. surlaco and
check CAV lor damago: abandon CAV il necessary
• Notily marinp'~: ~e'
• Use emorgoncy lirst·ald proceduros il necessary
111 boots Gut 01 IIlIIa
2. Visibility ledUCOS bolow
pOllnissib!e limits while
submerged
• Abort ,,,:,S:"
visibility hmiwCl
3. CAV StlilYS oli I;OUIS(; or
sUlvoy Is inaccurate and
depth br.comos (IxceSSlve
uU/ing dive
• Monilol CAV dopth IIIl!JO 10 detect such
doveloping
II, CAV surlilCes under support
vess!!1 01 nny other Slluclu/e
lecomes excessive or
II
condition
• Milke sure <,pomting nrea is clear 01 support craft
• US!! a wOlk boat 10 loilow dlVors exhl)'Jst air bubblos
nnd warn Olher crllll to slny clem of II/CII if possible
• If conditions permit. surlace: if not, abandon CAV on
bottom
• SU/lace il
po~sible:
if not, abandon CAV
• If CAV comes up undor warping borptl or other
structulll, submerge, if possible, maneuvor to clear
oren, and sU/IlICe
-
conlinued
t, ~
; J
\I
~"·i
·,f:
;I
~
$
~
,I
i"
Table 12. Continued
Emergency Procedures
Art.: Potentlc.1 Hazard
Preventive Mrllsuros
Olhor operational hOZllrds Icom'
• Abllndon CAV. and treallnjurlXl personnel if necessary
• Instruct operetor$ 10 obsorvo Ilir-waler Inlerfllce
• Instllll roll bar on CAV
• Operalors should cloar CAV if possible
S. CAV becomos Onlllngled In
kelp or lines
• Selecl oporating silo carefully
.,.,
"
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