TEG!NICAL NOTE 404-54·6 7

r.l)RAY 1V-1A LAY-UP AND REACI'IVATION REPORT

By

Harold Chalmers Undersea Systems Division

Weapons Developnent Department

This is an infonnal report containing preliminary infonnation . It is not an official report of the Naval Ordnance Test Station and must no'lt be used as a basis for action unless enclosed in official correspond­ence in which the purpose of the transmittal is made clear.

u. s. Naval Ordnance Test Station China Lake, California

22 May 1967

TECHNICAL NOTE 404-54

TABLE OF CONTENTS

a--IAPTER PAGE

INTRODUCfiON • . . . • . . • 1

1. TV -lA LAY -UP WORK • • 2

a. Propulsion Battery . • • • • 2 b. Instrumentation Battery • • . • • • • • • 2 c. Emergency Battery • 2 d. Mercury Trim Sys tern . . • 2 e. External Junction Boxes • • • • 2 f. Propulsion Unit • • . • • • 2 g. CfFM Sonar System • 2 h. Garaging Sonar System • 3 i. Passive Sonar System • • • . • 3 j • Raytheon Depth Sounder • • • . • • • • • 3 k. Pinger . .. . • • • • 3 1. Control System • • • • • 3 m. Environmental System • • • • • • • • 3 n. Rebreather Unit . . • . • . . • 3 o. Tape Recorder • . • • • • • 3

.p. TM System . • • . • 3 q. Audio System • . • • • • • • • 4 r. Radio • • . • • • • • • . . • 4 s. UQC • • • • • • • . • • • . • • • • • 4 t. Ttlle:vision System • • • • • • . • • • 4 u. Personnel Sphere • . . . • • • 4 v. Electronics Sphere • • • • . • • 4 w. Fiberglass Hull • • • . • . 4

2. SPARE AND SUPPORT EQUillffiNT • • • . . • 4

3. CATAMORAY • • . • • 5

4. \'IEIGI-IT, BUOYANCY, CG AND CB INFORMATION • 5

s. TV-lA REACTIVATION WORK ESTIMATES • 7

a. Hull . • • • • 7 b. Electronic and Personnel Spheres • 7 c. Control System • • • • 8 d. Environmental System • • 8 e. Air Escape System 9

TECHNICAL NOTE 404-54

rnA.PTER PAGE

f. Electrical Wiring and External Junction Boxes. • • 9 g. Propulsion Motor and Aft Seals • • • • • • • • • • • • 10 h. Mercury Trim System • • • • • • • • • • • • • • • 10 i. Forward Sonar Dome • • • • • • • • • • • • • • • • 12 j. Five Port System •••••••••••••••••• 12 k. CTFM Sonar System • • • • • • • • • • • • • • • • • • 13 1. Pathometer • • • • • • • .• • • • • • • • • • • • • • • 13 m. Underwater Telephone (UQC) • • • • • • • • • • • • 13 n. Pingers • • • • • • • • • • • • • • • 13 o. Radio, Antenna, and Beacon Flasher • • • • • • • • • • 13 p. Forward Looking TV System 14 q. Depth Servo • • • • • • • • • • • • • • • • • • 14 r. Propulsion Battery • • • • • • • • • • • • • • • 14 s. Instrumentation Battery • • • • • • • • • • 15 t. Emergency Battery • • • • • • • • • • • • • • • • • • 15 u. General Systems Review • • • • • • • • • • • • • • • • 16 v. Complete Vehicle Checkout • • • • • • • • • • • • 16 w. S- 2 Compass Correction • • • • • • • • • • • • • 16 x. Buoyancy Test • • • • • • • • • • • • • • • • • • • • 16 y. Buoyancy Modules - Deep Te ther Test • • • • • • • 16

6. SYSTEM REC04MENDATIONS . . . . . . . . . . . . . . . 17

7.

a. b.

Buoyancy Control Recovery Float • • • •

DRAWINGS ••• . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. SUPPORT CRAFT . . . . . . . . . . . . . . . . . . . . . . . 9. CONCLUDING STATEMENT . . . . .

TABLE

1. !VDRAY TV -lA WEIQ-IT AND BOOYAND' DATA . . . . . . . . . . .

2

17 17

19

19

19

6

TEG!NICAL NOTE 4 04 - 54

INfRODUCI'ION

The MJRAY 'IV-lA submersible completed its final San Clemente Island operations in late September of 1966, having essentially completed those goals for which it was designed and constructed. The submersible was then returned to Nars, China Lake, where it has been cleaned up and pre­pared for an indefinite lay-up period. The purpose of this document is to detail those lay-up preparations , and also to provide a reactivati on work est~ate. Included are suggested modifications and system addit ions which the writer feels should be considered should the submersible be re­activated.

TECHNICAL NOTE 404-54

?vDRAY TV-lA LAY-UP WORK

The following work has been perfonned in preparing the MJRAY TV-lA for lay ... up.

a. ProP!-llsion Battery: The Univolt 35 oil and the (18) 6 volt Exide 3-LBT-9 lead aciJ batteries have been removed from the battery box. The battery hold-down brackets, interconnecting cables and bellows system were stored inside the cleaned battery section of the battery box. The contactor section was left intact, however, the shunt sensor for the ampere hour-meter was not installed, but was stored in the battery section.

b. Instrumentation ~atte~: The Yardney Silicad YS-300 cells, 26 per set, have been removed ~om both the grey and white battery box sets. These cells will be stored for possible use until October 1967, when their shelf life expires. The white set of battery boxes has been installed in the vehicle and the grey set is to be stored with the ~DRAY support gear.

c. Emer~ency_ Batt~: The (18) Yardney HR-40 Silvercels have been remove<:Irom the emergency battery case. These Silvercels will be turned into salvage to reclaim their silver value. The battery case has been installed in the vehicle.

d. Mereu~ Trim System: The mercury- and hydraulic oil have been drained from t~ system.

e. External Junction Boxes: The oil has been drained from all ex­ternal jnnction boxes.

f. Propulsion Unit: The propulsion mot&f, shafts, and aft seals were left 1ntact Wlth one atmosphere of Helium inside. The grey aluminum propellers were left installed with their protective cage.

g. CfFM Sonar S~stem: The Straza Model 500 CfFM Sonar Systen and its Topaz Model 250 ~ 115 volts, 60 cycle inverter have been removed from the vehicle. The special cabinetry to house the system in t he per­sonnel sphere, U1e projector drive system and isolator, and all internal and exterr~l wiring have been . left intact in the vehicle.

2

TErnNICAL NOTE 4 04~ 54

h. Gara~ing Sonar System: The garaging hydrophone and external cabling have een removed from the vehicle. The internal cabling in the personnel sphere was left intact. The receiver and internal wiring in the electronics sphere were never permanently installed.

i. Passive Sonar System: The passive array and external array brackets have been removed from the vehicle, however, the external and internal cabling have been left in the vehicle. The + 15 volt battery in t he personnel sphere has been removed.

j . Ra~heon Depth Sounder: The transducer and external cabling were remove~ however, the spare display tmit was installed in the cock­pit panel.

k. Ping~rs: The top and bottom 45 KC Pingers (Ordnance Locator LD 287483, Report 297 from the u. S. Naval Torpedo Stat i on, Keyport, Washington) have been removed from the vehicle.

1. Control S~stEm: The air pressure was bled off the accumulators, the accumulator an bypass valves opened and the hydraulic oil l eft in the system. · The control stick was centered and pinned and the f in locks installed.

m. Environmental ~-ru.em: The m 2 scrubber was left with a partially used Lictt and activated rcoal char ge installed. The oxygen was bled down to a pressure of al?out 20 psi in the Oz cylinders. The rnp i sture absorbers were baked out and installed to help prevent sweating on the sphere walls during storage. The 02 and C02 sensors were removed and sealed in their storage bottles to pr event the electrolyte in t he sensors from drying out. The sensor amplifie rs, and 02 warning system were left installed.

n. Rebreather Unit: The cardoxide charge was left in the tmit, hmv­ever, the 02 pressure was bled down t:o about 20 psi in the reserve 02 cylinder. The unit was left installed in the vehicle.

o. Tap~ Recorde:r-,: The Ampex AA-200 tape recorder system and the 12 .5 KC tape compensation oscillator were removed from the vehicle.

p . 1M System: The 1M System and its battery pack have been removed from the veh1cle. The ins trumentation D. C. isolation amplifiers were also removed from the vehicle.

3

q. Audio System~ The Audio System 11.raS- left intact~ The extel"lnal plug ... in intercom un1t and cable have been sto"red wi th 'the support g~ar .

r. Radio: The ~dio and its antenna were left intact, however , t he antenna beacon l ight is. i noperative •.

s. !29£: The Straza ATht 503 UQC Systein was r emoved, howeyer, the 100 watt power amplifier and the top and bottom transducers we~e lef t installed . ·

t. Television System: The Television System was ·left. intact in the vehicl e, however, the oi l was drained f r om the 1V raise and lower mecha,nism.

u. Persopnel Sphere: All surface corros~on a nd salt deposits have been c l eaned from the front and side panel surfaces;. the ~here bottom, and from the deck plates.. All exposed metai surfaces have been l i ghtly coated with WD-40, a corrosion preventative. All sphere wiring and cockpi t instnnnentation was left intact, however, as mentioned pr e ­viously, the sonar s ystan-, emergency battery silvercels and the passiv e array + 15 V batteri es have been ranoved., The ampere hour meter was r e­i nstalTed on the cockpit f r ont panel.

v. Electronics ~her-e : The El ectronics Spbere was removed f r om t he vehicle, the hem1.s~eres separated and the hatch mechanism· repaired . The tape recorder, 1M system, sonar inverter, and silicad cells from the instrtmlentation batteries were ~removed. The sphere was cleaned, assembled. and reinstalled in the vehicle • .

w. Fiber Glass full:- While the top half and propulsiOn battery were rEIIlOVed, all rJiilii SUTfaces and the bottan Of the lO.Wel" hUll were cleaned and washed down with hot water so as· to r emove a11 salt and o i l f rom these surfaces. After the proiXllsion battery and top were rein­stalled, the entire hull and forward nose were washed down with soap and hot water. to remove the dirt, salt· and oil stains which had ac­cumulated from the last operations at San Clemente Island and from· shipnent back to China Lake.

2 . All ~y· ·vehicle .spare equipment has been gathered up and is to \be packaged in a ~k-box which will be stored with the vehicle. A set of drawings and LD's along. wi th the IDRA.Y reference books. Volumes 1 t hrough 9 , and per t inent f i l es ~ill also be stored in this box.. Other equiJ~liilent, sw;:h as the spare forward ring , propeller castiJ1g. ~P·'-~?'-1 spec1a l handlm g dollys, ~wor.k platforms , hat ch guards, spreader bars, strongbacks , shock absorber, and lifting slings wil l also be stored with the vehicle so that should ()RAY ever be shipped of f Stat i on or be re­activated , the support gear , spare equi pn.ent and document a tion wi ll aJ. l be wit h the vehicl e.

4

• ,•· ~~-- . ·· p-; .... 'l' .... ... - ..... f"' ..... .. - • ~- • ... ••• ••• .1.

3. The Catamoray is being modified to act as a surface support vehicle for the HIKINO submersi ble. It is, therefore, no ·longer considered as part of the MJRAY . support equipment.

4. Weight, Buoyancy, CG and CB Infonnati on:

a. Table I shows the weight, buoyancy and static locations of the JVDRAY 's CG and CB f or the vehicle conditions indicated. The first line of the table gives this data for the present lay-up condition of the vehicle with the following exceptions , i.e., it assumes that:

(1) Eighteen (18) Exide 3-LDT-9 batteries have been assembled in the propulsion battery box. The box has been filled with Univolt 35 oil, its bellows system has been filled with salt water and the battery has been instal led in the vehicle.

(2) Eighteen HR~40 Silvercels have been assembled in the emergency battery and the battery has been installed in the personnel sphere.

(3) Thirteen (13) YS-300 Silicad cells have been assembl ed in each of the two white i nstrumentation battery boxes and the boxes have been installed in the electronics sphere .

(4) The UQC electronics (4.2 lbs ) has been installed in the personnel sphere.

(5) The Pathometer Transducer and Cable (26.5 lbs) have been installed in the lower hull.

(6) All junction boxes have been filled with silicon oil .

(7) The 1V raise and lower mechanism has been filled with silicon oil.

(8) The five port system has been filled with hydraulic oil.

(9) The Flux Valve of the S-2 Compass has been filled \'lith silicon oil.

-~~ "· ""'~· .. ~ £

(10) There are no operators or operator's eqY."iP.!l,£nt aboard.

The succeeding lines in the table show the data for what would seem logical additions to the vehicle should it be reactivated. Corrections for other modifications and additions would have t o be individually applied. These figures , however, gi ve a base to apply them. The data indicates that the vehi cle would assume a slight port list with a down by the stern attitude. A shif t of about 30 pounds of mercury fonmrd, would bring the vehicle to a level trim for the l ast line condit ion shown.

' 5

M)RAY 1V-1A WEIGHT AND BUOYANCY DATA TEGINICAL NOTE 404 .. 54

' Vehicle

Reserve X X z z y Weight cb cb cb Buoyancy , Buoyancy cg cg

Condition + 50# + 50# + 5# + .OS" + .OS" + • OS" + .OS" + .OS" - - -Lay .. up Cond1t1on I

as excepted in 18' 580 20,045 1,465 +221.89 +220.13 +4.50 +6.14 +0.17 ' (a) above.

If the Straza 500 CTFM Sonar System Plug"ins & Topaz, 250 GW, 18,804 20,077 1,273 +220.76 219.91 +4.52 +6.15 +0.16 n sv, 60 cycle, I inverter are installed.

*I f 602 Hg & 44# oil are added 19,450 20,077 627 +220.70 219.91 +3.86 +6.15 +0.15 to the Trim System,

If the operators (380#) & their equipment (Steinfe

20,077 227 +220.3-5 1 Hoods, MSA Masks, 19,850 +219.91 +3.61 +6.15 +0.15 Tools, spare l LiOh) 20 lbs are aboard. I . - ~ ~ - - - ~ - ~ ~ - - --- - - - -

X = The longitudinal axis with stations increasing from +52" at the nose to +448 at the after tip of the propeller fairwater,

()\

Y = The transverse axis where 0 is on the centerline, ( +) stations are to starboard and (-) stations are to port, Ycg ws been assumeQ to be at Y a; o.

Z = The vertical axis where 0 is on the centerline, (+) stations are above and (-) stations are below.

* Forward tank 290# Hg, l:S-~ .5'/t oil, Aft tank 290/t Hg, 12. Sit oil, Lines accumulator and Power Pack 16# oil, Lines 22# hg.

TABLE I

---,

'

I I

TEClWICAL NOTE 404~54

b • . Should the Straza 500 Sonar System not be utilized, then the present cabinetry and cabling in the personnel. sphere and: the external training mechanism platform, projector drive mechanism:, c~bling and isolator system could be removed.. This would· yield about' 90 ·pounds of reserve buoayncy for other uses. A fm'ther gain of about -4 7 , pounds in reserve buoyancy can be achieved by removing the moisture absorbers from the persollllel sphere.- This: was done during our last e~ting periods to allow for added .payloads with only a slight change lJl; .personnel com ... fort humidity levels. Cir~latian. through the OOz .scrubber is nnproved, howeve:r, so that r~ of the .DlOisture absorbers can haVe a beneficial effect · on the system operation.

c .. Althbugh identical, there batt.ery set being the grey set, can be eliminated.

white instrumentation-battery boxes appear ·di£ference in their weights ·with the grey • By including an 8- pqtmd lead weight idtn

in the reserve buoyancy due to battery changes

5. 1V .. lA Reactivation Work Estimate: The following work would be required shoUld f;fjffAY 'IV-!X ever be reactivated.

a. Hull - The top half should be reJOOved and the vehicle completely disassem'6'Ied, Le.; so that the. propulsion battery, aft buoyancy, motor and both spheres are removed'O ·All stainless steel bolts and capti~e nuts, sphere mounting flanges·~ brackets ·, etc.,. should _- he remov~ where possible and inspec_ted for corrosion, -gaul ling • wear, etc. • espec4ally where stain­less steel ·bolts were ·used. to hold aluminum bracke~. Fol,lowing the re­work, the hull should receive-. a fresh coat o£ ·paint.

-b. · Elec~FOnic ·and f>~sonnel . §Plierss - Both spheres shrDuld be sepa­rated at . dieu &iliiiji&ilcai . n:~es . so .that- the flange. Se2l~ $UJ;faces .ca.n be inspected arul cleaned· and ·the- 0-rings replaced.: ~ wirbta changes­required in the-personnel sphere should be·- a&complished before the sphere halves are rejoined. -New glass washer,s shoold 'be· used· under the flange bolts and .nuts ;when-the spheres are reassembled. .'I'he: hatch mechanism : for both spheres should be· disassembled, cleaned·, and· .-insp~ and new 0-rings installed for the·.hatE:h seal surfaces. The electri,cal pass•thrus should be cleaned and all- pins tested for continuity and resistance above ground • The hydrauh.c and gaseous · tubing-. pass-thrus. shciild be removed:~ . and replaced \\lith .pass .. thrus· whiE:h have.--bolt.ed_ fla,nge fittings on the,"'Qut­side so that all welded stainless ste·el or oonel external . tuOing systems can be flange mated externally. The pass·thrus shot1ld .be · ciesigned so that their interior fittings will al lqw direct attachment to suitable hull stop valves. These changes will be required by NavShips f~r certification of

7

small manned submersibles, therefoTe, these modifications should have their approval before any rdware changes are made (See LD SK 4:48163 , LD SK- 448238, _and LD SK 44&161)~

c. Control System~ The forward unit of the Control System, i. e ., the conti?Ol -wheel, yoke, and forward hydraulic actuators,_ should be removed from the _personnel sphere as a unit along with the por-tside floor plate. The aft hydraulic actuators should also be removed from the vehicle and the entire system cleaned,- inspected and r~orked as· neces-sary. This would probably require replacing the rubber boot-s· i n the hydraulic actuators and the rubber boots in the air accumulators. This \'YOrk should_ .be completed before the personnel sphe.re halves ha e · been reassembled to allow i nstallation of the forward unit.

The e~ternaJ>,hydra lie tubing .should be replaced with an all welded stainless system which tenniliates at the aft hydraulic actua:rtors and the personnel sphere pass-thrus witn -bolted flange fittings. Tne interior tubing should be similarly modified, and should ~lnde _liu~l

_stop valves fitted to the :pass-thrus. (See LD SK 448184, LD SK 44-8'!69. and LD SK 448171).

d . Environmental S~s:tem: The Envir0nmental System as presently conl!' figured do~s not meet t e certification requir~ents of NavShi'ps.. S ince the Oz cy~inder manifold and the Oz pressure reducer both need r-~k, it would bt{ wise _to redesi gn the system. to meet the certificittion '·n.:. quiranents of NavShips. 's would require replacement of the· present stainless steel threaded t:ubing -system with a welded "'CJiieel tubing · f¥Stem. The revised system should also. include a hull stop-- valve lOOUil.ted! directly on the hull pa.ss-thru. Tbe system should incprporate the. present ~· regulator and its required pressure reducers as thi~ has p-roved to lbe a very rel~able system. avShips should approve the new d~?ig~ be~re any rework starts.

_ The Oz cylinders should be removedF drained, and shipped t-0 'Tavco o·f Santa Monica for hydrostatic testihg and cleaning. The coz scn:zbber system is satisfactory, ~rovided care is taken in chargiqg the scrubber tubes so that the LiOH bag s are not crushed. If crushed, the flow rate is reduced _ and COa buildup will occur. The scrubber should be reclfua,rged and installed in tne sphere and a 4. hour manned environmental system. check made pri@F to use of the vehicle.

. The reb rea ther system Oz fill lime will :r:~quire replacemenlt with mcaw1 tubing,. and therefore' should be included in the redesign wttlrk ci. ted above. Prior ta use it will require a fresh charge of carOoxide and o2 and a short manned test.

8

.·-·· .

r"i\t ... t .,r "".g.l~~~- ~-·, .. . , ... -·~ · -1'h:e-·-oz· atrd"C02 sensors - should~be · reinstalled-;~ and ·the system···"

checked and calibrated. Back~up sensors should be .ordered. (See Lll SK 448248, LD SK 602169 , SK 575240, and Reg . 4046-0t6~66).

e . Air Escape Sys tern : The air tank should be removed and shipped to t he manufacturer , Tavco of Santa Monica, f or proof testing and clean­ing . The tag for the safety blow-out disc is ma,de o·f aluminum·. This shoul d be replaced with a more suitable mater ial as it is corroded.

The threaded stainless steel tubing should be replaced with all welded stainless or JIJCBlel tubing. The per sonnel sphere pass-thru should be removed and replaced \vith a modi fied pass - thru with a f lange fitting on its out er end and f itting which can accommodate a hull stop valve on its inner end .

The Steinke Hood flexible charging hose should be pressure t ested . and the hood quick disconnect valves inspected and checked. The Steinke Hoods should also be inspected and tested be£ore being used.

The NavShips group which visited NOTS while looking into the certification requirements for MORAY indicated they ~~uld like to see a moisture drain on t he air t ank . This would require a modification to or chang~ of the present air tank and would also require that i ts instal~ lation be changed from its present horizontal to a vertical attitude. This would best be cleared with the NavShips certification group before any changes were made to ·the system tubing .

f . Electrical Wirin~ and External Junction Boxes: The electrical cables leadlng beb-veen t e external junction bo~es and·:t}}' personnel and electronic spheres were in good operational : - · · · · however, they should be checked thoroughly while the spheres are removed as this is the only time that repairs or replacements can readily be made. Like• wise, all leads from the pass-throughs on the spheres to their respective terminal boards should be checked while the spheres are separated.

Any wir-ing changes required in the personnel sphere . especially those requiring work behind the control panel should be mad~ while the sphere halves are separated.

The external junction boxes were in good condition with the possible exception of Junction Box #3, which is the round one on ,the starboard side beu~een the twu spheres . It was fabricated out of' a pressure pot and has a convex bottom on which the stuffing tube passe thr:oughs are mounted. It has had a history o£ leaking , however, it funct i oned well dur ing our last operating per iod and presented no major problems so long as we topped it off occasionally, i.e ., about once a

9

........ ,.... _ . :L ~-.:~r·;-..-.. ~ ... ~-···..;..,...e_~ ·.a:-- .;;:..· · .... ~.: .• ~.·.-:...-:.~ .. ~~-.:.-:.:.... -·~-:r~ . - .. :..:=,~-.~_;_- .:;~..:-. ':'--=: .t.,'t->. • .,_~ ... ---- _:;..... .. :P:; .. ....,.., .. "{ - ·"" ~~~

week. The aircraft inne-r tube oil accumulatcirs ari jtlnet1on -box and on Junction Boxes 11, 2, and 3, should be inspected for deteri­oration~ They were installed in Hay of 1966.

The in.:.:line Mecca Connectors on cables -FS932 and F5942. (Fin Potentiometer Signals - See LD SK 597306) both leak. The connectors­have had shrink tubing and t ape applied to seal them. It would be wise to -remove and replace these cables or have new- connectors -instaJled, especially if the ~DRAY were to be certifie_d for depths greater. than 300 feet. _ These run between the -fin p:>tentiometer junction box --

- on the port side aft._. and, the #1 and Jt2 junction boxes fon-ard, respec:tively. ... . -.~~ .

All wiring changes required in t he mid-junction box, the -rec·tMlgu-lar box between the on the starboard side, should be made before the spheres are installed in the hull as it is extremely difficult to 1vork on after the spheres have been installed.

When all the wiring has been completed, the junGtion bG"Xes should be closed and a vacutnn established in the rubber accumulators atop junction boxes #1, 2-, and 3, -and the aft j unction box. All the junction boxes and their accumulators should t hen be filled with -silicon oil. (The ·oil charging pressure should not exceed 3 psi).

Removal of the garag ing .. ·and-passive sonars and the telemetry and data recording systems 11ru;: left 22 electrical lead$' -available between the electronic and personnel spheres, and about 6 --stuffing tubes available from the junction boxes for eXternal- functions. -Most of the eleGtrical leads between the terminal strips and the ~ystems remov€d 'in the electronic sph~re have not been-rem~vea_·s1nce they were- tied into o-ther -harnesses, ~ikewise . those in .the per5onn-el sphere including- :::.,~-~ arid pas'$ive sonar wiring were not raooved due to- the difficulty of Wo-rking behind the control panels with th.e top half of the sphere in place . (See S~ 5752.35, SK . 571~S; SK 567190-, SK 57:)607, SK 6.02052~- SK 602061, SK ~646-46, and-SK 595879.}

g . !1rof*sion Mpto-r and Aft Sefll s: The ProRU1sion Mq:tor and Af,t ~eal units shoul De separliteci and ii'idiVi'dilally opened and inspected to clean out the carbon and inspect t he corrrnutators, brushes, and slip :;rings in the motor, . and to :in~ect an~ measure __ (~icromet:r) the bearings, spacers and seals 1n the Aft Seal UJU.t. The latter to 1nsure that a positive squeeze of from .015 to .050 exists on the inner and 0uter shaft seals to insure that an adequate lQW pressure (shallow depth) sea1 exists. (See ~SK 269263, LD SK- 269184, and LD SK 269261._)' -

h. work .

Mercury Trim System: The Mercury Trim System needs extensive re­The power unit should be remov-ed so that the annature of the motor

iaJ' . ;,-10

- • • .<;- ~... ... • . ••• • •

can be rewo:rked or replaced. The commutator has Q<J~~~).W.i~<F~".'"'& .( '-·Rlm!ber·' *·t-imes«> S0-tftil-t ... J>ep;i-asem8nt-·.wa~he: .. ~"-:~~~­new properly seated brushes would be advisable as the present COUIDl..lt~tor segments are badly burned . Apparently, arcing bebteen the brushe-s and commutator seginents in the hydraulic oil used in the system creates an oxide deposit on the commutator segments increasing their resistance so that insufficient power is generated to maintain pt.Unping rates·.

The root of this problem seems to be in using the red MIL_ R .!>606 hydraulic oil with the irrunersed D.C. motor.. A s~dy should be· instituted to determine the be$t oil to use for this purposew and also to optlinize other paramet~rs such.as brush size, material, and tension to minimize . arcing, brush wear·,.,:ana ~·_floating. An alter;nate solution might. be in ·re·­placing the present motor with one of the new oil bnmetsihle· or bTUshiess D.C. motors now on the market, i.e., such as the Hoover Electric Company's 3/4 HP, 2& VIC, 3600 "RFN Submersible Motor No. 7 530. Whatever the sol ut:ion, the oil, used. should i>e, ·,_~atible with the diaphragm mate~ial used' iri the Fwd and Aft· Mercury 'fanks. The tvliL H 5606 Hydraulic Oil caused the neoprene diaphragm in the forward Hg tank to swell about 3D_ percent . The aft Hg tank used a B~-N ~bber diaphragm which is compatible with the hydraulic oil.

Doth mercurY:~anks shotud be removed f rom the vehicle, opened up, inspected1 and -cleaned. The aft -t ank should o~y require .cleaning , and a chang_e of diapntagJJis, however, the f-orward tank shru1d receive a major rework. This should include new stainless st~el fittings and ~lso a new. cover. The· present cov~r required ·excessive .. grinding about ~ · outeJ\' peri~ry to _get a good ·seal surfaceh .-This 'tas the. resul:t of" ' weld­ing stiffeners aGross the top· after th~ Se$1· surface was groPnd~ TAe · surfaces required regrinding _ tq eliminate the warpage Which resulted from the weldinJ. The· new-cove~ shOUld be .made of heavier . materic~l and have a ~einfori:'ed grating f~r the oil -~it .

The mercury sump at the . bottom of the tank. should be modified to include 3/16-in~ holes all ·ac ross the bottom. Tilese mercury exit holes are only drilled in the ·forward half now. The tank. and-cover should then be cleaned and epoxy Mlf:ted inside and out .

New · diaphra~ sho~l~_ be made up of a material which is compatib l e with the oii to be tllized-, in the system. A mandrel for the £onvard diaphragm: exists.

back pres sure .

mercury tank release sy-st~m hydraul ic lines ill the per­be rerouted to eliminate gas t raps (high bends)

shoul d include a bleed valve at a single· l}ig~ point. valve used in this sys.tem to isolate--the -blutk.~ pressure -

laced with a mere positive valve. The 0 -Fing seal on valves shears off if the. valve is opened with a trapped

ll

The :x:t!wn-1:1. pivot bar for the forward mercury tai:tk is bent. It should be removed and replaced with a new stainless steel, bar .

The forward electric and autorratic mercury dump v~lves, aft hydraulic mercury dtmlp valve, in- line valve, and oil accumulato.r should be removed, cleaned and inspect ed to insure that all 0-rings, springs, and moving. parts are free and in good condition.

The flexible oil and mercury lines in the hull should be v isibly inspected for crushing damage in the forvrard half of the vehicle. i.e. 1

where they route under t he t wo spheres. They should also be blown out with air to insure that they are clear.

When all the individual components of the system have been re­assembled, the system should be reinstalled, charged with abou.t 500 lbs of mercury,. filled with oil , all c:iir bled off, and finally tested to in­sure that it works and to determine the fore and aft pumping. and valve jettison rates . (See SK 573626).

NOTE : Care should be taken in cleaning and reassembl ing the Forward AUtomatic and Aft Hydraulic Mercury Jet tison Valves to insure that the 0-ring on the knockout plug makes a good seal against the valve body wall'. (In the bottom cylinder of the valve . ) Should external pressure leak by this 0-rir~, the void above the knockout plug wi l l be­come pressurized and the: plug will be f orced out when the vehicle surfaces, inadvertently dumping the mercury. (See DL SK 597757, DL SK $97765, DL SK 5982@4 and NOTS Technical Note 404- 35-66.)

i. Forward Sonar Dome : A new nose hatch should be frun:icated f or the Forward Sonar IX>me~ This hatch should be designed to attach t:o the forward mercury tank so that it will fall away when the tank is j e ttisoned. It shoi!lld be kept in mind that the -water trapped in the hull will exert a downward force on the hatch as the !VDRAY is lifted out of the water~ there­fore, the hatch and attachment hardware should be designed to withstand this load... For this· reason, and also. to minimize the lifting load , the MORAY should be hoisted slowly and in steps when it is. removed from t he water. (See LD SK 448158)

j . Five Port Sys-tem: The Five Port Syst em mounted inside. the nose dome is of quest ionable value. If angle of attack and angle o£ yaw information is not needed , it should be removed from the vehicle. If it is needed , then the system should be rebuilt. If the new system is to use dome ports! then a new sonar dome maybe required as the present dome is out of shape, i .e.,. it is no longer a true hemisphere having sprung out of shape when the bottom hatch was cut out . I£ the system is removed, then the velocity sensing transducer wil~ require r epackaging as it was included as part of the Five Port System. · (See SK 606429)

fi

k. CTPM Sonar System: The Straza 500 CTRv1 ScmaT System has een removed from the veh1cle so that it will be available to support other Undersea Systems Division's projects . The special cabinetry, training mechanism platform, projector drive system hardware, projector isolator, and the internal and external wiring have been left L11tact in the vehicle so that a duplicate Straza 500 Sonar System could be installed in a matter of hours . The Topaz 250 GW, 250 watt, 115 volt, 60 cycle inve rter sed to partially power this sonar system has also been removed . e electrical wiring and mounting plate for the inverter were likewise left in the vehic~e so that a replacement could be installed directly.

1. F.athometer: The Raytheon Depth Sounder, Model WC 64 , along with its transducer and external cabling were removed from the vehicle to be used with the HIKINO project. A spare depth sounder - display unit - was installed in the cockpit panel. This spare unit was tes"ted during our last operating period and although it works, its operation is only marginal. It is not readable in depths over 200 feet . lit has a de­sign depth range of 600 feet. This unit should be returned to Raytheon for repairs or a new depth sounder should be ordered and installed along with a new transducer~ See SK 573607 (Fon~ard Junction Box #2, Electrical Distribution) for the transducer cable installation data . The other in­tenial cabling in the vehicle was left intact.

m. Underwater Tele hone QC): The Straza ATM-503 Unden~ater Telephone was remove rom t e ve 1de to be used on the HIKI prog ram . The top and bottom transducers, one hunQ.red watt. power a111pli.fi er 1 and the internal and external cabling were left ~ntact in the vehtitUe. A new Straza ATI-1- 503 Undenvater Telephone less transducers should be purchased and installed in the vehicle . The special mounting plate for -the personnel spher~ control panel was left in the vehicle . The new tmit sb.ould be fitted

..

to this plate to simplify the installation. It s.hould use a Bendix PT02E- ·.: 12 - 8P ·connector . (See SK 606281, SK 606282, and the Straza A'Jl1.!1"'503 Manual dated Sept . 1964}.

n. Pingers : T\-vo new 45 KC Pingers {Ordnance Locator LD 287483 , Report 297, U. S . Naval Torpedo Station, Keyport, Washington) should be procured and installed ·in the vehicle. The mounting bracket·s were left in the vehicle.

o. Radio, AntemJ.a_, <;t.f!.d Beacon Flasher: The Beacon Flasfuer on the Antenna f or the General Electric Transistorized Progress L.ine Radio is not working . The radio and antenna are operational, however, being tuned and matched to operate at 60 watts on frequencies of 141.96 and 142.08 megacycles. Twu new antennas, or~ a backup, should be ordere& from the Applied Physics Laboratory, University of Washington, Seattle, Wa~hington, as per SK-F-19820 , under c9ntract APL No . 62-0579-d. Other referer~es are List of Drawings LD SK 10932 and Schematic Diagram SK-C-Lli573,

13

TI1e Antenna Light Power Supply (SK 573659) is o~erational and was. left installed in the vehicle. (Under the starboard side floor · plate in the personnel sphere.).

p. Fonvard LookinS: TV System: . the ,TV raise and lower mechanism should be filled with sihcon o.it a~d the rack and pinion gear greased. The system will then be operationa~, however, consideration should be given to modifying the TV riase an~ lower system. to incprPOrate a train~ ing control so that the TV ~amen{ ~an. be . trained + 180° to allow operator 'f' · • all around the: venicle. The present fixed camera has a field of view of + 20° and a vertical extension capability of 18 inches. If the training medification' is made. the vertical extension capability of 18 inches shnul~ . <j.lsc;> be ~ increased. to at least 3 feet to allow a greater viewiiig aspect. ESee LD. 'SK 448244, LD SK 448162, SK 575565, and SK 602085 • .) . "

q. Depth Servo: The ·Depth Servo now in t~e vehicle utiliz~s a pressure transdUcer \>mich limits its depth capability to 232 feet. This transducer was substituted for one which broke down toward the end of the last operating period. If the substitute transducer is continued in. use, then a 1.4 volt mercury bias cell will have to be installed to allow zero­ing the system. If the vehicle is to: be used in depths exceeding 230 feet, then the regular pressure t ransducer (Fairchild Controls CQ'):"poration, Model 3S.G,_ Solid State Strain Gage Transducer, Part No. 990551 .. 24, Serial No. 1943, range 0-500 psig, excitation 28 voc, Specification OOOOB) shou,ld be returned to the manufacturer for repair so that it tan be reinstalled. A 5.00 psig gage saver should be placed in the pressure line to protect the transducer should depths exceeding 1134 feet be expected" i.e., such as might be expected during tethet: tests. No bias llatte-ty: is required with tllis transducer. The transducer 1ltilizes a common · tuhing pass,-through with the Forward Mercury Tank Hydraulic Jettison System. Tl)i$ ttlb:ing §ystem: shO~ld have a bleed valv;e installed at its highest pom't in the -control sp)l~re. (See SK 664035 and SK 597306.) -

r: Pro~sion Battery: A new. set· of EXide 3:LIJr-9 - lead,·_~ct~ batte;I"leS (l sfioula be prepared.,. l.e.,. have plex:I.glasS s!and ·p1pes fi.tt~fl . to their individual cell fill ports,. be filled wi~r( electrolyte, charged, and ·road tested to prepare them for installation in the propulsion battery bqx. The inside· of the battery box should be clean~d', Cl:t;td rep~inted with ~ paint, and a new BUNA N rubber gasket should be .mad~ for the cover.- The batteries should be installed in the battery~bo~ ~~Qng ~ith the plastic bellolvS ;md tubing system. The battery cables, ho~d doWn: clqmp~,. bellows and tubing system are stored inside the bat;tety bo:x. The

(

·"·· ..

i4

shUnt Jserisor "rortlle .... amperi ' hour meter 'S'houfci "l)e'--In.s . in . con-tactor section of the batbery box. It was stored in the batte_ry section of the battery box. along wdth the other battery installC!-tJon hardware.

After the batteries have been installed and all the e-lectrical cables and_ c}¥trging leads have been attached, the battery sh'Ou1d be= load and c-harge tested to insure that all wiring is correct. The e~$6<1 tennirials, etc., should t hen be cleaned and coated with even ·flow ' ~'/bite silastic rubber . '\.\1hen assured that the bellotzs system is· wa:tertighi' arid the battery terminals have been insulated , the batteries sliould be charged , water added as necessary and specific grQ..vity readi-n~ tftke-n~

. ; ' I

The battery shoul d then be installed in the vehicle using' the battery spreader bar and nylon lift straps· made· for this purpose. :The battery and ·contactor sections should then be filled to about an inch fr()m the top with Enco· Univolt 35 oil. The rubber top gasket should then be installed on the · top using about half the top screws to hold it in place and with a thin coating of non-hardening gasket forming co~ (5330-252-339<1 Gasket FoTining Compound, Radiator Speciality' co .. , Charlotte; N·. c., DA-28-024 ·AK:-85ll .(M)) between·· the gasket ' and the top·. The top should then -be· installeEl on the battery box again using -a thin coat · of the· gasket forming · compound~ A vacuum should ' tken be pulled orr the bellows systan aild tile Bellows system t~n filled -wj.th water . . The: box should theri . be topped· off with· oi.l untir, bo1:h the._oottery · and contactor sections are full-. (See Reg. 404Z-014-~6~ NO}S Technical Note 404~36-66 , SK 664924~ SK 66464~~ and SK 664928.)

- S.. 1nstrumentation :S.ttecy~ The grey and white Instrumentation B~tery BOx sets · Sfiii!(l hiVe Vaidney 300 Silcad cells ~stalled in·them. Each set requiTes 2ti cells.• 13 per ~-- Tt.o sets. 52: cells, are available, however, the shelf life of these cells -will expiYe in. October 1967; there~ fO're, new cells -s~d be orde-red . · (See LK St 44117-t>.)

t. ~ Ba.tteu:· A new ·set o~ eighteen Yardney· HR~40 Silvercels should be o . _ 1ijie should be actj.vated and installed in the- emergency battery rack locatf!'(rimder the floor 'Of the ccmtrol Sp~~e. '!1W system is now wired -~ thiit all equipnent which is powered by ehe instnnne.ntation batteries ciJlebEi operated y the . en~ency battery.· Tb!s should be changed so that only those §YStems r~ir~ for emergency situ~tions can be powered by the ~ency_ battery, i.e ., __ the environmental t~ blowers and moni-tors, _control sphere panel lights·; s ... z compass .radio i: Hercury transfer and jettison system, systedi~ ·- -·-Although all equipnent can be slrut down breakers allowing for . inteimi ttent operation of

"~~ rr:. ~~~ --:_ .... _-, ·_. ............. ~ ..... ~ ~ ~

15

'

, .. ·

. -·- _ .. , .. -.- ~ .::. ' •. --I"" ~t~ """l--'-'"' , ._·.·~ :· ...... ;.i :,:·- · > '

that would . ~!,.~~~ n:~!r~~f,o! . ~~!g~J1SY -9~~~i9J!S;·':~~~elii.tl~ ..... ,. btt"Iet:"F'~n: ·m an · emergency diereby urmecessar11y dra.m1ng the l~1 ted energy available.

u. General S~tems Rev iew: There are sane systems and sensors · now aboard mRAV TV -lA WhiCh may not be necessary for the intended uase of the vehicle. Items such as the ASN/9 DR Navigator, which was_ newel; used, the second set of fin indicator pots (round potentianeters used · fo~ th~ recording system) ·, the Quicken Meter System (not necessa't'y · :ffur low speeds and· near neutral buoyancy conditions), the attitude and r ate gyros and their inverter power supplies, the electr9nic sphere dept]f recorder, the control system actuator· transducers, and other item~ _ ~ed to support these and other recorded functions. Such systems shoUld be reviewed and assessed as t o · their usefulness to the intended missiol!IS. of the vehicle. · If deemed unnecessary, then they should be. removed' as they take up space, utilize electrical pass-thrus, diminish potent· 1 payload, use instrumentation power, and" require upieep.

v. COlllplete Yehicle flleckout: In addition to the specific itenns 1 is ted abOve, · all" other equipn.ent and subsystems should receive a tlhorough checkout to insure· tha~ they are in good order and operating proper::::Ly. These would include ·the S-2 compass, the artifical horizon, the led de­tection system, the 02 ,~· system; the warning light system, tlue instrumentation voltage regulator·' the propu1sion· overload reset ami . bYPaSS circuits, the audi~ system~ the instrumentation emerge~ arua propulsion batteries, voltmeters·, and anmeters, etc·. (See LD SK 44&.Jl.66t Reg. 404-015-67; and the .draw:irigs contained in- the- GreyMora:y-·Field!. File.)

w. s- Z CO!IlJ?!!S Correction: When the vehicle is compl~tdy assaili~ed, it should be ~ to a &;iss· Rose· a!)d swang to -correct the cG~J~p&Ss and .

subsystem& as possibl should ~mane. their effect,. if 8.llY • on

was noted: · during the last

.. x. ~~Test: · Finally, ~efore_. • free ope.ra~ions:· are ini:tiated,

the coinE.let -venicle shoUld be g1ven -a buoyancy test m salt water to detennine that- its· r serve buoyancy_--is ' as· caJ:culated and is acceptmble for manned ·operation. · · ·

y. Buoyancy. Modules - Deey Tether ··Test: The bUoyancy modules which were direct y attaChed to ~'s removable top half, i.e., those r ight against the top half inner skin, were modified to reduce_tl:t~tr_ .sn~cjfdc weight from 41 to 31 pound s per cubic foot. These rnodul;es _ _Net_e._m.qdl.'ified by drilling out a pattern of core holes and then f illing these hole s with

TECHNICAL NOTE 404-54

light celluloid ping-pcing balls. Adjacent balls were separated with a sandwich made up of an ·arunintiin disc bUried in a thickness of syntacti c foam while the outer balls were protected with a thickness of SYJ:ltacti c foam. Although test specimen& ' of this modified material were satisfacto-­rily tested to 2000 psi, about 10 of these ping-pong balls imploded during the K>RAY' s 2000 foot tether test, sane of these being adjacent balls in a corronon core hole-. The resultant ·voids were eleaned out and refilled with syntactic foam, ·however, they have ·only been retested to a depth of 1000 feet. For this reason• and to insure that- the aft control actuarors are tight, the IDRAY should be given· a ·deep tether test to a depth of at least twice its planned operating depth and preferably to at -least 2000 feet. These buoyancy oodules should then be removed and· inspected to in­sure that there ·have been· no ·further failures. (See 1M 4064-2, dated 12 December 61, and Reg·. 4064-105-64 dated 17 June 1964).

6~ System R.eca;nmefld:itions:

a~ Buoyancy €ontrol: It is recoTflllended: that both· an air blown sur ­face buoyancy system ijid. an oil displacement submerged· fine buOyancy control system be incorpo::ra'ted in- the M:>-RA.Y 'IV-lA ·vehicle if it is re­activated. The · surface buoyancy tank should add about 400 lbs of posit ive buoyancy for greater freeboard when on the surface. This ·tank shoulg b e completely flooded for submerged operations · so that the vehicle ' s buoyancy would not be a· function ·of depth-.: ·The- air reserve for- ·this- system should allow six or more surface blo.wdawns • The- fine buoyancy . ~ontrol system should be an oil displacement type and have ·a buoyancy range of about 100 poWlds.. This weuld allow .. the. vehicle to operate subme~ged at or near neutral buoyancy.; Inclusion. o£ this· buoyancy- contra! woi:da· greatLY, en­hance the vehicle's safety and operability• The increase in surface freeboard would allow 'the · operators a greater chanc-e in lJI8.king unassisted emergency egress while also improving · the· visibility and: some surface handling qualities of the ·vehicle. The submerged !ine bt,toyancy system would allow· the-vehicle to operate at ·slower speeds· even allowing it to hover;. This would inC'rease the safet..y-· o£ the vehicle,. r. e. , slower sub-

-merged speeds and no: uncontJ;o-lled -surfaCing cfue to propuls-ion failures • . ft ·lioiila -alsci broaden die ·submerged -capabilities of the vehicle, i.e., '"alloW. 'stea1tfi;-opeiation5close tci the bo.ttam, submerged approach and docking maneuvers, and g.Yeatly . broaden its .. use as & ·!?.<:mar p-la tfonn •

... bi Recove~ Float: The Recovery Float and .Go-Getter System (see

SK 448188, tn S7~6~8; and SK 601910) on the MORAY aFe satisfactory for vehicle recoveries ·from. bottom depths down to abou:t 100 fathoms ~s the float spool has a capaq.ty of about 700 feet · o£ 750 pounds break1ng strength · ~yl.On. line, the lightest nylon recommended for use with the 5/8" non-rotating go-getter cable. The float spool will hold about lOOOl feet of 550 polln:ds- breaking str ength nylon, however, the SS pound line is very apt to part in attempting to snake t he go-getter cable down, especi­ally to depths near 1000 feet. A successful go-getter hookup depends to

17

TECHNICAL NOTE 404-54

a great extent on keeping the nylon messenger vertical and under constant tension so that the non-rotating go-getter cable does not wrap around ·and shred the messenger or fonn a heavy catenary as it . appl'Oaches- the spear h~ad. Either of these conditions can pa.:rt the. nylon messeJl&er. Sine~ the weight and control of the go~getter cable are functions of its over­board; length, the probability of failure increases with greater depths. Likewise, the ability to ma~in verticality (lnd constant tension on · the messengeT decreases with depth and ~r .surface conditions. Both will reduce the probability of a successful hook-up-. The system is, therefore, most ~pt to fail under the very coridi:tions undet' .which it would most probahLy be -required to·· operate; I-.e ·. ·, for bottomed depths below Steinke hood. es<;:ape and under· poor surface conditions,

The M:JRAY is equipped with a mercury· jettison and flood waming system, which utilizes· dual low-point leak detectors that· giye an early warning and from which the leak rate ·c;;tn be ·estimated. Su£ficient mercury can be jettisoned to compensate for all flooda:ble voltunes except the per­sonnel and eleetronics spheres. The Mercul)' ·System nominally carries. about 600 lbs of. mer~ry which can be jettisone--d ·at a· 1-SO lbs/min rate ·while retaining trcim control'.' An additional 4:80. lbs ef buoyancy,_ can be gained instantly hy jettisoning the · FoTWard ~rcu~ TanJ<;,. ·however; with a loss of trim cont-ro-L . The forward tank ·c<JJ.i:' also. b-e 'jettisoned initially whiCh would yield an immediate -buoyancy gain of f~ 620 to 10<10 pounds depel)ding upen the amotint of meJ;cuFy in the tank, the, .remaining nterCl;lry could then ·be, jet tisoned a:t about a 125 lbs/min rate from t:he aft electric dump .valve.; · 'Th~ .~jettisgn rate and leak -detectors will allow conipell$atitm and provi~e. sufficient ·su;rface time for emergency -capture. ar egress. for all reasonable leak rates other thari catastrophic failures fol' . these two compar~nts. · In · essenc~ · then·, the ·go-getter · systEm would . probably not be' required except for· catastrephic failure o-£- pne: of the.s-~ · two ~heres. The s-pheres were , designed-for a ·6600" foot .operat:ir)g depth and have been tether tes~ed to · 2QOO feet, thetefare·, a catastrophic faiblre -wpuld_ most probably occ,ur 4t .waters- where the bottom, depth exceeds the capability ef the .go-getter syst..an.. The present go-getter syst.em · should tneref()re be looked_ upon. as a bac:k--up to · the mercury jettison systeur for relatively shallow· or conti~ental shelf depth operating areas. .

If the-f'.DRAY is to be operated in· areas where the depths e:x:Geed 100 fathoms and the go-getter system is to functiort as a reliability re .. covery sYstem, then it should be · modified to.- include a· second wire messenger whid~ . can be pulled ro the surface by a lighter nylon llte-ssenger. The pre­sent float spool· has ar Gapacity sufficient to ·hold 1600: feet of 400 pound or 3200 fe_et of 200 .p<)lind breaking strength nylon• - A second ~:pool would have to: be·· designed .and insUtlled 'to hold Cl{ld allow the stronger wire messenger to be pulled to the surface by the JYlon messenger. · The length of both the nylon and wire messengers should be sufficient to allow re­covery fr_QJ.n:--{}:le deepest bot tom in· the proposed operating area. The wire messenger ··shoUld be heavy enough to support the 5/8 inch go-getter cable to that depth, and for a reasonable out of vertical cate!lf!~Y producing --condition. :,...,._*

18

TECHNICAL NOTE 404-54

The surface recovery platform should be equipped- with a constant tension winch for the wire rnessen,ger·, and a system o£" a.ochors o-r pro­pulsars sufficient to enable it to ho1d position directly ave~ the downed tvi)RAY in adverse weather conditions. A fathometer-and a cable counter on the go-getter cable would allow the recovery- group to better detennine the overboard cable requirements and the time and point. of hook-up.

The present system, in the writ er's opinion, is tQo limited and subject to failure to be considere d as ~ · good recovery backup. Since the recovery float utilizes high pressure air and requires disarming following each days operation, ·it represents a potential miss·ile hazard to the vehicle handling and disanming personnel. Accepting t~is potential hazard for such a limited -recovery system should be questioned.. The im­proved system suggested would make the hazard·- ptice- worthwhile.

7. Drawings: The drawings. for the MORAY~ TV -!A are not completely up to date. ThOSe covering the new G'I'FM senar; jettisonable forward Mercury tank, and the_ lead acid propulsion battery have not been finished and placed in the SK system, ·however, ·the unreleas·ed drawings fo.r these systems will be stored. wi:th- the MJRAY equipnent. Daring our last opera­ting period, several discrepanci es wer-e noted· between- the eXtisting SK drawings and the equipnent in the vehicle, e.g.; wiring discrepancies were found in some of the junction box ·drawings · and in the electronics and control sphere · tenninal' boards . Corrections for -these discrepancies were made, hoWever, discrepancies were also noted-, for example," between the SK drawings and the hardware in the aft . mercury ~ valve. It is safe to assume · that ether discrepancies.. ~ist, · therefore, the drawings should be cheeked·- against. the exis ting·· hardWare~ or-·wir¥.;tg before they are used to- mak~ new parts o:r to- ,design- ·system modifications • . An effective drawing · control system: ·should be e:s.tahl:ished- tQ ·ascertain th.a:t a compl,ete system-of correct drawings is. maintained.

8. SupPOrt Craft: Silxe the Catamoray will not be available as a sur­face support craft, a suitable substitute shOuld b& proeul'ed or arranged for. It should be capable o£ -. the vehicle on the surface, have UQC and radio gear to allow conrnun1cations with the MJRAY, a,nd should be equipped -with a fathometer, suffic ient navigation g-ear to fix positions; and ball gear to allow tracking o£ the M)RAY's pingers.

9. Concluding Statane t: The tasks cited in paragraphs. 5 through 8 above, represent some or the areas which . the writer f eels should be attended to · in -any reactivation of the M)RA.Y vehicle. Certainly there· will be other ar eas requiring modifications and a ttention to -prepar e the vehicle for

19

TEQ-lNI CAL NOTE 4 04- 54

whatever its intended use. The tasks cited, however# should assis t in any decision to reactivate the boat, and should also help in pl3lll1ing the reactivation work .

Distribution: 14 (CDR Brady) 404 404:01 40403 40404 40405 4041 4042 4043 4044 4046

20