Deep Submergence Research Articles

The Use of Pulsed Doppler Sonar for Navigation of Manned Deep Submergence Vehicles

This paper describes the doppler sonar navigation system recently developed for deep submergence vehicles and other similar advanced doppler systems currently employed for a variety of ocean navigation purposes. A discussion of the doppler principle and its utilization in pulsed rather than CW operation is presented. The pulsed techniques have substantially increased the altitude above bottom capabilities for navigation with respect to the ocean floor. For altitudes above 600 feet, accurate navigation is obtained by utilizing volume reverberation from the water mass beyond the boundary layer of the vehicle. The doppler navigator developed for deep submergence accurately determines instantaneous velocities in each of the three vehicle coordinate axes. This information plus heading and attitude information from a precision inertial platform is utilized in the general purpose computer to form a self contained navigation system. In other applications, the heading reference may be obtained from a gyro compass while an inclinometer provides attitude information which again is processed with the doppler velocities providing a complete navigation capability. Other advanced systems currently in operation on surface ships utilize satellite derived position fixes for continually updating and correcting the doppler determined velocity and position information. Operational experience and test data obtained during development testing of doppler navigation systems is presented and discussed.

Buckling of Vessels Composed of Combinations of Cylindrical and Spherical Shells

This paper considers the buckling of vessels which are composed of a cylindrical shell closed by hemispherical shell end caps. Such structures have been considered for deep submergence research vehicles. Numerical results for the buckling loads are obtained and compared with experimental results from the Naval Ship Research and Development Center. It is seen that the comparison of theory and experiment is quite good.

Weight Considerations for Deep Submersibles

Conventional shallow submersible vehicles depend on the pressure hull for buoyancy, but deep submersibles depend on some type of bulk material for buoyancy. As a consequence, the design of very deep submersibles requires new considerations on the vehicle weight. The purpose of this paper is to evaluate the many parameters which affect the boat weight to see which ones are most influential on total weight. To accomplish this objective, a simplified mathematical expression is derived which describes the total weight for a deep submergence vehicle. The expression contains both structural and nonstructural weight items. The structural items include the pressure capsule, outer hull, foundations, and hard tanks. The nonstructural items are the equipment, buoyancy material, and payload. Each weight item is then examined in detail to determine what parameters affect the boat weight. The results show that the greatest weight reduction is possible with the equipment. This is because the state-of-the-art equipment used for deep submersibles has a weight almost equal to three times its displacement, and to furnish sufficient buoyancy material in the boat to float such equipment results in a large weight penalty.

Early History of Deep Submergence Navigation aboard Trieste

Early TRIESTE I and II* navigation problems, equipments, and results will be discussed for background information because our nation had no other operating manned deep submergence vehicle until 1965.** Search operations for the lost submarine THRESHER in 1963 and 1964 highlighted the necessity for navigational accuracy on the bottom of the ocean. Pioneer procedures, prototype equipment and instrumentation created a foundation for some modern and possibly future applications.

A Deep Submergence Divers' Navigation System

A navigation system for deep submergence divers working throughout an extended area has been designed and is under development. The system consists of a multichannel omnidirectional homing system and a centralized omnidirectional navigation system. A receiver, which will be integrated with the diver's headgear, will enable the diver to home on any of several marking beacons, or to navigate to unmarked points. Since the homing and navigation signals are acquired almost independent of the diver's orientation, the time to determine position or which way to head should be minimal. Also, an in-helmet “heads-up” type display will simplify the diver's navigation problems. A breadboard experimental homing system has been built and is currently being tested and debugged.

The Use of Mockups in the Design of a Deep Submergence Rescue Vehicle

The Use of Mockups in the Design of a Deep Submergence Rescue Vehicle

THE DEVELOPMENT OF MANNED, DEEP‐DIVING SUBMERSIBLES

ABSTRACTThe need for maintaining technological leadership in the deep submergence field is given recognition, with particular reference to manned submersibles.A design sequence is outlined to illustrate how operating crew requirements must be satisfied very early in the design process to insure maximum overallmission effectiveness.The necessity for more technologists and “totally immersed” projects to manage future vehicle technology efforts is also addressed.

Turbulent Drag Reduction by Polyacrylamide and Other Polymers

Abstract Drag reduction in turbulent flow of several acrylamide base polymers has been investigated and compared with the drag reduction performance of polyethylene oxides. The carboxyl content of the acrylamide-acrylate copolymers studied varied between 0.2 and 40 percent. Rheological behavior of these polymers has been studied at low concentrations of 100 to 1000 ppm in distilled water, tap water and synthetic brine containing 8 1/2 percent NaCl and 2 1/2 percent CaCl2. The power law exponent, n, increased from values of 0.40 to 0.60 for polyacrylamides in distilled water and to unity in the brine solutions, suggesting Newtonian behavior at high concentrations of dissolved salts. The consistency index, K, increased about a hundred-fold in distilled water, which is characteristic of high polyelectrolytic expansion of the polymer chain. The shear dependence of viscosity decreased with the decrease of concentration and molecular weight and the increase of salt content of solutions. Solutions of a commercial polyethylene oxide have been found to be Newtonian at 100 to 1,000 ppm in all solvents. Drag reduction in pipe flow up to high shear rates of 30,000 sec-1 has been studied in tap water and in the synthetic brine. The velocity exponent has been observed to be 1.85 0.05 in these solvents and it decreased to values down to 1.4 with increased molecular weight of the additive. Good correlation of pipe flow data has been observed when treated in terms of Bowen's method. Drag reduction increased with molecular weight, concentration and flow rate for all polymers approaching values of 70 to 80 percent and, in the case polyacrylamides, better than 25 percent drag reductions have been observed in tap water than in API brine due to the polyelectrolytic expansion of the chains in tap water. It is recommended that low-salt content solvents be used for better efficiencies when polymers with ionic groups are used as fluid friction reducers. Introduction The drastic reduction of fluid friction by the addition of small quantities of long-chain high polymers to water has received much attention. polymers to water has received much attention. This phenomenon has interested the U. S. Navy for possible application in faster deep sea refueling and for augmenting the speeds of deep submergence vehicles. A number of Navy sponsored studies have appeared recently in the literature. The flow properties of these dilute polymer fluids have been discussed at length by Metzner and others. Merrill and others have investigated the relation between the chain length of the polymers in solution and their drag reduction performance. More recently Hoyt has suggested friction reduction as a method for the estimation of the molecular weight of the polymer. Fluid friction reduction additives have also been used in the field of petroleum technology where large quantities of fluids like acids, brines and fresh water are pumped into the oil wells, during fracturing operations. Increased flow achieved by the incorporation of polymer additives in these fluids results in large reduction of pumping costs. During the screening of a number of additives for this application, we have observed that polyethylene oxides and acrylamide polymers are by far superior to guar and other natural gums as well as to many cellulose derivatives. it also has been observed that the commercially available acrylamide polymers occur not only in different molecular weights, but also with different degrees of carboxyl content. Since these acid groups modify the solution properties of these polymers, the study of the properties of these polymers, the study of the influence of this polyelectrolytic property on drag reduction in turbulent flow has been considered significant.

Buoyancy materials for deep submergence

High strengtj buoyancy materials, such as syntactic foam, are required to provide buoyancy for a wide variety of deep submergence vehicles and deep ocean installations. Syntactic foam of 22pcf net buoyancy is currently variable for these applications, together with suitable quality control testing procedures. Materials of 34pcf net buoyancy are achievable based on the development of composites such as aggregates of small hollow spheres embedded in a matrix of syntactic foam.

Marine applications of glasses and ceramics

INTRODUCTION INOR6ANIC, non-metallic materials have found applications in marine structures for many years. Some of these materials have outstanding resistance to deterioration in the sea and are transparent. Silica-glass windows are standard items in the periscopes of submarines. Some of these materials are extremely resistant to compression stresses and are sufficiently rigid to offer high resistance to elastic buckling in thin shells under external pressure. Light-bulbs are surprisingly resistant to external pressure. Also some have low specific gravities. Hollow glass spheres are furnishing buoyancy in deep oceanography at modest cost. A number of improvements are being made in glasses and ceramics, and in their processes that improve their tensile strength, bending strength, resistance to impact and resistance to stress--corrosion cracking. Also, in the last five years, there has been a great increase in efforts to use these materials in sophisticated marine applications, such as in capsules for manned vehicles and for moored habitats, for deep submergence. The incentive is to exploit the favourable trade-offs of structures made of these materials with regard to allowable depths, buoyancy, durability and cost. These efforts on the development of materials and on their deep submergence uses are intimately conected. It has become evident that the latter goal can be attained more effectively by accelerating and exploiting the former. The purpose of this paper is to summarize advances being made in these related fields.

Comments on “Bouyancy materials for deep submergence” by D. H. Kallas and C. K. Chatten

Comments on “Bouyancy materials for deep submergence” by D. H. Kallas and C. K. Chatten

Space and Deep Submergence Vehicles: Integrated Systems Sythesis

The extension of man's capabilities to explore the ocean depths and to utilize the abundant resources contained therein is one of today's most challenging technological problems. The difficulty in accurately keeping track of position on or under the wide expanses of the sea is one of the significant aspects of this endeavor. Specifically, precise navigation is an absolute necessity for such operations as the search for and recovery of objects from the ocean floor. The design of integrated marine guidance, navigation, and control systems is an outgrowth of aerospace technology adapted to inner space missions. The impact of mission requirements upon the synthesis of guidance, navigation, and control in deep submergence and space systems is illustrated by a comparative study of the Apollo and the Deep Submergence Rescue Vehicle.

Deep submergence acoustic transducer array construction: McCool, J.M., Shelb, S.F. US Patent 3,409,896 (5 November 1968) (Filed 21 July 1965) (1001)

Deep submergence acoustic transducer array construction: McCool, J.M., Shelb, S.F. US Patent 3,409,896 (5 November 1968) (Filed 21 July 1965) (1001)

THE EVOLUTION OF DEEP OCEAN TECHNOLOGY TO INSURE MILITARY PREPAREDNESS

Naval Engineers JournalVolume 81, Issue 1 p. 25-28 THE EVOLUTION OF DEEP OCEAN TECHNOLOGY TO INSURE MILITARY PREPAREDNESS CAPTAIN WILLIAM M. NICHOLSON, CAPTAIN WILLIAM M. NICHOLSON U.S.N. THE AUTHOR: is presently Director of Deep Submergence Systems Project, having graduated first in the class of 1941 from the U.S. Naval Academy and. received a Master of Science in Naval Architecture and Marine Engineering. Prior duty has included, Design Assistant at the Bureau of Ships; Planning and Estimating Assistant at the Mare Island Naval Shipyard; Engineering Department on the USS OREGON CITY; Damage Control Assistant on the USS PHILIPPINE SEA; Ship Superintendent and Docking Office after which he was Design Superintendent at the Boston Naval Shipyard; Engineering Instructor at the Naval Postgraduate School; Management Engineer and Comptroller at the Puget Sound Naval Shipyard; Professor of Naval Construction at the Massachusetts Institute of Technology. He has been awarded the American Defense Service Medal; the American Campaign Medal; World War II Victory Medal; Navy Occupation Service Medal, European Clasp; the National Defense Service Medal. Member of the American Society of Naval Engineers; American Society of Naval Architects and Marine Engineers; the Instituto Panamerico de Engenieria Naval; Tau Beta Pi and Sigma Xi.Search for more papers by this author CAPTAIN WILLIAM M. NICHOLSON, CAPTAIN WILLIAM M. NICHOLSON U.S.N. THE AUTHOR: is presently Director of Deep Submergence Systems Project, having graduated first in the class of 1941 from the U.S. Naval Academy and. received a Master of Science in Naval Architecture and Marine Engineering. Prior duty has included, Design Assistant at the Bureau of Ships; Planning and Estimating Assistant at the Mare Island Naval Shipyard; Engineering Department on the USS OREGON CITY; Damage Control Assistant on the USS PHILIPPINE SEA; Ship Superintendent and Docking Office after which he was Design Superintendent at the Boston Naval Shipyard; Engineering Instructor at the Naval Postgraduate School; Management Engineer and Comptroller at the Puget Sound Naval Shipyard; Professor of Naval Construction at the Massachusetts Institute of Technology. He has been awarded the American Defense Service Medal; the American Campaign Medal; World War II Victory Medal; Navy Occupation Service Medal, European Clasp; the National Defense Service Medal. Member of the American Society of Naval Engineers; American Society of Naval Architects and Marine Engineers; the Instituto Panamerico de Engenieria Naval; Tau Beta Pi and Sigma Xi.Search for more papers by this author First published: February 1969 https://doi.org/10.1111/j.1559-3584.1969.tb04603.x AboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Volume81, Issue1February 1969Pages 25-28 RelatedInformation

Deterioration of metals in an ocean environment

Discussion is concentrated on the types of deterioration and the circumstances under which it occurs for the several classes of material employed in ocean engineering applications. Suggestions as to how difficulties may be avoided are given equal attention. Aluminium alloys are dealt with in terms of alloy selection, effects of deep submergence ,stress corrosion, effects of high temperatures and galvanic action. The copper base alloys are discussed in terms of tolerance for velocity effects, sulphide pollution, stress-corrosion, and such selective attack as dezincification, etc. The stainless steels and nickel base alloys are considered with respect to susceptibility to pitting, crevice corrosion, and stress-corrosion. Titanium and the superstrength steels are discussed principally with respect to resistance to stress-corrosion cracking (SCC). Galvanic action and cavitation erosion phenomena are dealt with generally in terms of all classes of material.

Vertical Obstacle Sonar Prototype Trials

Results of trials of the prototype system for the deep submergence rescue vehicle obstacle-avoidance sonar are discussed. Data from the shallow area outside the San Diego Bay, including returns from a sunken ship, and data from deeper water in the La Jolla area, showing features of the terrain, are included. The system operates in a pulsed, active mode, and measures the relative phase of the outputs of two vertically displaced receivers. The arrival angle of back-scattering from the ocean bottom is thus determined. Recorded phase vs slant-range data have been converted by a CDC 3600 computer to elevation vs horizontal range. In the final system, this processing will be done in real time. [This paper represents results of research sponsored by the U. S. Navy's Office of Naval Research and the Deep Submergence Special Projects Office.]

Concepts for deep submergence hydrostatic shaft seals : W. Shapiro, Lubrication Eng., 24 (7) (1968) 315–323; 12 figs.

Concepts for deep submergence hydrostatic shaft seals : W. Shapiro, Lubrication Eng., 24 (7) (1968) 315–323; 12 figs.

THE CASE FOR THE DEEP SUBMERGENCE TEST BED VEHICLE

Naval Engineers JournalVolume 80, Issue 6 p. 963-966 THE CASE FOR THE DEEP SUBMERGENCE TEST BED VEHICLE DONALD P. GERMERAAD, DONALD P. GERMERAAD THE AUTHOR: is presently Manager of Ocean Systems Technology, Research and Development Division, Lockheed Missiles and Space Company. His prior experience includes Manager of Advanced Ocean Programs, R and D, Lockheed; Technical Chief, Crew Performance, General Dynamics; Deputy Manager, Life Sciences, General Dynamics; Co-ordinator, Manned Spacecraft Systems, General Dynamics; Chief Engineering Test Pilot, General Dynamics. He holds thirteen Navy combat and service medals and has been awarded Honorary Life Membership in the Space and Flight Equipment Association for “outstanding contributions in the field of space and flight equipment”; Convair Management Club Man-of-the-Year Award; Salisbury Award for most outstanding aeronautical engineering student; and the Shell Intercollegiate Aviation Award.Search for more papers by this author DONALD P. GERMERAAD, DONALD P. GERMERAAD THE AUTHOR: is presently Manager of Ocean Systems Technology, Research and Development Division, Lockheed Missiles and Space Company. His prior experience includes Manager of Advanced Ocean Programs, R and D, Lockheed; Technical Chief, Crew Performance, General Dynamics; Deputy Manager, Life Sciences, General Dynamics; Co-ordinator, Manned Spacecraft Systems, General Dynamics; Chief Engineering Test Pilot, General Dynamics. He holds thirteen Navy combat and service medals and has been awarded Honorary Life Membership in the Space and Flight Equipment Association for “outstanding contributions in the field of space and flight equipment”; Convair Management Club Man-of-the-Year Award; Salisbury Award for most outstanding aeronautical engineering student; and the Shell Intercollegiate Aviation Award.Search for more papers by this author First published: December 1968 https://doi.org/10.1111/j.1559-3584.1968.tb04595.x AboutPDF ToolsExport citationAdd to favoritesTrack citation ShareShare Give accessShare full text accessShare full-text accessPlease review our Terms and Conditions of Use and check box below to share full-text version of article.I have read and accept the Wiley Online Library Terms and Conditions of UseShareable LinkUse the link below to share a full-text version of this article with your friends and colleagues. Learn more.Copy URL Share a linkShare onFacebookTwitterLinked InRedditWechat Volume80, Issue6December 1968Pages 963-966 RelatedInformation

Conceptual Design and Feasibility Study of Navy Deep Submergence Vehicles

Conceptual Design and Feasibility Study of Navy Deep Submergence Vehicles

Parametric analysis of optimum buoyancy module designs with computer applications

A parametric analysis has been performed to determine the optimum combination of variables in the design of bouyancy modules for use in deep submergence application.. The particular parameters considered in this study were hollow sphere material density and strength, geometric shape of the module, three dimensional sphere array design and matrix material density and strength. Three module shapes were considered: cubic, hexagonal and triangular based on packaging criteria. Using these three shapes as periphery several three dimensional arrays were designed. Mathematical equations expressed in terms of D/S (diameter of hollow sphere to separation distance between spheres) and buoyancy for each shape and sphere array were derived and optimized. Curves of these equations were plotted by the computer for a D/S range between 0 and 40 and for various hollow sphere materials. Results of this investigation show that of the shapes studied, hexagonal with 14 spheres yields the highest buoyancy. From this study it is also postulated that a module can be developed with a net buoyancy ranging from 28 to 36 lb/ft 3 which shows a 35-2-80 per cent improvement over buoyancy in existing syntatic foam.