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VOLUME 12, NO. 4

EDITOR-IN-CHIEFCAPT James E. Roper

ASSISTANT EDITORS-IN-CHIEFCDRStanCwiklinski

LT Kevin Cross

MANAGING EDITORStephen T. Person

PRODUCTIONLinda M.Conrad

Tia Worley

FACEPLATE is published quarterly bythe Supervisor of Diving lo bring thelatest and most informative newsavailable to the Navy diving and sal-vage community. Articles are pre-sented as information only, andshould not be construed as regula-tions, orders, or directives. Discus-sions or illustrations of commercialproducts do not imply endorsementby the Supervisor of Divng or the U.S.Navy.

Requests from U.S. GovernmentalAgencies and military activities or per-sonnel for distribution copies or forchanges in distribution should bedirected to FACEPLATE, Supervisor ofDiving (SEA OOC-D), Naval Sea Sys-tems Command, Washington, D.C.20362. Telephone (Area Code 202}OX7-7606 or AUTOVON 227-7386.All other such requests should bedirected to the Superintendent ofDocuments, U.S. Government Print-ing Office, Washington, D.C. 20402.

. . . the official magazine for the divers and salvors of the United States Navy

4 Soundings

8 View From OOCCAPT Co/in M. Jones, USN, NAVSEA OOC

9 Defective Air Hose Found in the FleetL I. Milner, NAVSEA OOC

1 0 New Underwater Television System Introduced to FleetCarleton Smith, Naval Coastal Systems CenterLCDR Bill Evans, CEC, USN, Navy Experimental Diving Unit

1 2 Quality Deficiency Reportingn Kevin Cross, CEC, USN, NAVSEA OOC

1 4 New Thermal Suits Put to the TestMaxwell W. Lippitt, Ir., Naval Coastal Systems Center

1 7 How SEALAB I Came UpPhotos by jerry Pelton, Navy Experimental Diving Unit

18 A Look at NMRI's New Hyperbaric Research FacilityJohn C. Naquin, Mark E. Bradley, and Lomaye HurleyNaval Medical Research Institute

21 What's New on MARS?William M. McCrory, Naval Coastal Systems Center

22 "... Of Spun Copper and Brass"PH2 Brian Cahill, Atlantic Fleet Audio-Visual CommandBMCS(MDV) Darrel Williams, Naval Surface Weapons Center

24 NEDU Reports

27 The Old Master

FRONT COVER: Diver dons newly-developed thermal protection suit forflight to operational test site at Casco Bay, Maine (see page 14).

INSIDE FRONT COVER: EA2(DV) Stewart Dahl chooses the MK 5 forhis underwater reenlistment ceremony (see page 22).

BACK COVER: The Military Amphibious Reconnaissance System (MARS)cuts through choppy seas during tests off Panama City, FL (see page 21).

FACEPLATE 3

AIR FLORIDA AIRCRAFTWRECKAGE RECOVERED FROMPOTOMAC RIVER

Mobile Diving and Salvage UnitTWO, Little Creek, Virginia, wastasked with Navy on-site com-mand of the diving and salvage ef-forts to recover the Air FloridaBoeing 737 aircraft which crashedin the Potomac River on takeofffrom Washington National Airporton January 13, 1982. LCDR Steph-en Delaplane directed operationsat the scene, and will report onthe successful recovery efforts inthe Spring issue of FACEPLATE.NAVSEA OOC provided logisticsupport to the Navy salvageforces. Various support equip-ment, including a mobile commu-nications and personnel supporttrailer, portable generator andlight tower, and diver heatingunits, were rushed to the salvagesite from Emergency Ship SalvageMaterial (ESSM) Base assets lo-cated at Williamsburg, Virginia.

THROUGH-WATERCOMMUNICATIONS SYSTEMDEVELOPED AT NCSC

The Through-Water Communi-cations System (TWCS), devel-oped at the Naval Coastal SystemsCenter, Panama City, Florida, willenable the untethered SCUBAdiver to communicate vocally withother similarly equipped diversand with his surface support. It isdesigned so that the diver maytransmit without the use of hishands, if required. This is possibleby the use of a voice-operatedtransmit switch (VOX), activatedby the diver's voice. A recharge-able battery pack on one end of

the case supplies power. The bat-teries may be charged while still inthe communicator if speed ofturnaround is not important; but,the battery pack may be replacedfor quick turnaround.

TWCS TECHEVAL has beencompleted; OPEVAL will soontake place, followed by initialFleet introduction in early 1983.

500-METER DIVE COMPLETEDAT NORWEGIANUNDERWATER TECHNOLOGYCENTER

The Norwegian UnderwaterTechnology Center (NUTEC) hasrecently successfully completeda 33-day simulated saturationdive to 500 MSW at its hyper-baric facilities in Bergen, Nor-way, climaxing over a year of

preparation and training of top-side and dive team personnel.

The exercise, called Deep Ex II,was supported financially and byloan of personnel through severalcommercial sources: Norske Shell,Statoil, British Petroleum, NorskHydro, Del Norske Veritas, Sea-way Diving, Comex Moulder,Wharton Williams Taylor, Berg-ship, Nordex Wilco, Oceaneering,and the Royal Norwegian Councilfor Scientific and IndustrialResearch (NTNF). The dive's workschedule included testing of newequipment, welding techniques,and comparison of helium-oxygenand helium-oxygen-nitrogen tri-mix.

The extensive support receivedfrom commercial petroleum orga-nizations is evidence of the in-creased emphasis being placedupon diver participation in under-water activity at the greater depthsof the continental shelf.

New Through-Water Communications System provides divers with untethered com-munications capability.

4 FACEPLATE

NAVY DIVERS ASSIST INEPERIMENTS WITH SPACE

Navy engineers and divers-attheNaval Civil Engineering Labora-tory (NCEL), Port Hueneme, Cali-fprnia, participated in an at-seaexperiment during the historicsecond flight of the space shuttleColumbia.•:; .:The experiment, conducted bythe Naval Ocean Systems Center(NOSC), San Diego, took place offAnacapa Island i n a 200-fOot water

was timed to coincide' jGdl um bia- s if light- over theBarbara Channel alpng the

^Caifornia coastline.;..S.: Girth- .

i OperationsL;;: data were col-

lected; tifty^i^hd;) wave, sea: swell,sea and: air temperatures; and stib-surfSce current starting one hourbefore and ending one hour afterColumbia's oVerfLight. "NOSC per-sonnel," LCDR Guthrie stated,

; "will use these data to determinethe accu racy of oceanographicdata recorded aboard Columbia it-

'

riggi;rig ::{§nd retrieval of four 2(3-

E:L'S LCM-8= elivihg 'boat vvaS: placed in a two- point

^mbb^r over the assigned location,arid :the buoys deployed around

;tiesllaQ?vt-8'S; position. The buoysyyfefe instrumented by NCEL div-ers) : including BMCS (MDV) D.VVll;jJa|$ei+ atid the boat itself was

instrumehted with polar-lens cameras and acceler-

ia flew bver the coast-

; ancl ae rial stereo'

also participated in the experi-ment.

According to LCDR Guthrie, sci-entists and engineers who partici-pated in the at-sea experimentregard it as highly successful. 'Theaccuracy and amount of data gath-ered appear to be excellent," hesaid.

Another at-sea experiment isplanned during an upcoming flightin 1984.

CONFERENCE FOCUSES ONNAVY PIE RAND PORTFACILITIES

Designing modern pier systemsand port facilities to accommo-date the larger, more sophisti-cated Navy vessels of the 1990'sand beyond was the topic of a re-cent Navy conference.

The workshop was sponsoredby the Navy Civil Engineering Lab-oratory, Port Hueneme, Califor-nia.

Representing the Commander-in-Chief, Pacific Fleet, Pearl Har-bor, was CAPT Earl H. Russel,USN; representing the Comman-der-in-Chief, Atlantic Fleet, Nor-folk, was CDR J. P. Bivins, CEC,USN. Other attendees were per-sonnel frOm Navy design orga-nizations, Fleet users from thesubmarine and surface combatantvessel communities and facilitymaintenance organizations whocame from bases as distant asYokosuka, Japan.

The workshop focused on clos-ing the gap between modern Fleetrequirements for shore supportand the aging port facilities. Newmaintenance philosophies, ad-vances in propulsion systems anda greater dependency on sophisti-cated electronic equipment placegreater dernands On shore supportfor vessels of 1985 and beyond.

VVprking groups, representingmembers from various Naval Com-mands, identified requirements,

criteria and /state-of-the-art ideasfor conceptual pier designs. Thesubject debated was whether theNavy should design newsier con-figurations dedicated to givenclasses of major combatant, am-phibious and service vessels as ithas with submarines and aircraftcarriers.

The workshop concentrated onpier designs in the near term,1985-88-when the port site isfixed and space constrained—aswell as on long-term revolutionaryconcepts that will overcome con-straints on optimum berthing andshore support.

As new ships are introducedinto the Fleet, the work begun bythe workshop will provide oneelement in the Navy's improve-ment of shore facilities to ensurethat port systems are in total; con-sonance with development of theFleet's weapons systems.

SAY"MOBDIVSALU"

The following commands .wereredesignated on January 30,1982.The new designations and short ti-tles should now be used in! all cor-respondence referring to thesecommands. i "• Harbor Clearance Uriit fOne

(HCU-1) of Pearl Harbp^ Ha-waii, is redesignatedDiving and Salvage(MOBDIVSALU ON£)Francisco, CA 96601) ;^?

• Harbor Clearance LJmt i One(HCU-1 DET) of S rflDiego,California, is redesignated Mo-bile Diving and Salvatgg? UnitOne Detachment (SOBOIV-SALU ONE DET) (NavahStatibn,San Diego, CA 92136) 4$S ; ;

• Harbor Clearance Urii ;TvVp ofLittle Creek, Virginla/ is:|edesig-nated Mobile ,Diving:

'

PRESERVER CELEBRATES38TH ANNIVERSARYLCDR W. T. Bassett, USN and PNCD. W. McCrew, USNR

During a birthday celebrationfor USS PRESERVER (ARS-8) onJanuary 12, 1982, crewmemberspaused to reflect on the venerableship's achievements spanning thelast four decades. Now in herthirty-eighth year since commis-sioning, PRESERVER is the tentholdest naval ship in the active fleetand the oldest salvage vessel.

PRESERVER is one of two shipsstill in commission known to havesustained battle damage in WorldWar II. During the Battle of LeyteGulf, a skip-bomb penetrated herhull, and, although it failed toexplode, caused flooding and ex-tensive damage to her after engi-neering spaces. An eight-inch pro-jectile struck the ship in the crew'shead forward; fortunately, no onewas there at the time. In a 1945newspaper account, PRESERVERcrewmembers documented 27holes or dents in her hull andsuperstructure from the bombingand refer to PRESERVER as the"Lucky-P," boasting that in spite ofher participation in significant ac-tions, not one casualty had everoccurred aboard her. Conductingsalvage operations between Ma-juro, Eniwetok, and Kwajelein, herduties took her to the Marshall Is-lands, Guam, Okinawa, and even-tually to Japan.

PRESERVER was designed pri-marily for salvage, rescue, andtowing services. She is equippedwith portable and installed pumps,air compressors, winches, beachgear and diving equipment. From1952 to 1962, she deployed annu-ally as duty salvage ship for Arcticoperations. From 1964 to 1979,she continued to operate in theMediterranean and along the EastCoast, providing a variety of ser-vices in gunnery, mine recovery,towing and diving operations. In1979, PRESERVER was designated

a member of the Naval ReserveForce. In addition to continuingher regular support to the Fleet,she serves as a training platformfor her Selected Reserve crew aswell as other reservists who areassigned for annual active dutytraining. PRESERVER'S manyawards include three battle starsfor actions in WW II, two NavyMeritorious Unit Commendationsand, most recently, the CoastGuard Unit Commendation withoperational distinguishing devicefor her part in the successful sal-vage efforts of USCGC BLACK-THORN (WLB-391) in Tampa Bay,Florida, in 1980.

On the occasion of her 38th an-niversary, Commander ServiceGroup TWO, RADM J. T. Parker,cited PRESERVER and "all whohave served in her . . . for ... awell-known reputation for high-quality service to the Fleet." Com-modore R. H. Fred, CommanderService Squadron EIGHT, also sa-luted the officers and men for"outstanding services . . . (and the)dedication and superior efforts . . .(which) have given PRESERVER afirst-class reputation." PRESERV-ER'S skipper, LCDR W. T. Bassett,remarked at the cake-cutting cere-mony, "We're not just gettingolder; we're getting better!"

PANAMA CITY GRADUATESFIRST FEMALE DIVING OFFICER

Ensign Francesca Hall is the firstfemale officer to successfully com-plete the 18-week curriculum forsalvage diving officers since theU.S. Naval School of Diving andSalvage in Washington, D.C., wasdisestablished and re-establishedas the U.S. Naval Diving andSalvage Training Center, PanamaCity, Fla., June 1, 1980.

Her graduation date was Janu-ary 15.

ENS Hall demonstrated her abil-ity to handle all of the Navy's cur-rent diving systems, includingSCUBA, MK 1, MK 5, and the MK12 SSDS. She also led her class in

the theory and computations por-tion of ship salvage training.

Her subsequent tours will in-clude temporary duty onboardUSS PUGET SOUND (AD 38) andfurther training at the SurfaceWarfare Officer School in New-port, R.I.

(NC5C Underseer)

BRUNSWICK divers with MK 12 helmets.

BRUNSWICK DIVERS QUALIFYON MK 12 SSDS

;O2 Gary Hopkins, USNDivers aboard USS BRUNS-

WICK (ATS-3) recently had the op-portunity to try out the new MK 12diving rig during a week of divingoperations a few hundred yardsoffshore Kona Bay, Hawaii.

The 18 Navy divers aboardBRUNSWICK-four officers and14 enlisted men-are operating torequalify and familiarize them-selves with the new MK 12 equip-ment.

LT Kenneth D. Harvey, Execu-tive Officer and Navy diver aboardBRUNSWICK, sees the move tothe MK 12 as a big step in Navydiving:

'The MK 5 is a good rig, prob-ably one of the safest the Navy'sgot, but it's a heavy, clumsy thing.Unfortunately, turnaround time-the time it takes for the suiting andunsuitingof a diver-is slow. That'snot the case with the MK 12; it'svery easy to work with and is a bigimprovement in diving."______

6 FACEPLATE

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Colin M. Jones, CAPT, USNDirector of Ocean Engineering,(Supervisor of Salvage & Diving)

A s my tour of duty draws to a close, I wouldlike to take this opportunity to express a

number of thoughts. First, it has been a genuinepleasure, and an opportunity for which I am verythankful, to have served as the U.S. Navy Super-visor of Salvage and Diving. I have enjoyed work-ing with the salvage and diving community onceagain, and have found this tour of duty both chal-lenging and rewarding.

In looking back over the efforts of the past sev-eral years, we have made some progress on anumber of fronts. First, we have certainly managedto effect a careful review of our national salvageposture. Second, we have introduced to the Fleetthe MK 12 equipment. And, third, we have madesignificant strides in the following areas: improvingthe budgetary support for the procurement of newand replacement salvage machinery; improving thereadiness posture of the Emergency Ship SalvageMaterial bases; and improving both EOD andSPECWAR diving equipment support.

Recently, FACEPLATE contained a write-up online-throwing rockets, the salvor's missile battery(see Fall 1981 issue). This article by LCDR Cray ofUSS OPPORTUNE gave an excellent overview ofone of the more powerful tools in our kit bag. Theline-throwing rocket is perhaps one of the exam-ples that separates a salvage tug from the averagetug employed in point-to-point towing. It is impor-tant that we reiterate from time to time thosecapabilities on our salvage ships which make themunique and separate them from ordinary tugs. Wefrequently find ourselves being criticized becauseof the complexity, size, and so forth, of our Navysalvage ships.

Our Navy salvage ships, however, have a lot ofequipment on them and a lot of capability that isnot found on an ordinary tug. For example, inaddition to the line-throwing rocket, we have sig-nificant capability on our salvage ships for the

CDR Chuck Mac/in will relieve CAPT Jones, who will be reportingto Pearl Harbor Naval Shipyard for duty in June.

manufacture of patches and for the repair ofequipment; and, we have a built-in diving capabil-ity. We have a significant fire-fighting capability,and we have a substantial pumping and emergen-cy power capability in the portable equipmentcontained in the hold of the salvage ship.

I would also like to make a few remarks aboutour fire-fighting capability. In reviewing the historyof salvage in World War II, it is interesting to notethat, on several occasions, when the salvage forcewas called upon to assist a war ship, and particu-larly in several cases with larger war ships (cruis-ers, for example), the salvage force initially tookover the fire-fighting effort while the ship's forcetackled the damage control efforts. The ship's forcewas more familiar with their own damage controlcapability than those from off the ship. This abilityto supplement the crew of a war ship in control-ling major fire or damage is an integral part of thesalvage community's responsibilities. It is one ofthe things we are trained to do and is the reasonwhy it is so important that our crews be continual-ly trained and retrained in fire-fighting procedures.

Navy salvage vessels typically possess capabilitiesfor emergency repair, fire-fighting, emergencypumping, and the ability to pass a wire or a lineon a damaged ship in adverse situations where theuse of line-throwing guns or heaving lines may beimpractical. Additionally, the salvage ship carries agreat deal of wire, fittings, and hardware, whichgives it the ability to hook up to and tow shipswhich have received varying degrees of battledamage.

It is important that we continue to exercise thesecapabilities so that our personnel understand whatcapabilities they have and how to use them. It isfor these reasons that I was particularly delightedto receive such a fine article on the line-throwingrocket, and I hope it will stimulate our salvageships in the Fleet to break these devices out of thelocker and exercise them, fjffi

8 FACEPLATE

DEFECTIVE DIVING HOSE FOUND IN THE FLEETL.J. MilnerNAVSEA OOC

A phone call from a Fleet div-ing ship to the Supervisor of

Diving reported that while a diverwas over the side he experiencedan insufficient air flow. Uponopening his air control valve allthe way, there was no increase inair flow, indicating a possibleblockage of some type in the hose.The Supervisor of Diving re-quested the hose to be forwardedto NAVSEA for examination.

Prior to the arrival of that hosefrom the ship, another call cameto NAVSEA, this time from UCT-1.The caller explained that whilepreparing a length of diving hosefor first-time use, by flushing withwater in accordance with the Div-ing Manual, he observed only atrickle of water flowing from theother end. He suspected a largeblockage of some type in the hose.It, too, was forwarded to NAVSEAfor examination.

Both hoses arrived at NAVSEAwithin two days of each other andwere immediately transported to

NSWC for X-ray and other exam-inations. There was suspicion thatperhaps the hoses had suffered aninner tube wall failure, or perhapsa field mouse had made a home inthe hose. The X-rays of both hosesrevealed much more than ex-pected. The hoses had been man-ufactured with a large build-up ofrubber inside, located near thehose mid-section. The blockagearea was approximately one inchlong with an opening of only 3/32"diameter for the flow of air.

The defective diving hoses werestandard 100-foot lengths (FSN 9C-4720-01-044-0864), one dated11/79 and the other dated 12/79.All diving hose manufacturedunder that FSN were now suspect.An AIG message (AIG 82-2) NAV-SEA message 032200Z DEC 81 wassent to all diving commands andthe Defense Construction SupplyCenter (DCSC) to immediately in-spect and test all diving hoses inthe Fleet and the supply system fora blockage defect. To date, only

one other hose has been found tohave this defect.

The Supervisor of Diving has di-rected that the hose manufacturerand the DCSC quality ControlManager take immediate action toreview and correct their hosemanufacturing inspection and ac-ceptance processes to ensure thatno more defective hose will bedelivered to the Fleet.

A reminder to all hands: Page6-69 of the Diving Manual, Para-graph 6.4.5.3, Air Hose B, Pre-dive, states: "Flush new hose withfresh water and dry with oil-freeair." Although the instruction toflush with fresh water prior to firstuse was not intended to detecthose defects, by following that re-quirement UCT-1 identified a de-fective hose prior to manned use.Had the diving ship performedsuch a test on their new hoses, thedefective hose would have beenidentified and could have beenremoved from service without en-dangering a diver. (££>

Large build-up of rubber left only 3/32" diameter open-ing for flow of air.

X-ray inspection revealed area of blockage in air hose.

FACEPLATE 9

NEW UNDERWATER TELEVISIONSYSTEM INTRODUCED

TO THE FLEETCarleton SmithNaval Coastal Systems CenterLCDR Bill Evans, CEC, USNNavy Experimental Diving Unit

R ecognizing the increasingcosts of maintaining the

Underwater Damage AssessmentTelevision System (UDATS) andthe great technological advancesin integrated circuitry in the lastdecade, the Navy has been en-gaged in the development of animproved underwater televisionsystem.

The result, through a Navy con-tract with Hydro Products of SanDiego, California, is a union ofbest available features into a unitcalled the Diver Helmet-MountedTelevision System (DHMTS). Al-though the DHMTS is a black-and-white system, color televisionsystems are also being evaluatedfor special operational uses.

DHMTS was used with MK 12 SSDSduring recovery of SEALAB I offPanama City, Florida, last summer.

Description

The DHMTS is a closed-circuittelevision system specifically de-signed for underwater use. It con-sists of an underwater camera andlight that provide simultaneoustelevision monitoring and video/sound tape recording capabilities.The camera/light is designed foruse by a diver in either a hand-held or helmet-mounted mode. Asurface control unit and videotape recorder/power supply allowfor the transmission, receipt, dis-play, and recording of video infor-mation.

Power is supplied to the cameraand light from the control unitthrough a cable; this same cabletransfers video signals from thecamera to the control unit. Adepth sensor transducer providesdiver depth data which appearson the control unit monitor andmay be recorded on the videotape recorder.

DHMTS components include camera/light (foreground), and (l-r): video recorder andpower supply, surface control unit, and cable reel.10 FACEPLATE

Applications

The primary use of the DHMTSis for underwater visual inspectionof submerged objects such as shipand submarine hulls, and for in-spection of objects to be recov-ered or salvaged. The DHMTSmay also be operated on the sur-face provided the camera neverviews into direct sunlight, and thelight is never operated out ofwater for more than 30 seconds ata time.

The system also incorporatesseveral special design features toensure ease and flexibility insystem use, and to provide capa-bilities for alternate system config-urations.

QUALITYDEFICIENCYREPORTING

Prompt and correct reporting to the proper contact will help insure against thepossibility of diving and salvage related accidents. Jake the time to read theseguidelines, inspect your equipment, and act now to report any incidences ofquality deficiency.

K. T. CROSS, LT, CEC, USN

R ecently, a serious problemwas brought to the attention

of the Supervisor of Diving regard-ing the inability of two lengths ofdeep-sea air hose to pass sufficientair volume. This particular inci-dence caused concern since thecondition of the deep-sea air hoseindicated a potentially life-threatening situation. The first dis-covery involved an air hose whichhad been in service. The secondincidence was discovered in anew length of hose, and was moreevident.

The problem to which I referwas determined and character-ized by the staff at NAVSEA OOCand was shown to be a result of aninternal blockage by a deformityof the hose wall. The deformitywas apparently created during fab-rication of the hose bore. A plug ofneoprene rubber was formed inthe airway when the inside hosemandrel, used to form the bore,separated, leaving only a one-eighth-inch diameter passagewhere the mandrel splice-wire re-mained attached. A physical re-striction of the hose resulted at thelocation of the separated mandrel.The occurrence of this particularproblem was found to be inconsis-1S FACEPLATE

tent throughout the overall pro-duction lot since its cause wasattributable to an error in the ac-cepted and proven productionprocedure.

Efforts to identify and correctthese fabrication problems weremade possible through NAVSEAOOC only after conscientious in-vestigation by the diving stationpersonnel who originally noticedthe irregular air flow. Hose testand recall instructions were ad-dressed by AIC 82-2 (NAVSEA032200ZDEC81).

It is important to note that, asthe diving and salvage equipmentacquisition manager and technicalauthority, NAVSEA OOC must benotified as soon as a condition isrecognized where either a proce-dural or material deficiency exists,

particularly in situations potential-ly threatening safety or loss of life,in order to ensure that appropriatecorrective measures can be pur-sued. Although reporting to theNaval Safety Center of such safetyrelated problems is covered byNAVSAFECENINST 5101.2A, viathe Safety Gram, the submission ofa Safety Gram alone cannot guar-antee swift response and correc-tion of the problem by the officetechnically responsible for thecondition of new diving and sal-vage equipments being deliveredto the Fleet, and for design defectsexperienced in equipments previ-ously delivered to Fleet diving andsalvage units and currently in ser-vice. It must therefore be empha-sized that in order to correct prob-lems experienced with equipment

. . . the fabrication problems wereidentified and corrected by NAVSEAOOC only because the diving stationpersonnel noticed and reported theirregular air flow.

and software at the Fleet level, it isincumbent on all diving personnelto ensure that the scope of the ob-served problem is brought to theattention of the individual's imme-diate supervisor and subsequentlythrough the chain-of-command.In order to ensure that diving andsalvage-related problems receiveproper attention, the unit shouldformally or informally notify thisoffice. You cannot expect to seethe problem corrected by com-plaining to your buddies. Com-plaining about the problem ratherthan pursuing its solution lowersthe morale, efficiency and overallreadiness of the unit.

Defective material receivedthrough the Navy Supply Systemand material procured from localnon-Navy sources, falling underDanger Categories I or II, shouldbe reported to the cognizant tech-nical authority by submission ofmessage or speed letter to theNavy Fleet Material Support Office(FMSO), Mechanicsburg, PA, inaccordance with paragraph 4273of NAVSUP publication T 485,"Afloat Supply Procedures," andimplemented by NAVSUPINST4440.120E. The format for pro-cessing "Quality Deficient Materi-als Reports" (QDR) is contained inEnclosure (3) of NAVSUPINST4440.120E and shall be used inconjunction with Standard Form(GSA) 368 available through theNavy Supply System. Activitiesthat submit message format qual-ity deficiency reports to the coor-dinating activity, Fleet Mainte-nance Support Office (FMSO), willalso include the cognizant mate-rial manager as an informationaddressee on all initial messagereports in order to eliminate de-lays in message handling via mes-sage readdressals.

In the case of diving and salvageequipment, the cognizant materialmanager is NAVSEA OOC andshould be included as an action/information addressee on all such

You cannot expect to see the problemcorrected by complaining to yourbuddies.

correspondence. In accordancewith the NAVSUPINST, all NAV-SEA reporting activities must alsoprovide an information copy of allQuality Deficiency Reports (SF368 Form or Message format) to:Naval Sea Systems Command,(NUVEP/UMR Office-SEA 982X,Portsmouth Naval Shipyard, Ports-mouth, New Hampshire 03801).

These reporting procedures ap-ply to all quality deficient NavyStock Account (NSA) and Appro-priations Purchases Account(APA), including warranty periodfailures and short life defects orfailures occurring during initialservice as a result of normal use.NAVSUPINST 4440.120E governsreport submission procedures foroperating forces and to compo-nents of the Naval Material Com-mand and of the Chief of NavalEducation and Training. Proce-dures for 1H and 2H NSN cogni-zance coded material have beenmodified, requiring report submis-sion procedures in accordancewithNAVSEAINST4855.7.

Deficiencies relative to technicalmanuals and to the Planned Main-tenance Sub-system (PMS) docu-mentation shall be reported andsubsequently corrected by submis-sion formats governed by OPNAV-INST 4790.4, and NAVSEAINST4790.3A, respectively. If you asthe diving supervisor should re-quire any additional assistance orguidance in reporting procedures,please be encouraged to contactyour command supply officer.

The Fleet Maintenance DataSystem (MDS), established underthe Navy 3-M program by OP-NAVINST 4790.4, serves as a re-pository and management tool forsupply and technical activities toidentify and track statistical anom-alies of material deficiency for

equipment and systems. The par-ticular diving or salvage equip-ment, for which a deficiency hasbeen reported by a user activity, isidentified by an Equipment Identi-fication Code (EIC) in accordancewith NAVMATINST 4790.3A. ThisEIC ensures proper documentationof material problems through sub-mission of OPNAV Form 4790/2K,NAVSUP Form 1250, DD Form1348, as appropriate. Since use ofthe MDS is intended primarily as ameans for accumulating long-termoperating statistics for individualequipment, one should not planto use this procedure to effectcorrection of defective materialalone. The preferred procedure inthis case should be as described inthe previous paragraph. However,the MDS serves a necessary func-tion of determining and refiningequipment life-cycle data requiredfor Navy supply support planning.

Finally, let me add that the staffof the office of the Supervisor ofSalvage and Diving exists for yourbenefit. They are available to offerconsultation, and technical adviceon all matters concerning divingand salvage. Please do not hesitateto contact this office directly forhelp in resolving valid problems. Ifthe staff at NAVSEA OOC cannotanswer your question immediate-ly, the question or problem will bethoroughly researched and youwill be given a viable answer with-in the shortest time possible. ®

To contact NAVSEA, write to:CommanderNaval Sea Systems CommandOffice of the Supervisor of Salvage

and DivingCodeOOC-DBWashington, D.C. 20362

or call:AUTOVON 227-7606Commercial, 703-697-7606

FACEPLATE 13

NEW THERMAL SUITSPUT TO THE TESTIn a series of rigorous field tests in cold waters from Maine toAlaska, divers kept warm wearing the prototype Passive DiverThermal Protection System (PDTPS) developed by the NavalCoastal Systems Center.

Maxwell W. Lippitt, jr.Naval Coastal Systems Center

C old water impairs diver per-formance and reduces dive

duration. Moreover, mission sce-narios for the military diver oftenpreclude use of tethered, activeheating systems. The Naval Coast-al Systems Center (NCSC), Pan-ama City, Florida, has undertakenthe development of diver thermalprotection equipment to satisfy

the requirements of all Navy andMarine Corps cold water diver ap-plications (see FACEPLATE, Sum-mer 1978 and Summer 1980).

Recently, a highly successfulseries of field tests with theprototype Passive Diver ThermalProtection -Srstefli (PDTPS) wascompleted, leading to numerousdesign improvements in the sys-

Long-distance surface swim with new thermal suit during operational tests at CascoBay, Maine.

14 FACEPLATE

tern and bringing final system con-figuration and Approval for NavyUse closer to fruition.

System Components

Briefly, the PDTPS is a modular,variable-volume dry suit system. Aflexible, watertight outergarmentkeeps the diver dry. Inlet and ex-haust valves are used to controlsuit inflation as necessary to pre-vent squeeze. Thermal insulationis provided by insulating under-wear which is worn over a cottonlong-John comfort layer and socks.Dry gloves with insulating linerskeep the diver's hands warm.Other components include an in-dependent suit inflation source,inflation hoses, a diver urine col-lection system for long-durationmissions, fin guards to prevent lossof swim fins, and other optionalaccessories, including a thermally-insulated cap and a cold-weatherface protector.

Field Tests

The field tests conducted withthe PDTPS were the culminationof several years' research, devel-opment, test and evaluation activ-ity to meet specific operational re-quirements. By early 1980, as aresult of local testing in PanamaCity, the PDTPS design baselinehad been finalized for subsequentoperational field tests in whichFleet activity divers participated.

Above, left: Test dive in frigid waters of Kodiac Island, Alaska. Above and below:High-speed boat recovery at Casco Bay, Maine.

The following are brief descrip-tions of these field tests.

Casco Bay, Maine. In late July,1980, NCSC and Navy Experimen-tal Diving Unit (NEDU) personnelconducted simulated missions withFleet activity divers and Fleet sup-port personnel at Casco Bay, NASBrunswick. The equipment andthe divers themselves were putthrough a rigorous series of tests,including long-distance surfaceand subsurface swims, high-speedboat cast-and-recovery and mis-sions with closed-circuit UBA.Following the tests, the diverswere debriefed individually and ingroups to gain insights into suitfeatures and possible improve-ments. Among the areas that wereimproved prior to the next seriesof tests were the substitution ofcalf weights for ankle weights, andan improved glove configurationto eliminate seal leakage. Follow-ing the Casco Bay tests, a range-of-motion evaluation at NEDU dem-onstrated that subjects wearingthe PDTPS achieved a level of 90-percent-of-nude mobility, exceed-ing performance requirements.

Whidbey Island, Washington.AtNAS Whidbey Island, Fleet per-sonnel prepared for Operation

FACEPLATE 15

Diver is prepared for start of test mission(above) while another waits (below). At left,the PDTPS fully donned.

Brim Frost wearing the prototypePDTPS. Nearly 30 manhours ofunderwater operations were ac-complished in the 39° to 42°Fwaters. Further suit refinementareas were noted, while two ac-cessories, an Arctic face protectorand polyolefin cap, proved effec-tive and were enthusiastically ac-cepted by the divers.

Kodiak Island, Alaska. In this testseries, the PDTPS supported Navydiving missions during OperationBrim Frost. A new outergarmentconfiguration incorporated im-provements identified during theCasco Bay and Whidbey Islandtests: improved seaming, rede-signed wrist seals and foot/anklerestraints areas, pockets forweights in the calf restraints, anadded suit size, and relocation ofthe inflation valve. During thetests, despite surface water tem-peratures of 36°F, no unaccept-able levels of cold stress orimpaired performance were re-ported by the divers. Two divers,for example, efficiently accom-plished a five-hour mission withno thermal problems. Only twominor equipment problems (in-volving boot traction and wristring wear) were noted, and bothhave since been corrected.

The PDTPS has been developedspecifically for long-duration,cold-water missions. However,other Navy diving activities maycertainly benefit from a systemthat eliminates much of the dis-comfort involved in conductingshorter operations in very coldwater. The PDTPS developmentand test process has shown thatmost problems that arise can beresolved, and that an optimumuse of the system in a particularapplication can be determined.Evaluation of Explosive OrdnanceDisposal and Underwater Con-struction Team applications of thePDTPS are scheduled for later thiswinter.®

16 FACEPLATE

HOWSEALAB ICAME UP

This series of photographs,taken by Mr. Jerry Pelton ofthe Navy Experimental Div-ing Unit, captures the dra-matic moments as SEALAB Iwas brought to the surfaceoff Panama City, Florida, lastsummer after spending 13years submerged in 65 feet-of-seawater (see FACEPLATE,Summer 1981). The 40-foot-long, 10-foot-diameter un-derwater habitat was raisedby a team of divers and sal-vors from the Naval Divingand Salvage Training Center,the Navy Experimental Div-ing Unit, and the NavalCoastal Systems Center. SEA-LAB I is now undergoing res-toration and later will beplaced on permanent displayin front of the Institute ofDiving Museum in PanamaCity. ®

Clockwise, from top:Bubble activity heralds theappearance of the habitat,brought to the surface bytwo lift bags, one of whichparted. A 60-foot-longchain attached to SEALABpayed out automatically,helping to control the air-filled vessel during ascent.

FACEPLATE

A LOOK AT NMRI'SNEW HYPERBARIC

RESEARCH FACILITY

The Naval Medical Research Institute (NMRI) is the Navy's largest biomedicalresearch facility. The newest addition to NMRI's capabilities is the HyperbaricResearch Facility, which houses a hyperbaric chamber complex capable ofsimulating ocean depths down to 3400 feet-of-seawater.

John C. NaquinMark E. Bradley, M.D., F.A.C.P.Lomaye Hurley

T he Naval Medical Research Institute (NMRI),located in Bethesda, Maryland, is a tenant activ-

ity of the National Naval Medical Center. It is at theNaval Medical Research Institute that 90 percent ofthe Navy's basic hyperbaric medical research is con-ducted.

Within one hour from Bethesda are 49 research-related facilities, ranging from universities to marineoceanographic activities. Because of the accessibilityto this scientific community, the Navy selectedNMRI as the site to construct a new hyperbaric re-search facility.

The Hyperbaric Research Facility is contained in atwo-story building of approximately 36,000 squarefeet. The upper floor is composed of administrationand laboratory spaces. The lower floor is dedicatedto the Chamber Complex.

The Facility's mission is to conduct fundamentalresearch on problems confronting the operatingforces in the undersea environment. Specifically, theFacility is concerned with research into the biomed-ical and physiological phenomena experienced indepths to 3,360 feet-of-seawater (FSW).

The Pressure Complex consists of five intercon-nected, high-yield steel pressure vessels, totalingapproximately 3,000 standard cubic feet water vol-ume. The Man-Rated Chamber Complex consists ofthree permanently joined pressure vessels, eachcapable of being pressurized to a simulated depth of2,250 FSW (68 ATM).

The diving chamber is composed of a sphere (origloo) atop a cylinder (wet pot). The wet pot can befilled with water and undersea operations simulated18 FACEPLATE

by fully equipped divers.The living chamber is a cylinder in which the div-

ers or occupants can work and live at simulateddepths for extended periods of time. It containsbunks, wash basin and water closet.

The outer chamber is a cylinder used primarily asan elevator between the surface and operationalproceedings at depth.

The Man-Rated Chamber Complex 1500 consistsof two permanently-joined pressure vessels, eachcapable of being pressurized to a simulated depth of3,360 FSW. The research chamber is a large cylinderin which the diver or occupant can perform pro-grammed exercises or simulated underwater tasks.The interim chamber is a sphere used primarily as anelevator between the surface and either the researchchamber or the diving chamber.

The following are some of the major sub-systemsand their functions:

• The standby power system provides electricalpower to critical loads in the event of both a primaryand secondary power failure.

• The gas farm consists of an arrangement of high-pressure gas storage cylinders, compressors, andassociated piping, valves, and controls capable ofstoring the required volume of helium, air, oxygen,and mixed-gas for life support, medical and emer-gency use, and distribution to the required gas sys-tems in all chambers. The gas farm also includes areserve and emergency gas supplies.

• The communications system provides voice(Continued on pg. 20)

NMRl's Chamber Complex . . .in Brief

The Hyperbaric Research Facility charaber |i6piisplex features the most recent developments fin ifiafe-ber design and construction. It includes fiveiiseparatedry chambers, a wet diving chamber mounted yerii--cally beneath the center chamber, and 'thesystems for We support, operating conication, fire protection, water conditioning, instru-mentation, and data acquisition, ['.Three, sepjafateatmosphere conditioning systems Control chambertemperature, humidity, oxygen makeup, agcf vtfti&sremoval of carbon dioxide, particulate rnatter/contaminants* Computer termina/s in i^e*room provide immediate access t& tft^^ Centra/ da;taprocessing equipment on the"secondbuilding. : ' . " •• . • - . . ; ^ ::'>.;:;:•''.• ;;=:;

^|§||| ^ ^ i

' 'Iti^^Tfi^j]^i^i^ffSf^i^K&^^^S^l'Ki^WlM^^''i^^ie>^K': tur cSf||Sfi

- .,...,,,...... , "v""°™~- — '" "--"**• *^^^^g^g^^^^^ ;

FACEPLATE

LIVING CHAMBER V~ICLOO INTERIM CHAMBER

RESEARCH CHAMBER

WET POTGRAPHIC SCALE

(Continued from pg. 18)communication between chamber occupants andoperator personnel, plus video monitoring of cham-ber activity. The system consists of four separatesub-systems which are as follows: head-set commu-nication system, intercom system, sound-poweredsystem, and a closed-circuit television system whichallows the chamber operator to observe the interiorof each chamber.

• The built-in-breathing system provides the capa-bility to supply chamber occupants with breathinggases which may differ from the chamber atmo-sphere. The gases and gas mixtures used for ex-perimentation, medical treatment, and casualtymanagement are supplied to the chamber occu-pants through an oral-nasal mask. Mixed-gas can besupplied for all chamber pressures.

• The oxygen makeup system provides for auto-matic replenishment of consumed oxygen withoverriding manual injection capability for each ofthe chambers.

• The inert gas pressurization and vent system forthe complex provides for pressurization and depres-surization of all chambers. The chambers can bepressurized independently or in any combination.

• The air pressurization system supplies the Com-plex with 360 psig of air for dives to 250 FSW.

• The sanitary system removes liquid and solidwastes from the chamber under pressure conditions.The research, living, and diving chambers each havea complete sanitary system.

• The fire-extinguishing system is a wet pipe sys-tem utilizing water as the extinguishing agent. Eachof the chambers has a complete and separate sys-tem.

• The potable-water system provides water fordrinking and sanitary purposes to the living and div-30 FACEPLATE

ing chambers. Each chamber receives water from itsown pressurized tank outside the chamber. The tankwater level, system pressure, and hot water tem-perature are all automatically controlled.

• The test media or diving water conditioning sys-tem controls the temperature, turbidity, and mi-croorganism content of the water in the divingchamber. The temperature control of the system iscompletely automatic. Turbidity and microorganismcontent are regulated through filters.

• The atmosphere conditioning systems controlthe temperature, humidity, carbon dioxide, contam-inant, and particulate content of the chamber envi-ronment. Three closed-loop systems provide directenvironmental control of the hyperbaric chambers.

• The gas analysis system provides the means toanalyze the various gases used throughout the facil-ity. The gas analysis system consists of four sub-systems: the sample input subsystem, carbon dioxideanalyzers, oxygen analyzers, and trace gas analysisby a computerized scanning-type mass spectrometerand gas chromatograph.

During operations, the hyperbaric complex isstaffed by both military and civilian personnel, and iscapable of supporting six human subjects inside thechambers for as long as three months. One of themost sophisticated hyperbaric systems in the world,the NMRI Chamber Complex is dedicated to thebasic research necessary to extend man's depth andtime mobility beneath the ocean. (K)

Next issue: FACEPLATE will feature NMRI's ongoingbiomedical research activities in seven different pro-gram areas.

What's New On MARS?William W. McCroryNaval Coastal Systems CenterPanama City, Florida

E ngineers and technicians atthe Naval Coastal Systems

Center were tasked to develop asystem to replace the 25-year-oldInflatable Boat, Small (IBS). Theresult of this task is the MilitaryAmphibious Reconnaissance Sys-tem (MARS) which is aimed at sat-isfying the objective of transport-ing Marine Corps reconnaissanceand other swimmers from a pointat sea to shore to perform theirmission and returning them totheir ship or other rendezvous.

One of the objectives for MARSis to use new materials and newtechnology which have been de-veloped over the past two-and-a-half decades sinc.e the develop-ment of the IBS ir the early 1950's.The basic requirements estab-lished early in 1975 have beenrevised by the Army and MarineCorps as a joint service opera-tional requirement.

MARS consists of an inflatableboat, an engine equipped with adrain valve and noise-dampeningjacket, a fuel system, and ancillaryand support equipment.

MARS is capable of being trans-ported across land by man andvehicle, "locked out" of a nuclearsubmarine, helo-cast from a heli-copter, or air-delivered by a C-130. It is capable of transportingloads up to 1,000 pounds atspeeds of 20 knots, with a fuelconsumption of 2 to 7 miles pergallon, depending on load, speed,and sea condition.

Marine Corps approval for ser-vice use was accomplished duringthe latter part of FY 1980. MarineCorps funding for a follow-onproduct improvement has beenreceived, and redesign of the boatto reduce its weight to 150 poundsis underway. ®

•MARS, a versatile craft developed for Marine Corps reconnaissance and swimmer mis-sions, can be locked-out of a submarine, helo-cast, or air-delivered to operational sites.

FACEPLATE 31

of Spun Copper and Brass"The fondness and respect among

U.S. Navy divers for the venerable,old MK 5 Diving Rig comes acrossin words and deeds, as shown inthis series of photographs sub-mitted to FACEPLATE by PH2(DV)Brian Cahill of the Atlantic FleetAudio-Visual Command, NAS Nor-folk, Virginia, on the occasion ofEA2(DV) Stewart Dahl's underwa-ter re-enlistment at UCT-1, LittleCreek, Virginia, last July; and in theoriginal poem, "Ode to MK 5" sub-mitted by BMCS(MDV) Darrell D.Williams.

ODE TO MK 5

Old friend, you've been around so long,We're all sad to see you go.Your safety record's the very best;You have the other's beat ten-fold.

I'll never forget our first meeting,When I was a lad of seventeen,I wanted to try you out so much,I could see you in my dreams.

You are a veteran of many wars,But you carry your wounds well.You've taken young boys down to gloryAnd brought grown men out of hell.

I know we say you're ancient,And your job on earth is through.But when MK 12 can't do the job,We'll have to call on you.

I have cursed you on many occasions,But thanked you on many more,For bringing me back safely,From off the ocean floor.

No more heavy weight belts,Or hats of spun copper and brass;But compared to all the others,You had a lot more class.

I know someday we'll meet again,And bring back memories gone;So I won't say good-bye old friend,I'll just say, . . . "so long."

Darrell D.WilliamsBMCS(MDV), USN

FACEPLATE

FACEPLATE S3

NEDUReports

Navy Experimental Diving Unit Report 1-80. Eval-uation of Commercially Available Buoyancy Com-pensators. James R. Middleton, AD No.: A084487

Abstract: The Navy Experimental Diving Unit evaluatedmethods of inflation and performance characteristics of four-teen commercially available buoyancy compensators for usewith standard scuba. As a result of manned and unmannedtesting, five buoyancy compensators were found to be pre-ferred for use by Navy divers.

Navy Experimental Diving Unit Report 2-80. Eval-uation of Commercially Available Open-Circuit ScubaRegulators. James R. Middleton. AD No.: A086822

Abstract: In June 1979 the Navy Experimental Diving Unitperformed unmanned tests on 36 open-circuit scuba regula-tors currently manufactured in the United States. Breathingresistance, respiratory work and first stage performance wereevaluated. Results of these tests produced a new NEDUscuba regulator performance requirement to replace the cur-rent requirement taken from MN-R-24169A. Of the 36 reg-ulators tested, 7 regulators met the upgraded performance

standard, 22 regulators and one full face mask met Mil-R-24169A, and 6 regulators did not meet Mil-R-24169A.

Navy Experimental Diving Unit Report 4-80. Pro-longed Oxygen Exposures in Immersed ExercisingDivers at 25 FSW (1.76 ATA). C. A. Piantadosi, R. L.Clinton, and E. D. Thalmann. AD No.: A084328.

Abstract: Twenty-four oxygen exposures lasting 80 to 271minutes were performed by six immersed exercising subjectsat 25 FSW (1.76 ATA) in both warm and cold water. Twotypes of exercise were performed: moderate work (50 watts)for long periods of time, and graded (25-150 watts) lasting 85minutes. In 21 °C water, moderate exercise lasted 228 + 39min, with a mean VO2 of 1.72 + 0.11 liter/min. In 4°C water,the duration was 163 + 22 min, with a mean VO2 of1.83 + 0.16 liter/minute. The differences in duration of oxy-gen exposure in warm and cold water reflect termination atan inspired PCO2 of 7.5 mmHg, a level reached earlier incold water because of CO2 absorbent exhaustion. In 21 °Cwater, the VO2 for graded exercise ranged from 1.51 to 3.00liter/minute and in 4°C water, from 2.00 to 3.16 liter/minute.Central nervous system oxygen toxicity was not observedduring these exposures, although two divers had clinical andspirometric evidence of early pulmonary oxygen toxicity.

These research reports have been issued by the Navy Experimental Diving Unit, Panama City, FL. Non-DOD facili-ties desiring copies of reports should address their request to National Technical Information Service, 5285 PortRoyal Road, Springfield, VA 22151. DOD facilities can obtain copies from the Defense Technical InformationCenter (DTIC), Cameron Station, Alexandria, VA 22314. Prices vary according to the individual report. Includereport's AD Number with each request.

FACEPLATE

The absence of CNS oxygen toxicity is attributed to low flowresistance and minimization of dead space, which caused alow inspired PCO2, although the divers' experience with oxy-gen diving and their excellent physical condition may havecontributed as well.

Navy Experimental Diving Unit Report 6-80. firstArticle Test of the MK I Mod 0 Mask (U.S. Divers).D. J.Schmitt. AD No.: A084722

Abstract: A MK I Mod 0 First Article, produced under U.S.Government Contract N-0024-79-C-4259 by U.S. DiversCompany was evaluated by Navy Experimental Diving Unitto determine if the First Article satisfactorily met contractdrawing and performance specifications. Test results showedthat the First Article performed in a satisfactory manner, andNEDU recommends that U.S. Divers Company be authorizedto continue full production under contract specifications.

Navy Experimental Diving Unit Report 7-80. Is theWeight Loss of Hyperbaric Habitation A Disorderof Osmoregu/at/on? L. W. Raymond, AD No.:A086318.

Abstract: To examine the weight loss of hyperbaric helium-oxygen habitation, we measured the exchange of liquids andcalories in six men who lived in this atmosphere for 32 days.The maximum pressure was 49.5 ATA. The men lost 3.7 to10.1 kg, in spite of warm ambient (31-32°C) temperaturesand adequate calories (2,737 kcal/d) provided for the seden-tary ways of chamber living. Weight loss and a calculatedfluid deficit were accompanied by significant hemoconcen-tration, shown by increases in serum proteins. These changeswere followed by a rise in urinary aldosterone and vasopres-sin, but not thirst. Weight loss in hyperbaric atmospheres isprobably multifactorial, but our data suggest an uncouplingof normal osmoregulation may have occurred in the presentset of subjects. This may have been due to altered lung me-chanics, increased catecholamines, or effects of high pres-sure on cellular responses to vasopressin.

Navy Experimental Diving Unit Report 8-80. MK 12SSDS Helmet Adjustable Exhaust Valve AssemblyEvaluation. M. A. Coulombe. AD No.: A086070.

Abstract: Failure of the tempered, spring-stop pin in the hel-met adjustable exhaust valve assembly of the MK 12 SSDShas required further evaluation of existing and proposed ex-haust valve configurations. Test results indicate the adoptionof recommended retrofit and design change proposals.

Navy Experimental Diving Unit Report 9-80. Un-manned Evaluation of U.S. Navy EX- 76 UBA Pre-Production Model. James R. Middleton. AD No.:A091221.

Abstract: The EX-16 UBA Pre-Production Model underwentunmanned performance testing in January through March1980. Parameters evaluated were breathing resistance, CO2

absorbent canister characteristics, and PO2 setpoint controlfunctions. All areas evaluated were found to be adequate formanned testing.

Navy Experimental Diving Unit Report 10-80. Re-spiratory Heat Loss Limits in Helium-Oxygen Satura-tion Diving. C. A. Piahtadosi. AD No.: A094112.

Abstract: Convective respiratory heat transfer in diversbreathing cold helium-oxygen is a major avenue of body hea'loss for which there is no effective thermoregulatory com-pensation. Review of recent studies of hyperbaric respiratoryheat loss provides a physiological data base for updating cur-rent minimum inspired gas temperatures for saturation div-ing. The new proposed inspired gas temperature-depth curveis based upon a maximum convective respiratory heat loss of20W.m~2 fora resting diver maintaining thermoneutral skintemperature in a hot-water suit. This level of respiratory heatloss is predicted to allow an average rectal temperature dropof 0.25°C per hour, and will support a four-hour mission. Thenew limits are designed to allow divers with any ventilatoryresponse to exercise or cold to gain heat from exercise, al-though it is expected that most of the exercise heat remainingafter obligatory increases in respiratory heat loss from theventilatory response to the exercise, will be dissipatedthrough the diver's skin as he adjusts his hot water flow andtemperature for comfort.

Navy Experimental Diving Unit Report 11-80. Test-ing of Decompression Algorithms for Use in the U.S.Navy Underwater Decompression Computer (PhaseI). Edward D. Thalmann, lan P. Buckingham, andW. H. Spaur. AD No.: A091206.

Abstract: Methods for programming a wrist-worn UnderwaterDecompression Computer (UDC) were investigated andtested. All testing was done on the MK 15 UBA which sup-plies a constant PO2 of 0.7 ATA in N2. Testing was done sub-merged in water temperatures of 73°F to 78°F and with divesubjects performing moderate exercise. A total of 445 man-dives were conducted in depths of 175 FSW, and a total of 22cases of decompression sickness occurred. A total of 5 meth-ods for computing decompression profiles were investigatedand, of these, one was selected as being the most suitable forprogramming the UDC. The method chosen would not de-compress divers safely from all profiles so its use was re-stricted to a maximum time of 30 minutes at 150 FSW. Thisrestriction was integrated into the program so the UDC couldwarn the diver if he were exceeding permissible limits at anydepth. A total of 178 man-dives were done within the restric-tion placed on the UDC with only 2 cases of decompressionsickness observed. A series of non-repetitive diving tables us-ing the selected method was also produced to permit safelydiving the MK 15 UBA without a UDC.

Navy Experimental Diving Unit Report 12-80. MK12 Surface-Supported Diving System ComponentCorrosion Protection Evaluation. E. H. Pahl. AD No.:A103343.

Abstract: Improved casting techniques, improved and alter-nate coating systems, and uncoated aluminum low-pressuremanifold blocks of the MK 12 Surface-Supported Diving Sys-tem mixed-gas recirculator, all with anodic protection, weretested for corrosion resistance in a simulated seawater envi-ronment. Incorporation of anodic protection and reconsid-eration of coating systems are recommended. fif£j

FACEPLATE

iOUNDlNGS((2Qritinued from pg. 7)

,:WQ££e ealled a towing engine inas-ijjfwh. ; 'as it : is not engine-driven.|a|l| / called it a "towing ma-

iffwqe" and I have pretty well stuckljj<3:ihatterm over the years. I thinkf|t/(|ttfte important that it be called ajjtowingrnachine" to differentiate it

' other. types of towing equip-' To me it means something

gt6er;than a winch, which termswindlass" for handling an-

"cargo hoist" forf| anc/l//7g::' cargo. Towing machine

tfiese latter two.term "towing1 winch" isother manufacturers on

ffte/r :dfawings, specifications, and,- quotations also. To-.trie/c-.eq.a/p:ment is

.nd''not a tow--jjjjjgj]nriaehi>ne.:- .

filagree with you that the same; should be used in all cases

ihat inasmuch as most ofauxiliary vessels are

. tyith our "automatic tow-the new breed of

will recognize andjjjejjjhat t errn instead of "towing

, which the older tow-are familiar.

Inc.

Readers of FACE-|?|||L2f|| :\yjjl: be pleased to know

.Johnson, spry at the ripefefflltfrlge <Sf 90, remains interested" IjsJaVy's towing problems. He

;ta Ihe office three days a;//Shd manages his firm's

-« ,^^~^ -^ activities from hisp|;f(|iifio'ri;"pher days. Though hisS;|iiyJ|li|l|:i:s :impaired, he seems tofilflffi ^pl otpgraphic, memory of

1 dimension on alland instruction

his autornatic-rnachines; Ex"

designed/specified without therescue towing requirement andwhich have only a "portable sal-vage capability," all the Navy'sFleet Tugs, Salvage Tugs, AuxiliaryTugs and Submarine Rescue Shipshave always had a Johnson-typeautomatic-tensioning towing ma-chine. This includes the EDEN-TON Class (ATS-1-3) which,though the machine was built inEngland, has a unit conforming toAlmon Johnson design. In fact, theATS-1 Class building specificationfor the ship's "main battery" waspatterned on the Almon Johnsontowing machine originally de-signed and built for the commer-cial rescue salvage tug ALICEMORAN in the mid-60's. The newconstruction ARS-50 has an im-proved version of this latterautomatic-tensioning towing ma-chine.

NAVSEA Instruction 9597.4

'Towing Engines Manufactured byAlmon A. Johnson, Inc.; ServiceProgram for" describes the proce-dures for obtaining TECHREP ser-vices for this type of machine. (Atthe next revision of this instruc-tion, the terminology will becleaned up!) This TECHREP Ser-vice is also applicable to the ATS-1Class and -has been found usefulby ships and tugs having towing ormooring winches of other manu-facturers. ;

All Navy ships which norrnallyengage in towing operations shallensure that they; hold eopiesi ofNAVSEAI:NST 9597;4, owjflfEfiJ-gines Manufactured by Alrrtowf A.Johnson, Inc,; Service'Programfor/ and ;:NA"vSEAi;NST>i:9S!8lT,:Towing1! Hawsers and TciwingHawser Log." These directiveswere originally distributed bySNDL to all ships involved in tow-ing operations. ®

LET'S HEAR FROM YOU!

A s the official magazine for the U.S. Navy djving and salvagecommunity, FACEPLATE publishes information concerning

the latest equipment, procedures and other newsworthy events inour scope of endeavor. |;

For this purpose to be best served -and for you the reader/to |ebest informed-it is imperative that the magazine receive ihpiMfrom all Fleet and shore-based activities. Without such suppoit,FACEPLATE cannot adequately fulfill its intended mission. 4

' We'd like to hear from all of you. We are not looking for literarymasterpieces, but basic written accounts and photographs ofoperational experiences, observations/or opinions that would beof interest to other FACEPLATE readers. We are also seeking r<fg-ular inputs for the Old Master column and for Soundings, whiehj'nthe future will carry author bylines to give credit where credit isdue. And, let us know about changes of command, retirements,and promotions.

Remember, FACEPLATE is the primary vehicle for the exchangeof information within the increasingly important and expandingfield ofrNlavy diving and salvage. FACEPLATE'S accounts of people,programs, and operations become a part of the historical record ofU.S. Navy diving and salvage. There's no reason why you cannot be-come a part of it. If we collectively, aSa community, share in thisnews-gathering effort; FACEPLATE will continue to be a hailmafkof the UvS/Navy'diving and-salvage^commu-hity.

O/cf (Waster''Going by the Book"

(Is the Diving Manual Sacred?)

T he U.S. Navy Diving Manual ... Is it thediver's bible or is it merely a manual of guide-

lines for Navy divers?The U.S. Navy Diving Manual is a comprehen-

sive collection of information pertinent to the U.S.Navy diving program. The Diving Manual addressessuch varied subjects as diving history, diving medi-cine, descriptions of contemporary diving systemhardware, and decompression and hyperbarictreatment procedures, to name but a few. Itbecomes apparent that certain subjects are pro-vided to the reader more for interest's sake or forguidance, while others are intended as doctrineallowing no latitude for deviation. Navy diversmust, for instance, strictly comply with certain por-tions of the Navy Diving Manual, such as the vari-ous decompression tables.

It should become obvious to the reader that thedegree to which the Diving Manual is imple-mented at the local level depends upon one's in-terpretation of its contents. Coincidentally, as thisis an official publication receiving diverse andunregulated distribution, changes and additionscan be effected only on a periodic basis deter-mined by economics. Consequently, contradic-tions to current Navy Diving policy are occasionallyencountered which may require specific interpre-

tation and resolution by the on-scene master diveror dicing supervisor based upon his previous div-ing experience. Therefore, the answer to the orig-inal question is that the Diving Manual is, in fact,both the diver's bible and a guide. We Navy diversare often required to apply common sense to de-termine which is rule and which is to be treated asonly useful information.

In any publication as comprehensive as our Div-ing Manual, covering such an ever-evolving andtechnical field as diving, it is virtually impossible tokeep it up-to-date and free from error. If anyonediscovers a mistake or is in doubt about the inter-pretation of any portion, he should contact theSupervisor of Diving (AUTOVON 227-7606; Com-mercial (202) 697-7606) or the Navy ExperimentalDiving Unit (AUTOVON 436-4351; Commercial(904) 234-4351). All proposed changes and/or revi-sions to the Diving Manual are reviewed by theNavy Experimental Diving Unit and the U.S. NavyBureau of Medicine and Surgery (as applicable)and are submitted to the Supervisor of Diving forfinal approval, publication and Fleet-widedistribution.

In summary, the Navy Diving Manual may notbe perfect; however, if you use it properly and in-telligently, you'll never be wrong. ff&

DEPARTMENT OF THE NAVYNAVAL SEA SYSTEMS COMMAND^ WASHINGTON, D C 20362

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