WilburH. Eaton,1926-1982

W ilbur H. Eaton, one of the U.S. Navy's bestknown divers and a participant in all three

SEALAB projects, died April 27 in Panama City,Florida, after a long illness. He was 56.

Eaton's Navy career spanned 38 years, and hewas a pioneer in the Man-in-the-Sea program. Anative of Omaha, Nebraska, he entered the Navyduring World War II and participated in severalPacific Ocean operations. He retired from theNavy as a Chief Petty Officer in 1971 and went towork at the Naval Coastal Systems Center (NCSC)in Panama City, where he was a specialist in theDiving Tools and Salvage Equipment Division.

CAPT Raymond Bennett, NCSC CommandingOfficer, termed Eaton "a valuable employee whowill be greatly missed by his colleagues here atNCSC."

An NCSC spokesman issued the following state-ment:

"Wilbur's reputation for excellence is wellknown in diving circles - Navy, Air Force, indus-trial and universities. He has received much rec-ognition for his diving activities, but, much morethan that, he earned and maintained the respectand confidence of the entire diving community.

"Renowned for his 'can do' attitude and co-operative spirit, he was the epitome of all that abuddy diver should be. It can be truly said ofWilbur, 'he never met a stranger.' He was loved

Wilbur H. Eaton was a participant in all three SEALAB experi-ments and a diver tools specialist at NCSC, Panama City,Florida.

by everyone who knew him, and those who didnot know Wilbur have missed a rewarding experi-ence. He will be sorely missed by us all."

One of Eaton's last diving activities was to helpremove SEALAB I from the bottom of the Gulf ofMexico off Panama City (see FACEPLATE, Sum-mer and Winter 1981). The historic craft is nowon public display at the Institute of Diving.

"Wilbur wanted more than anything else torecover SEALAB I and put it on display becausehe knew its historical significance," said oneformer diving colleague.

Said another, "Wilbur was the father confessorto all of us on the various SEALAB projects."

Recipient of Ken Conda Memorial Award, 1975.CMd(DV) Eaton during eighth day of SEALAB I experiment at205 fsw.I t

VOLUME 13, NO. 2

EDITOR-IN-CHIEFLCDR RaySwanspn

ASSISTANT EDITORS-IN-CHIEFCDRStanCwiklinski

LT Kevin Gross

MANAGING EDITORStephen T. Person

PRODUCTIONLinda M. Conrad

Cheryl S. lennings

FACEPLATE is published quarterly bythe Supervisor of Diving to 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 Diving or theU.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

6 Salvage Symposium '82CDKF.D. Meyer, USN

7 View from the Supervisor of DivingLCDR RaySwanson, USN

8 USS RECOVE RY Captures Golden Anchor AwardLTI.M. Cibion, USN, andENSP.C. Beierl, USN

10 On Alligator Bayou - Training Divers at NDSTC,Panama City

QMC(SSHDV) R.R. Smith, USN

| 4 Computer-Assisted SalvageLCDR John P. Speer, USN

\ 7 Sixteen (Thousand) Tons — The Towing ofUSS INCHON (LPH 12)

LT Timothy B. Stark, USN

20 USS PETREL Acrylic Dome RepairMRC(DV)J.D. Kerns

22 Fire and Ice-LandIO2 Dave Guise, USN

24 Inflatable Salvage Pontoon - Eight Tons of MuscleLCDR R.I. Gray, USN

27 The Old Master

FRONT COVER: Computer-printed displays of the hull configuration of SS SUSANGAIL. Shipboard micro-computers will assist Navy salvors in the development ofsalvage plans and computations (see page 14).

BACK COVER: USS PAIUTE (ATF 159) completes a complex tow of the 16,500-tonUSS INCHON (LPH 1 2) (see page 1 7).

CDRMaclin RelievesCAPT Jones

CDR Charles S. Maclin relievedCAPT Colin M. Jones as Directorof Ocean Engineering/Supervisorof Salvage at the Naval Sea Sys-tems Command in Washington,DC, on May 3,1982.

CDR Maclin was previously Dep-uty Director of Ocean Engineer-ing/Supervisor of Salvage, andserved as Assistant Supervisor ofSalvage from 1977 to 1980.

CAPT Jones has reported for dutyas Production Officer at Pearl Har-bor Naval Shipyard in Hawaii,where he served as Repair Officer-from 1975 to 1979.

Chief Gholson FillsMaster Diver Billet

atSUPDIVE

A Master Diver's billet has beensought at Naval Sea Systems Com-mand for many years and has re-cently been approved. MasterChief Torpedoman William A.Gholson, Master Diver, has re-ported to the U.S. Navy Super-visor of Diving as the first MasterDiver to fill this billet. He bringsmany years of practical diving ex-perience and will be a welcomeaddition to the staff. You can an-ticipate seeing Chief Gholson atmajor Naval stations where nu-merous diving commands and ac-tivities are centered. He will beevaluating the effectiveness ofnew diving equipment issues, lis-tening to any diving problemsand, in general, representing thiscommand with the working diver.Fleet inquiries to Master DiverGholson may be addressed to:Commander Naval Sea SystemsCommand, CodeOOC-DD, Wash-ington, DC 20362, or he may bereached by phone at A/V 227-7606/7607,

LimitedCO2 Absorbent

Shelf Life _

The Navy Experimental DivingUnit has recently completed a lit-erature survey and investigationconcerning the effectiveness ofCOa absorbent exposed to atmo-spheric conditions.

In temporary storage for periodsup to 24 hours, UBA equipmentcharged with Sodasorb will retaineffectiveness if the rig and canisterare maintained air-tight (mouth-piece in surface position). Formore lengthy periods of storage,the UBA CO2 absorbent canistershould be removed and double-wrapped in plastic bags, then tapedshut. Sealed packets of silica gelmay be included to minimize mois-ture absorption. Unused Sodasorbremaining in original containersshould be discarded after sevendays, regardless of the quality ofthe container seal, since air-tight-ness of re-sealed containers can-not be realistically determined.Unopened Sodasorb containerswith the original seal unbrokenare generally well protected frommoisture intrusion, and contentsmay retain effectiveness for a yearor more after the packaging date.

High storage temperatures haveno direct detrimental effect onSodasorb; however, below-freez-ing temperatures must be avoided,as freezing of free moisture nor-mally contained in Sodasorb will

expand and fragment the gran-ules, thereby .changing the absorp-tion characteristics. Materialwhich has been frozen should bediscarded.

Sodasorb containers should notbe exposed to direct sunlight forany length of time, as uneven tem-peratures may cause free, con-tained moisture concentrations tovary throughout the container, re-sulting in zones of unacceptablemoisture levels.

Credit toNMRI's Divers

The article 'The Recovery of AirFlorida Flight 90" published in theSpring 1982 issue of FACEPLATEregrettably omitted credit to theNaval Medical Research Institute(NMRI), Bethesda, Maryland,whose divers augmented the JointServices Team during the salvageoperation. The six divers represent-ing NMRI demonstrated an equal-ly high degree of professionalismand deserve no less credit for theirassistance.

InternationalDiving Museum Opens

The Institute of Diving held thegrand opening of the InternationalDiving Museum on March 6,1982, in Panama City, Florida.Featured was the restored SEALABI habitat.

For information about the muse-um, write to Mr. Tom James or Mr.John Quirk, P.O. Box 876, Pan-ama City, FL 32401, or call 904-769-7544.

FACEPLATE welcomes readers'inquiries, comments and input.Articles of interest to the U.S. Navy diving community are also invited.

Photographs will be returned upon request. Send materials to:

FACEPLATESupervisor of Diving (SEA OOC-D)

Naval Sea Systems CommandWashington, DC 20362

4 FACEPLATE Summer 13B2

Salvage Symposium '82

CDRF.D. Meyer, USNCOMSERVRON EIGHT

More than 60 individuals rep-resenting the diving, sal-

vage and explosive ordnance dis-posal (EOD) community attendedSalvage Symposium '82, hosted byCommander Service Croup TWO,RADMJ.T. Parker, in Norfolk, Vir-ginia, March 1-5. Representativescame from as far away as PearlHarbor, Hawaii, where the firstNavy-wide salvage symposium washeld the year before, as well asfrom Panama City, Florida, Wash-ington, DC, and from numerousFleet and shore activities in theNorfolk area.

The symposium was designed toprovide the diving, salvage andEOD community with pertinentand timely information concern-ing the state of the community inmany areas of concern, as well asproviding a forum for generatingnew ideas and addressing specificissues of concern to forward upthe chain-of-command for com-ment or action.

The symposium was kicked offby VADM J.D. Johnson, who gavethe keynote address on "Diving/Salvage - Today and Tomorrow."Other presenters included CAPTColin Jones, Supervisor of Salvage,LCDR Bill Paine (OP-375), andCAPT Jim Roper, then-Supervisorof Diving, as well as representa-tives from other areas of the com-munity. Presentations coveredsuch diverse topics as the capabil-ities of the ARS 50, the future ofthe salvage Navy, the state-of-the-art of Navy diving systems andportable tools, and the status ofthe 1140 and enlisted diving com-munities.

Discussion oisalvage technique by attendees at Salvage Symposium '82 in Norfolk, Virginia, lastMarch.

LCDR Ray Swanson (left) and CAPT/im Roper during session at the symposium.

6 FACEPLATE Summer 19B3

USS RECOVERY CapturesAnchor Award

W hen a sailor receivesorders to USS RECOVERY

(ARS 43), he unwittingly sets intomotion a chain of events designedto keep him in the Navy and tokeep RECOVERY ready to performher primary mission in diving andsalvage.

First Impressions

Even before reporting on boardfor duty, he is contacted and toldthat the Command is looking for-ward to meeting him, and thatpreparations have been made tomake him and his family feel com-fortable at their new duty station.An understanding and apprecia-tion of the role of the Navy wifeand of family considerations hasmade RECOVERY'S retention pro-gram that much more effective.

Retention efforts aboard RE-COVERY begin with a warm andfriendly "welcome aboard" of theserviceman and his family. RE-COVERY also invites the participa-tion of the Navy Family Assistance8 FACEPLATE

Center, which delivers additionalinformation and welcome materi-als to the new member. If first im-pressions are permanent, thenRECOVERY has started off her re-tention program on a positive andenthusiastic note.

Once aboard, the new shipmateembarks on a path of personal andprofessional development spon-sored by the Command. He be-comes thoroughly acquainted withthe chain-of-command, unit mis-sion, Command goals and policies,and matters affecting his personallife through a "Know Your Ship"PQS Program. His efforts in educa-tional and professional develop-ment are officially recognized bythe Striker Selection Board. Final-ly, he is further motivated by theCommand's Professional Develop-ment Board to increase his profes-sionalism in many areas throughsuch programs as GED training fornon-high school graduates andESWS training for petty officers.He is continually challenged with

new goals and rewarded for hisaccomplishments.

In summary, the new RECOV-ERY team member is beginning histour aboard in a responsible andchallenging fashion. But retentionefforts do not stop here. Through-out his tour aboard RECOVERY,the individual is encouraged toundertake continued educationand training. The benefits and re-quirements for advancement arealso reemphasized as a means ofensuring that the individual doesnot stagnate professionally and ischallenged to his level of poten-tial.

The Ties that BindGiven the past, present and pro-

jected future operational tempothat is expected aboard RECOV-ERY, there remains a necessaryand strongallegiancetothe welfareand concern of the RECOVERY"family." As a means of keepinglines of communications open andimproving morale aboard ship and

Summer 13BS

Newly-reporting crewman, SN Kenneth Everett, is welcomed aboard by RECOVERY'S ExecutiveOfficer, L7 James Cibson.

RADM /. T. Parker, Commander Service Croup TWO, recently presented the Co/den AnchorAward to USS RECOVERY. L-r: HTC George Hamer, the command Master Chief; RADMParker; LCDR Herb Stephen, Commanding Officer; and QM1 Frederick W. Hammond, CareerCounselor. (Photo by PH2 Gladney, NAVSTA Brooklyn, NY)

MSI Pricelo Pablo (left) and QM1 Frederick Hammond receive instruction in the Enlisted Sur-face Weapon Specialist (ESWS) Program aboard RECOVERY. Standing is QM1 Harry Donovan,ESWS instructor.

Summer 19B2

at home, RECOVERY has histori-cally sponsored a dependent's de-ployment briefing and supperaboard prior to each significantdeployment.

These briefings have been a tre-mendous success, alleviating manypotential family separation prob-lems normally experienced duringa deployment. Family membersare introduced to representativesof the American Red Cross, Chap-lain's Office, Navy Relief, and theFamily Services Center. The ex-change of information has beentremendously well received by allparticipants. To keep family mem-bers informed, RECOVERY issues"family-grams" periodically duringthe cruise.

Dynamic ProcessBehind RECOVERY'S retention

program is the Command Reten-tion Team composed of the Com-manding Officer, LCDR HerbertA. Stephan; Executive Officer, LTJim Gibson; the ship's respectivedepartment heads; CommandMaster Chief, HTC GeorgeHamer; Command Career Coun-selor, QM1 Frederick Hammond;and the departmental careercounselors. The success of thisteam can be attributed to itsawareness and sensitivity to fac-tors which impact on retention,and its ability to devise a programwhich strives to eliminate thenegative factors while promotingthose that are positive.

RECOVERY is not basking in thespotlight of success, but constantlyreevaluating her retention pro-gram with an emphasis on feed-back from crew members. She isdetermined to continue her suc-cess in the area of mission readi-ness through retention of qualifiedpersonnel.

The true success of RECOVERY'Sretention program is therefore theresult of a combination of manyfactors: Sponsorship, indoctrina-tion, professional development,training, family awareness, pro-gram evaluation, and dynamicCommand involvement. Each, inits own special way, has contrib-uted to the remarkable success ofRECOVERY'S retention program, (g)

FACEPLATE 3

ON ALLIGATOR BAYOUTraining Divers at NDSTC, Panama City

QMC(SS)(DV) R. R. Smith, USNNDSTC

(Photos by Bernie Campoli andRob Cole, NCSO

I n 1980, the Naval Diving andSalvage Training Center

(NDSTC) moved from the Wash-ington Navy Yard and is nowoperating on the banks of AlligatorBayou, just off St. Andrew Bay inPanama City, Florida, an areawhich has become a center forU.S. Navy diving training, re-search, and testing. Also locatedin Panama City are the NavalCoastal Systems Center and theNavy Experimental Diving Unit(see aerial photograph).

NDSTC trains selected candi-dates from the U.S. and alliednavies in diving, ship salvage, sub-marine rescue, and additionaltasks assigned by the Chief ofNaval Education and Training.

The training center houses ap-proximately 56,000 square feet1O FACEPLATE

and is capable of training over 200students at a time.

To successfully accomplish itsgoals, the command has manyspecialized assets, including:

D The largest above-groundheated training pool in theState of Florida.

D A training "salvage hulk," withall the necessary salvage ma-chinery staged on the adjoin-ing pier.

D A gas storage farm containing347,000 cubic feet of gas insupport of the hyperbariccomplex and divers' breath-ing gas systems.

D A complete medical facilitywhich includes a laboratoryand an emergency operatingroom.

D Three 15-foot-deep opentraining tanks to conduct ori-entation dives and otherclosely-supervised training ex-ercises.

D Three hyperbaric complexes,each with a working depth of600 feet. These complexes arecapable of supporting divingoperations to diver qualifica-tion depths using any of thediving rigs taught at the train-ing center.

D Two surface craft, eachequipped with helium/oxygenand air surface-supported div-ing systems, plus recompres-sion chambers for use duringopen-sea diving operations.

Physical conditioning, an inte-gral part of diver training, is de-signed to achieve and maintain ineach student a level of staminasufficient to allow his or herparticipation in diving activitieswithout undue physical stress. Inaddition, exercises are aimed atstrengthening those muscles re-quired to handle the heavy andoften cumbersome diving outfits.

Students receive classroom in-Summer 1382

COMPUTER-ASSISTEDSALVAGE

Introducing Shipboard Micro-Computers as a Tool forInformation Retrieval and Performance of Complex Salvage

Computations

U SS SALVOR is steamingalong in the Pacific in transit

to Pearl Harbor, when an immedi-ate message is received that USSHOH, a CIMMARON-class oiler,has run aground on the island ofEast Fayu, an uninhabited, lowcoral island in the Eastern Caro-lines of Micronesia. SALVOR isordered to proceed immediatelyto the scene at best speed.

East Fayu Island is three days dis-tant at a speed of 13 knots. Inpreparation for the shipboard sal-vage planning conference, the sal-vage officer draws a 5V4" floppydisk marked "USS HOH" from hisinformation retrieval library. Heenergizes the on-board micro-computer, inserts the Ship's HullCharacteristics Program (SHCP),followed by the floppy diskmarked "USS HOH." The green-on-black TV monitor blips to life,and an isometric section display ofthe oiler is presented on thescreen.

The salvage officer enters a codeon the keyboard and the displaychanges to alpha-numeric spec-ifications indicating the ship'slength, beam, and displacement.

The salvage officer next requestsa subroutine entitled "RequiredFreeing Force." The computer dis-play requests all information tocompute freeing force three differ-ent ways:

D Forward draft before and aftergrounding

D After draft before and aftergrounding

LCDR John P. Speer, USNCommanding Officer

USS BOLSTER (ARS 38)

D Displacementbefore and aftergrounding

D Reaction point (distancefrom bow)

D Tide difference at time of pullD Type bottom

The salvage officer notes the in-formation required and requeststhe operations officer to estab-lish a communications link withUSS HOH to obtain as much ofthe required information as possi-ble.

Upon receipt of the informa-tion, the salvage officer keys the

data intothe computerand a freeing forceof 263 tons is calculated. The sal-vage officer is now prepared tomake recommendations and pro-pose a plan of action days beforearriving at the scene.

14 FACEPLATE Summer 19B2

Shipboard computers may beprogrammed to provide specifi-cations and isometric displays ofalmost any given vessel, thus en-abling salvors to begin formulat-ing salvage plans well in advanceot arriving on-scene.

". . . COMSERVRON FIVE has initiated astudy to determine how to further use thepotential offered by micro-computers toenhance salvage calculations in both apeacetime and wartime environment."

Science Fiction?Although the above account is

of a fictional operation, the tech-nology described is not. The im-pact of a fast-growing computerindustry has already touched thesalvage Navy. True, computershave been with us for a long timein the research and developmentand experimental diving level, butit is only recently that the micro-computers have been put withinreach of the salvor's fingertips. ThePacific Salvage Fleet has, for exam-ple, received commercial satellitenavigation systems, a form of spe-cial application computer. Also,navigators in the Fleet are usingHewlett-Packard HP-67 program-mable calculators to perform suchtasks as reducing star sights.

With recent availability of power-ful, low-cost, desk-top computers,also referred to as micro-comput-ers, COMSERVRON FIVE has initi-ated a study to determine how tofurther use the potential offeredby the micro-computers to en-hance salvage plan developmentand salvage calculations in both apeacetime and wartime environ-ment. During World War II, manydamaged ships could have beensaved if the salvors had had morein-depth knowledge of the specif-ics of a particular hull configura-tion, or faster and more accurateanswers to specific engineeringproblems.

Need for SpeedIn a major conflict today, the

primary mission of the salvor willbe to arrive on-scene as quickly aspossible, and provide the most aid

while doing as little damage aspossible, resulting in faster repair,turnaround time, and subsequentreturn to the front line. To accom-plish this mission, the on-scenesalvage commander needs a vastamount of information on a real-time basis in a usable format.

The salvage Navy has tradition-ally approached a salvage scenerelying on experience of old saltsand information gleaned from theon-scene survey. Where the situa-tion required marine engineeringexpertise, Engineering Duty Of-ficers were assigned on-scene toadvise on salvage proceduresbased on sound engineering doc-trine. Since World War II, therehas been a reduced number ofmajor salvage incidents requiringNavy salvage participation. Thepool of salvors with extensive ex-perience have all but left theNavy. Although the concepts be-hind the Special Operations Of-ficer Community include buildingsalvage expertise among the 1140salvage officers, this, too, is a pro-cess depending on on-scene expe-rience at major salvage projects.

To further complicate the situa-tion, in-depth knowledge of newship hulls, or a library of plans of atleast high-priority combatants andsupport ships suitable for salvageor rescue at sea, are virtually non-existent on-board modern salvageships. Engineering Duty Officerswith salvage experience and navalarchitecture education will not bereadily available on-scene, espe-cially in a wartime situation. Themicro-computer can provide areal-time salvage information re-trieval and salvage computationability for the on-scene salvor.

Summer 13BS FACEPLATE 15

Current Inroads

Based on a study of the myriadhardware and software equipmentavailable, SERVRON FIVE has de-termined that the use of the micro-computer as a tool to assist thesalvor is feasible. The probable im-plementation of this plan will in-clude a larger, more sophisticatedmicro-computer based at COM-SERVRON FIVE headquarters. Thiscomputer would provide informa-tion retrieval and salvage calcula-tion capability with a real-timecommunications link to shipboardcomputers.

A current procurement programis placing XEROX 860E micro-computers on all Pacific Fleetships, including ARS's and ATS's.Although this computer is targetedfor word processing and adminis-trative use, it could be given soft-ware that would allow it to receivesalvage information directly fromthe headquarters computer.

Software

The software, usually high incost compared to the hardware, isa program tailored for a specificuse. Such a program is the SHCP.It can perform all required stabilityand strength computations, and isalready available from NAVSEA.This program, written by MichaelE. Augley in 1964, has been ingeneral use by both civilian andmilitary shipbuilders since 1968.The program has a proven trackrecord. An abbreviated version ofthe program, using FORTRAN IVas the computer language, is pres-ently being used by Pearl HarborNaval Shipyard design departmentusing a Digital POP 11/70 mini-computer and Heathkit H-89micro-computers as terminals.

The SHCP consists of a set ofsub-programs which perform thefollowing naval architectural cal-culations:

D Hydrostatics (Curves of Formand Bonjean's Curves)

D Trim LinesD Longitudinal StrengthD Floodable LengthD Limiting Drafts

IB FACEPLATE

D Intact StabilityD Damaged Stability Cross CurvesD Damaged Statical StabilityD Intact Statical Stability on Waves

Input for the SHCP program canbe manually keyed as requestedby the computer. Items such asname of ship, length, beam, dis-placement and offset points alongsections may be inserted manuallyif the damaged ship's hull informa-tion is not available on a tape ordisk. In the case of all U.S. Navyship hulls, hull input information isavailable from NAVSEA, and, ifcarried on-board, can be insertedin a matter of minutes. Additionalcalculations may be added as sub-routines.

The SHCP program will print ordisplay both an isometric view andplan view of sections of the hull in-put (see illustrations). Possible ad-ditions to the graphic display mayinclude overlays of high-priorityspaces, such as ordnance maga-zines, high-value electronic equip-ment spaces, and engineeringspaces. Overlays displaying tanksand voids, or firemain and drain-age system, could also be veryuseful.

Here to Stay

At the Pacific Fleet Salvage Sym-posium, two papers of note werepresented. One, presented by LTP. M. Miniclier, recommended aconsolidated Salvage Survey Formwhich could "provide the salvorwith a comprehensive singlesource reference for the formula-tion of salvage plans of a similarhull type or operation."

A second proposal, presentedby LT J. J. Jeffries, recommendedan analysis of new hull types fromthe salvage point of interest. Thissurvey was to be completed on astandardized "Salvage AnalysisFormat" emphasizing vital infor-mation such as loading plan, loca-tion of portable pumps, damagecontrol equipment, boarding ac-cesses, and drain sizes on-board, tomention a few. The information ob-tained by these proposals could betransferred onto disks or magnetictapes and be available to further

assist the salvor through micro-computer information retrieval.

COMSERVRON FIVE is continu-ing to research the possible uses ofthe SHCP with various availablemicro-computers. One possible ar-rangement may include a micro-computer at COMSERVRON FIVEheadquarters used as a terminal tothe mini-computer at PhiladelphiaNaval Shipyard. A telecommuni-cations link to relay information tothe salvage commander on-scenemay be another possibility.

The feasibility of the use of amicro-computer to assist in sal-vage is promising. There are prob-lems that still have to be resolved.For example, how to use a micro-computer programmed specificallyfor word-processing to crunch outengineering programs using FOR-TRAN language? Or, who shouldoperate the computers and whatlevel of training will be required?

Micro-computers are here tostay. They have an infinite poten-tial as an information retrieval andcomplex computation tool for thesalvor. With such a system, infor-mation pertinent to salvaging adamaged ship will be readily avail-able to the salvor. ®

For more information about theNavy's work in computer-assistedsalvage, contact the OperationsDepartment of Service SquadronFIVE, Pearl Harbor, Hawaii, tele-phone 808-471-9984.

Summer 19Ba

SIXTEEN (THOUSAND) TONS

During the morning hours of October 20, 1981, USS PAIUJE (AJF 159)proceeded to sea from Hampton Roads, Virginia, via the Thimble ShoalsChannel in the lower reaches of Chesapeake Bay. Approximately two hundredfeet astern rode USS INCHON (LPH 12), in harness with PAIUTE's

(continued) *•

Summer 13B2 FACEPLATE

two-inch tow wire. PAIUTE's sail-ing orders directed delivery ofINCHON to the Naval Shipyard atPhiladelphia, PA, by 1700 hours onOctober 22.

D uring the hundreds of yearsin which ships have put to

sea, the capability for one ship totow another has existed as a para-mount requirement. The princi-ples of towing seamanship havebeen developed through the yearsand have been passed on by word-of-mouth and through writtendocumentation.

To conduct an open-ocean towof such magnitude as that pre-sented by INCHON, considerableplanning and material preparationwas required in several areas:

D Pilots and tugs were indis-pensable for the transit ofboth Hampton Roads and theDelaware Bay and River;

D Coordination with the CoastGuard was essential to ensureample notice would be givento all shipping to avoid con-gestion difficulties during theone-hundred-mile transit ofthe Delaware Bay and River;

D Adequate logistics provision-ingandtheavailability of hotelservices aboard INCHONwere necessary for the entiretransit period.

These were but a few of the myr-iad requirements which were con-sidered and planned for prior tothe actual commencement of thetow. All planning was meticulouslycoordinated by the Staff of COM-SERVRON EIGHT and INCHON'SCommanding Officer.

In addition to the aforemen-tioned considerations, critical envi-ronmental factors were examinedand questioned both prior to andduring the actual tow of INCHON:How would INCHON react towind, current, and seas whileunder tow? What would be the ef-fect of restricted waters and opensea-lanes on the maneuverabilityof INCHON? In the event of de-teriorating weather, at what maxi-mum speed could INCHON safelybe towed?

PAIUTE's tow of the 16,500-ton INCHON through the open ocean off Virginia and therestricted waters of Delaware Bay and River was a teat of seamanship and meticulous planning.

High Winds

INCHON'S large sail area (30,000sq ft) posed a significant problem,particularly through the restrictedwaters at Hampton Roads and theDelaware Bay and River. Lateralbeam forces were calculated forforecast and possible wind veloc-ities, and it was determined that amaximum wind speed of 20 knotswould be used as a limiting factor.Thus, the tow would not com-mence if the winds in HamptonRoads were over 20 knots; andshould the wind velocity at the en-trance to the Delaware Bay andRiver exceed 20 knots, transit ofthese restricted waters would bedelayed.

On the scheduled departureday, October 19, wind speedsreached 30 knots. The tow was

therefore postponed until windsabated the following day.

CurrentsAlso critical to the tow were the

river and tidal currents in ThimbleShoals and the Delaware Bay andRiver. All currents were calculatedand it was decided that arrivalat various critical check pointswould have to occur within ex-tremely narrow time windows.The most critical of these checkpoints were determined to be ShipJohn Shoal in the Delaware Bay(0700-0730 on October 22) andthe Philadelphia Naval Shipyard(1600-1700 on October 22). As aresult of the extensive planningand the timely arrival at all checkpoints, river and tidal currents didnot greatly impact on the transits.

18 FACEPLATE Summer 1SS2

INCHON'S 30,000-square-foot sail area necessitated careful monitoring of winds. Despite envi-ronmental and logistical complexities, INCHON was delivered to Philadelphia on time andwithout mishap.

Interestingly, ocean currents didhave a minor impact on IN-CHON's towing characteristics inthat these currents tended to over-come the forces generated by thelight winds of approximately 10knots.

ManeuverabilityManeuvering INCHON in the

restricted waters of HamptonRoads and the Delaware Bay andRiver did not present a great prob-lem in view of the light windsencountered. Utilization of IN-CHON's steering system, to steeron PAIUTE's fantail, was mostbeneficial in controlling her head-ing and reducing the strain on thetow wire. All course changes wererelayed to INCHON by radio. IN-CHON tracked almost dead asternof PAIUTE during the transit up

Summer 1 BBS

the Delaware, and swaying out tothe side was minimal during turns.Initially, while in the open ocean,INCHON'S rudder was kept amid-ships; however, excessive strainsand oscillations on the tow wirewere encountered and it was de-cided to have INCHON steer onPAIUTE's fantail for the remainderof the tow.

INCHON'S rudder control of herhead was minimal at speeds of lessthan 4.5 knots. In view of this, itwas determined that a speed overground (SOG) of 5.5 knots orgreater must be maintained duringrestricted-water transits. The aver-age SOG in the Delaware Bay andRiver was 6.5 knots.

During the various restricted-water transits, and when excessivemaneuvering of INCHON was re-quired, the tow wire was allowed

to sweep the fantail from the H-bitts aft. This procedure kept thepoint of tow well forward ofPAIUTE's rudder, thus allowingPAIUTE maximum maneuverabil-ity. While in the open sea, the towwire was kept in the stern roller toreduce chafe on the tow wire.*

Tow SpeedThe maximum speed at which

INCHON could be towed safely,in the event of deterioratingweather, was a question from theonset of the operation. Uponclearing the Chesapeake Bay ap-proaches, PAIUTE slowly built upspeed. An SOG of 8.4 knots wasattained with the following mainengine status: four main engines inthe propulsion loop; 129 shaftRPMs; 1,100 electrical propulsionloop amps; and 725 main engineRPMs. The strain on the towingmachine was 52,000 pounds. En-vironmental conditions placed thewind and seas off the port bow at10 knots at one or two feet. IN-CHON displaced 16,500 tons andpresented a sail plane of 51 by 602feet. As previously mentioned, en-vironmental conditions were ex-cellent and permitted a high SOG.

The successful execution of theINCHON tow by a 36-year-oldATF reiterates the excellent designof the ATF-96/148 class tow ship.The fine lines of the underwaterhull, the variable combinations ofthe propulsion plant, and the largepropeller and rudder, make it oneof the finest platforms for open-ocean towing.

Our Fleet's towing and salvageassets are rapidly dwindlingthrough deactivation or sale toother navies. This situation isbringing a "steady bearing, de-creasing range" to a pre-WW II sal-vage Navy.

We who proudly sail, or havesailed, in these outstanding shipsstrongly voice our desire for theircontinued use and activation. ®

'Editor's Note: Use of chafing gear on thebull rope is the preferred method of reduc-ing chafing to the tow wire using good sea-manship, rather than trapping the tow wirewithin the stern roller. The latter practicerisks putting the ship "in irons" as a conse-quence.

FACEPLATE 19

USS PETREL ACRYLIC DOME REPAIR

Two-man, open diving bell. Acrylic dome of PETREL's bell exhibited deep scratches and distor-tion, seriously affecting divers'visibility.

SO FACEPLATE

SomeCreative Thinking -

and DoggedPersistence -

Achieves DramaticResults in Restoring

Clarity toUSS PETREL'SDiving Bell

Acrylic Dome

MRC(DV) T. D. KernsUSS PETREL (ASR 14)

D uring a recent NAVSEA pre-certification survey, it was

noted that the acrylic dome of USSPETREL's two-man open divingbell was heavily scratched in onearea and that the scratches ap-peared to be fairly deep. Thescratches were of a seriousenough nature to warrant a cate-gory I-B deficiency card.

The bell manufacturer's mainte-nance manual was consulted todetermine the proper repair pro-cedure. It was the manufacturer'srecommendation that a commer-cially available auto polish (DuPont #7 Auto Polishing Com-pound) be used in conjunctionwith a portable electric buffer. Itwas further recommended that, "ifthe scratch is deep and cannot beremoved by buffing, do not at-tempt to sand it out, replace thedome."

The recommended polishingcompound was purchased andthe repair procedure was begunon board by the salvage depart-ment personnel. Initial results wereunsatisfactory and the process wasrepeated. Some improvement wasnoted, but scratches were stillnoticeable and the area exhibitedsome visual distortion.

Summer 1SB2

Problem Insight

The project was reevaluated andit was concluded that, while thedamage to the acrylic dome wasnot of a serious nature, it wasbeyond the scope of establishedrepair techniques. Some researchrevealed that the material used inthe fabrication of the open belldome was very similar to the hardplastics utilized in the constructionof military and commercial jet air-craft canopies. They are of atough, flexible nature and virtuallyshatter-proof; however, they arequite susceptible to scratches andhazing due to the constant expo-sure to the elements.

A local aircraft repair facility wascontacted and queried regarding arefinishing process that could beutilized. Reference was made toMicrosurface Finishing Products,Inc., who manufacture restorationprocess kits used frequently byboth the military and commercialair carriers. The kits are sold underthe brand name Micromesh, andcontain easy-to-follow, step-by-

step instruction about the restora-tion process.

A kit was purchased-kit KR-70.This kit was recommended by themanufacturer for aircraft usewhere the restoration of critical vi-sion areas is required. It containsall the required materials to finisha 20- to 30-square-foot area, plusconcise procedures specificallygeared to military applications.

The application of the process tothe acrylic dome was done onboard, following the military ver-sion of the instructions. All restora-tion work was done by hand,thereby ensuring minimum re-moval of material.

Perfection

The results were excellent: 99percent of the damage was re-moved with no distortion whatso-ever. The process was repeated asecond time, resulting in 100 per-cent removal of damage and maxi-mum clarity. The restoration wasso complete that identification ofthe previously damaged area waspossible only by locating the area

that now displayed the most visualclarity.

Restoration of the acrylic domewas completed by a light refinish-ing of the dome's exterior. Its defi-ciency corrected, the two-man,open bell was recertified, and at alarge savings to the Navy both indollars and man-hours. While thisproduct was only applied to theacrylic dome of the two-man bell,it has potential use on the Lexanviewports of the MK 12 SSDS hel-met as well.

Project Participants

The following people contrib-uted to the success of the acrylicdome restoration project aboardPETREL:

LCDR Malloch, CommandingOfficer

LCDR Evans, Executive OfficerQMCS(MDV) WilliamsMRC(DV) KernsSMC(DV) Griebe, Ret.TMC(DV) WitunskyBMI(DV) TempleHT2(DV)SkeldingHM2(DV) Roa ®

After restoration, with scratches fully removed and clarity restored. L-r: MRC(DV) Kerns, QMCS(MDV) Williams, TMC(DV) Witunsky, BMl(DV)Temple, HT2(DV) Skelding, and HM2(DV) Roa.

Summer 13B2 FACEPLATE 21

Story and Photos by)O2 Dave Guise, USNPublic Affairs Office,

COMICEDEFOR

F our men in Keflavik, Iceland,make up the smallest Navy

detachment on the NATO Basethere. Although small in numbers,the men of the Explosive Ord-nance Disposal (EOD) Detach-ment perform one of the biggestand most important jobs of anycommand in Iceland. The safety ofsome 5,000 military personnel anddependents could, at any mo-ment, rest in their hands.

The detachment in Keflavik iscomprised of LT Michael Hinman,Officer-in-Charge, MMC EugeneRichardson, SK1 Mark Favor, andPRAN Raymond Adams. Thesefour men are directly responsiblefor rendering safe any hazardousordnance on the NATO Base. Thiscould include damaged weaponson the 57th Fighter InterceptorSquadron's F-4s, unexploded ord-22 FACEPLATE

nance found in Iceland or in thewater surrounding it, or impro-vised explosive devices typicallyassociated with bomb threats. TheEOD detachment is also preparedto assist Icelandic communities, ifnecessary.

Response Time

In no other organization is team-work as important as it is to theEOD detachments. They work,train, and exercise together. Everyindividual move on an actual jobis choreographed to mesh withthe group's common goal - toneutralize the explosive device.Any letdown in the team conceptcould lead to a tragic mishap.PRAN Adams, the youngest mem-ber of Keflavik's EOD detachmentsays, "We're a small group and wedo work together as a team, andas friends. We have to sticktogether."

Besides occasional bomb threatsand demolition, the EOD menspend the majority of their time

training. Included in their trainingare daily workouts at the base gym-nasium, and familiarizing them-selves with their equipment andpublications. The EOD publica-tions outline procedures and de-tailed steps for various situations.Knowing what publications to con-sult on a specific job, and whereto find them, is extremely impor-tant because, as SKI Favor says,"the key to our success is responsetime."

Respect vs. FearThe procedures and instructions

that govern EOD personnel todaywere written, to a great extent, bythe pioneers of Navy EOD. Theirexperiences, both good and bad,enable EOD technicians today tocomplete a job in a safe, tried-and-true sequence. "The older EODtechnicians worked when thereweren't any set procedures," ChiefRichardson says. "Their experi-ences help all EOD technicians.Unfortunately, a lot of the older

Summer 19S2

Opposite page: A detective rocket launcher is demolished with explosives at Keflavik, Iceland.Above, left: LT Michael Hinman (left) and SKI Mark Favor inspect the launcher after demoli-tion. Above, right: SKI Favor attaches explosives to the launcher (or demolition. Below: MMCEugene Richardson trains with underwater sonar.

Summer 19B2

guys need two hands to order fourbeers."

SK1 Favor says the learning pro-cess is never complete. "We learnsomething new with each job. Welook at explosives from a respectrather than a fear standpoint, be-cause we understand what makesthem work."

EOD technicians come from allNavy ratings and are assigned insmall units on most major weap-ons stations and ships. Navy EODis divided into two operationalcommands: EOD Group ONE inHawaii and EOD Group TWO atFort Story, Virginia. The com-manders of these two groups coor-dinate all EOD operations withinthe Pacific and Atlantic fleets, andare the administrative command-ers of permanent detachments lo-cated throughout the world. Thereare approximately 350 to 400 of-ficer and enlisted EOD technicianswithin the Navy, or about 200short of actual manning require-ments.

EOD Duty IncentivesProspective EOD technicians be-

gin their training in Huntsville,Alabama, at the Army Missile Am-munition School where they at-tend classes on chemical andbiological warfare. From there, theclass moves to Indian Head, Mary-land, for 39 weeks of intensive in-struction in all aspects of explosivedisposal. "It's not an easy school,"Chief Richardson says. "You haveto apply yourself. The attrition rateis pretty high. Thirty-two peoplestarted out in my class and only 11graduated. But if you hit the booksand really want it, you can makeit."

The incentives to "really want"EOD duty are the best the Navyhas to offer. EOD personnel re-ceive maximum re-enlistment bo-nuses and can average as much as$75 per month for shortage spe-cialty pay (proficiency pay), plus$110 per month diving duty pay.And, while EOD personnel retaintheir previous Navy rating, ChiefRichardson says, the possibilitiesfor advancement are much betterwhen an individual is in the EODprogram. (§^

FACEPLATE 33

SALVAGEPONTOON -

SCLE"

Inflatable pontoon, minus the lashings that would hold it fully deflated, is lowered over the side of USS OPPORTUNE (ARS 41).

24 FACEPLATE Summer 1332

Story and photos byLCDR R. I. Gray, USN

U5S OPPORTUNE (ARS 41)

L ost: the 35-ton lower sterngatefrom USS RALEIGH (LPD 1) in

the Mediterranean Sea off CapeSeratt, Tunisia. The sterngate sankin 65 feet of water during amphib-ious exercises recently, when highwinds and heavy seas caused thelifting arms to fail and the hingepins to shear.

As the salvage plan was beingworked out aboard USS OPPOR-TUNE (ARS 41), it became clearthat the major obstacle would bein lifting the sterngate off the bot-tom. Due to the remote location, afloating crane of adequate capac-ity was not available. A bow liftwas considered, but rejected dueto the limitations it would have ontransporting the gate once lifted.

Vital Statistics

Fortunately, OPPORTUNE wasclose to the Emergency Ship Sal-vage Material (ESSM) pool inLivorno, Italy, so the decision wasmade to embark six inflatable sal-vage pontoons, each having a lift-ing capacity of over eight tons.

No one on board had everworked with the pontoons before,so the characteristics were of par-ticular interest. The pontoonscome packed in a wooden crate;the total weight is about 900pounds. The pontoon itself weighs750 pounds. Some of the othercharacteristics are:

D Inflated diameter - 7 feetD Inflated length - 10feetD Net buoyancy (s.w.) - 18,180

pounds (8.4 long tons)n Inflation fitting - 1V4-inch,

quick-disconnect

NAVSEA 0994-011-2010 is the ref-erence manual for use and main-tenance, and one comes packedwith each pontoon.

The pontoon is equipped with asteel plate and %-inch lifting eye ateach end. The plates are con-nected internally with 1-inch studlink chain, allowing up to threepontoons to be connected inseries. Relief valves are fitted atSummer 19B2

each end to prevent overinflation,and bleed off excess pressure asthe pontoon rises.

The inflation hose is three feetlong and fitted with a ball valveand a Roylon 11/4-inch, quick-disconnect nipple. This fittingproved to be a problem, as therewere no female connectors pro-vided with the pontoon. Severalrolls of 2-inch salvage hose werealso requisitioned from the ESSMpool, but the hose did not haveany connectors either. As a result,the nipples were removed, andadapters made to connect the in-flation hoses to standard MK 5 div-ing hose.

Successful Lift

With OPPORTUNE moored overthe sterngate, the pontoons werelowered over the side with theafter boom. They proved to haveseveral hundred pounds of posi-tive buoyancy, even with the se-curing lashings firmly in place toensure full deflation. One pon-toon that had not been lashedbefore packing had even morebuoyancy. To get the pontoonsdown to the bottom, a hauling linewas led through a snatch block ateach attachment point, the end ofthe line tied to a pontoon, and theship's capstan used to haul the

j • • ....>Inflation hose, relief valve, and lashings hold the pontoon deflated.

FACEPLATE 25

pontoon down. It was found that afully deflated pontoon would be-come negatively buoyant at about40 feet, and was easily handled onthe bottom by one diver. Althoughthe manual recommends a test in-flation on the surface, this was notdone, as the lack of ability to fullydeflate the pontoon would haveresulted in greatly increased sur-face buoyancy.

Prior to entering the water, eachpontoon was identified with a dif-ferent number of seizings on theinflation hose, to insure positiveidentification by the divers.

With all pontoons in place, theair supply hoses were run from a125-cfrn salvage compressor to thepontoons. Due to a lack of adapt-ers, only two pontoons were filledat a time. At 65 feet, it took about20 minutes to inflate a pontoon.Full inflation was signalled by animpressive quantity of bubbles asthe relief valves opened.

The pontoons were blown in asequence designed to bring thesterngate up in a level attitude.Once on the surface, the inflationhoses were lashed down, and theinflation valve handles removed toprevent accidental opening.

Unhappy EndingUnfortunately, this up-to-now

successful salvage job has anunhappy ending. As there was nofloating crane available to pick upthe sterngate, the decision wasmade to tow the sterngate toPalermo, Sicily, where RALEIGHwas undergoing temporary re-pairs. During the tow, the motionof the pontoons caused one of the3/4-inch attachment chains to chafeon the sterngate and part, and thegate was lost in deep water.

Despite the loss of the sterngate,the salvage pontoons proved to bea very satisfactory method of re-covering this heavy object. All ofthem functioned without a prob-lem, and the salvors of OPPOR-TUNE gained some valuable expe-rience. So, the next time you'refaced with a similar situation,count on the inflatable salvagepontoon to add some "muscle" tothe job. I®SB FACEPLATE

Inflatable pontoon, minus the normal securing lashings, is rigged for lowering over the side ofUSS OPPORTUNE.

Diver from OPPORTUNE prepares to enter the water off Cape Seratt, Tunisia, during recoveryoperations for the sterngate of USS RALEICH (LPD 1).

Summer 19S2

Bring Back Jack Browne and MK 5?

H ow often have we as divers been guilty ofcondemning the effectiveness of new

equipment such as the MK 1, MK 12, or the MK15?

All too often, we consider the less desirableor negative characteristics of our new divingequipment when comparing them with the attri-butes of the older, time-proven rigs, overlookingthe benefits provided by the newer rigs whichhave expanded the undersea capabilities of theworking diver and combat swimmer.

While the new equipment typically requiresmore extensive maintenance procedures, and insome cases can be more complicated to sup-port and operate, these characteristics havebeen the direct consequence of improved diversafety requirements and of expanded systemcapability. The continuing diversification andcomplexity of work relegated to today's divingorganization has necessitated the developmentof diving systems with a wide range of functionsand capabilities. On the other hand, fundingand logistic support restrictions imposed uponus have at the same time required minimizingthe diversity of different types of diving equip-ment with which to perform the many tasks.Consequently, we must seek and expect to usea few types of diving systems which are de-signed to perform an ever increasing variety of

tasks. As the mission requirements of Navy div-ing evolve and expand, we may expect to see aproportionate evolution of the functional capa-bilities of our diving equipment.

The "track record" of our new equipment maynot yet be as extensive as that of the older rigs,such as the MK 5 and the Jack Browne; but,given time, and as we gain experience in theiruse, the new rigs are certain to prove theirvalue and find widespread acceptance withinthe diving community.

Critical to the successful implementation ofnew diving equipment is the proper perfor-mance of routine and unscheduled mainte-nance. Many perceived problems with newequipment can be traced directly to failure ofperforming the required maintenance. Deficien-cies in design or manufacture are also possible,however, and may be referred to NAVSEA OOC(see FACEPLATE, Winter 1981, Quality Defi-ciency Reporting).

I honestly believe that if we took the time weuse complaining to ourselves and to our ship-mates while standing around the "diving side,"and used it instead to perform the proper main-tenance and on-the-job training, that our. newgear will support us safely through any missiontask we are assigned better and more efficientlythan ever before!

Summer 1SB2 FACEPLATE 27