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OPTICAL TECHNOLOGY DIVISION 

OPTO-MECHANICAL DESIGN ENGINEERING 

MemprandumME 62 

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TO: Distribution DATE: October 4, 1971 

FROM: L.B. Molaskey / 

SUBJECT: Trip Report - Recovery of #3 - Activities of 27 September through 

3 October 1971 

Monday j 27 September - The. White Sand's, being towed by a sea-going tug boat, 

the '!Apachie" left the dock at about 3:30 P.M. The ship's activities prior to 

leaving the dock were all related to preparing for the total operation inc ludi~g the' test dive and the actual recovery dive. 

There was little activity on .the recovery hardware or the Trieste. 

A discussion concerning various search, navigation, and homing techniques was 

. held. Mr. Boegemann of MPL, representing the search team, suggested various 

transducer-receiver set ups as well as a scheme for marking the bottom with a 

dredge from the search vessel. 

In general,the plan is to lay a network of transponders on the ocean floo~, 

survey them using satellite na:vigation and once the payload'is located to refer-' 

ence the payload location to the transponder and mark its lOCAtion with a pinger. 

There is no automatic. means either in the 'Trieste or on the surface to actually 

determine, to any degree of accuracy, ··the location of the trieste under the surface. A scheme using hydrophones, transponders, etc., some of which will be 

supplied by the search ship will be put together so that the surface ships can 

. direct the Trieste to the target. Alternate schemes using air .filled glass 

bottles as a target for the Trieste's doppler system as well as a : trench in 

the bottom laid by the search ship will be used. 

Tuesday, 28 September - Activity on the White Sands commenced at 04:30 A.M. 

The plan for the day was to unload the Trieste from the dock well of the White 

Sands and to fill its tanks with gasoline and steel shot. This is accomplished 

by flooding the dock well and towing the Trieste out through the stern gate. I 

photographed various stages of this sequence. ' 

At 11:00 A.M. the captain, Lt. Cdr. M.G. Bartels, called a meeting to f~rm up 

the test sequence and to define the steps required to implement the test. It 

was decided to carry the test shape to the bottom with the Trieste in order to 

avoid having to search for it (and pos'sibly spend a long time or even lose it) 

on the bottom. . 

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MemorandUm ME 62 (Continued) -2- October 4, 1971 

. In summary, the plan is to dive to the bottom (4,200 ft.), cut the shape loose, 

and manuever to pick up the shape in the recovery hook. Once the pick-up is 

successful, drop the shape by activating· the opening mechanism and back off 

SO - 100 yards and check the sensitivity of the pinger and pinger receiving 

equipment in the Trieste. If the sensitivity is inadequate they can follow 

the "trail ball" mark on the bottom and return to the shape. This accQlDp- . lished, the shape will again be picked up and the Trieste brought to the surface. A complete dry run of the transfer operation is also planned. 

In order to rig for the dive the test shape will be lowered to the water from 

the White Sands with a float attached. It will be tied to the forward port skeg 

of the Trieste and the fleats removed. Upon reaching the bottom the rope will 

be cut by the manipulator and the shape separated from the Trieste. 

Reaching the surface after completing the dive the following sequence of events 

will be performed: . 

1. Strap the hook closed underwater as it is suspended below the Trieste (appr~ximate 30 feet). 

2. Attach flotation to recovery hook •. 

3. Attach safety (back-up) line to recovery hook. 

4. Assemble shroud and secure light tight. 

s. Reel winch wire off Trieste (wire is not fastened to winch to preclude the possibility of hanging up on the, bottpm). 

6. Hook crane to recovery hook and lift aboard White Sands. 

7. Disassemble shroud, open hook, and place payload in nylon net. 

8. Place payload, net and all, into the shipping container. 

9. Fill shipping container. with sea water and seal top. 

10. Cover refer box and cool payload. 

11,. Off to Hawaii. 

Discussion with Lt. Cdr. R. Doyle firmed up the contact point for the support 

required in Hawaii. I should check with Lt. Cdr. Doyle on about the 12th of 

October to determine the final schedule (presently set for about 19 October in 

Hawaii). In Hawaii I am to contact: 

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Memorandum ME 62 (continued) -3-

( 

October 4, 1971 

Dev. Group Liaison Officer- Trieste 

c/o Sub Base - Pearl Harbor 

Comm. Sub Float 5 

Operations Office., ' 

The following data are the specifications of the pinger used to mark the 'test 

shape: "General Purpose Pinger" Model 606 A manufactur~d by: 

Burnett Electronics Lab. Inc. 

P.O. Box 23015, San Diego, calif. 42123 

Tel. (714) 278-6370 

Its specifications are: 

Frequency: 37 KHz nominal 

Emission: Pulse 

Duty Cycle: (A) Approx. 20 MS on; 1 sec off 

(AI) 15 ms on; 500 ms off 

Beam Pattern: Omnidirectional 

2 Acoustic Output: Approx. 1500 dynes/em at 1 meter 

Operating Pressure: 6,000 ft. 

Activation: Water immersion 

Power Source: Mercury cell (Mallory TR-145) 

Battery Life: 21 days continuous; one year shelf life 

Weight: 215 grams, including battery 

Dimensions: 4-1/4" long x 1-1/2 in diameter. 

The last activity of the day was to load the b~llast shot and gasoline into 

the Trieste. It requires over 25 ton of steel shot which is loaded from the 

White Sands to the floating Trieste via a water slurry pumping system. A fire 

hose, 200 feet long, is attached to the Trieste and the steel shot is pumped 

from the White Sands in a,slurry of water to the tanks of the Trieste. The 

shot is supplied in 55 gal. dr~s containing 25 pound bags which must be unloaded by hand and dumped into a hopper. The hopper is then lifted by crane 

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to the 'slurry mixing chamber and metered into the pump. The total shot loading 

operation requires about 10 hours. It was completed about midnight on the 28th. 

-The gasoline is similarly pumped from the White Sands and requires 4 to 6 hours. 

Wednesday, 29 September - After completing the loading operation prel~nary 

check out of the electronics instrumentation revealed several problems. They 

were worked through the night and a more or less formal series of "predive 

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Memorandum ME 62 (Continued) -4- October ~4, 1971 

preparation tests" were started early the next morning. Due to a series of 

test anomalies, the predive sequence was completed about six hours later than 

planned. , 

After releasing the tow and service lines the pilots were transferred to the 

Trieste and the dive commenced at 15:45. The scaph descended as planned directly to the bottom at about 4,200 feet in approximately 45 minutes. 

Several electronics equipment problems occurred almost immediately. I didn't 

get all the details but there was trouble with the television, sonar, cameras, 

and navigation systems. 

Upon reaching the bottom the pilots attempted to cut the shape loose and experienced much difficulty due to the lack of tension in the "polycrow" line. 

They solved this by raising off the bottom to establish tension in the line 

and were successful in cutting the shape,loose. The above was somewhat complicated by the fact that the line was wrapped around the television and camera equipment on the front of the scaph. They then moved away from the test 

shape to test their ability to locate it'with the marking device (pinger). 

Although some of the equipment did not function as expected they were able to 

return to the shape. They then proceeded to locate the hook over the shape in 

order to pick ,it up. This proved to be extremely difficult because of the 

lack of depth perception out of the view port. Although they were a:'le to come 

close they did not succeed in lowering the hook over the test shape. During 

these maneuvers, the winch cable evidently jumped off a pulley and during the 

next attempt to operate the winch the cable parted~ dropping the hook to ,the 

bottom. Having lost 900 pounds of weight, the Trieste ',immediately ascended 

toward the surface. The fa thome ter ind ica ted that the scaph went up 400 fee t 

before 'sufficient gasoline could be released to stop the ascent. When they 

got back to the bottom the hook and target shape were not in sight. A search 

pattern was initiated and aft~r approximately 45 minutes the target and hook 

were located. After consultation with the Westinghouse tech representative 

on board the White Sands it was decided that they should attempt to pick up 

the hook in the mechanical manipulator jaw and surface with the hook hanging 

straight down below the Trieste. This was successfully performed and the hook 

brought to the surface. It was immediately secured to the bow frame by divers 

and subsequently attached to floats and transferred to the White Sands. The 

pilots finally got off of the Trieste and back to the White Sands at about' 

2:00 A.M. Thursday morning. " 

Thursday, 30 September - A conference was held early in the morning to decide 

on a course of action for the remainder of the test. Cdr. MOoney, representing 

the Submarine Development Group I Commander, very strongly indicated that a 

recovery technique must be perfected with haste and that all steps possible 

should be taken to achieve that goal. The following plan was established: 

1. The Westinghouse, Straza, and Sperry tech reps should proceed tmmediately to the scaph to work out, the electronics problems at hand, 

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Memorandum ME 62 (Continued) -5- October .4, 19 71 

2. The Trieste should be kept in tow and all repairs and rework performed 

in that mode. This was to avoid a four to five day turn-around time 

if the Trieste were to be loaded onto the White Sands. The long turnaround time results from having to degas the Trieste prior to bringing 

it aboard the White Sands. That operation, of course, requires regassing once it is launched again. 

3. Recharge the Trieste's batteries. 

4. Rework the hook to provide more clearance in the open position. 

(There was an error in the fabrication of the hook which did not 

allow it to open to its designed position.) 

5. _ Replace the -lost "trail ba1l" - It appears that the trail ball somehow was lost during the dive. The purpose of the trail ball, a 250 

pound ba1l of lead which is suspended on a cable 30 feet below the 

scaph J is to automatically reduce the ba1last when the scaph reaches 

the bottom. It also allows the Trieste to hover 30 feet above the 

bottom without active control. 

6. Rerig the hook winch line through the forward bow pulley, doS opposed 

to the earlier "side" arrangement •. 

7. Replenish shot and gasoline used in first dive. (Because of all the 

maneuvering done on the first dive more shot and gasoline were used 

than on any previous dive). 

8. Perform predive check-out. 

·9. Repeat dive to recover test shape. 

The problem with the' opening span of the hook was due to an error in the location of the lower link pi vat points on both arms. The problem was' sol ved by 

disassembling the links and lengthening them from 15-7/8 to 17-3/16 inches. - This was done by cutting the links in half and welding a longer tube over them. 

An extension for the latch trip mechanism was also designed and fabricated. 

This will allow more freedom for the actuation of the manipulator. In addition the hook was painted with white stripes (although ·the drawings had called 

for white paint the pilots changed the color to black to preclude back scatter 

which would interfere with their television reception.) Several areas were 

also painted with "international orange" for test purposes. 

After completing the modifications the unit was tested on the crane to verify 

its new open and closed position and lifting capacity. During the test the 

latch was noted to __ dig into the shaft causing the hook to remain partially 

open. This was remediedby'remoying the sharp edge on the latch lever. 

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Me.morandum ME 62 (Continued) -6- October 4, 1971 

Friday, I October - I suggested that a wand which could be used to extend the 

reach of the manipulator be made so as to allow moving the hook over the test 

shape with the arm rather than maneuvering the entire scapha I made up a 

sketch and the part was fabricated. 

As an aid to locating the hook over the target it was suggested that a "plumb 

bob" be added along the center axis of the hook. The plumb bob will be suspended from the hook so as to ride three to four feet above the bottom when 

the Trieste is sitting on the ocean floor. By locating the plumb bob directly 

over the test s4ape (or actual payload) the hook can be accurately located prior 

'to release from its stowed position. It is felt that it will. be easier to position .asingl:e line over the shape rather than the complex recovery hook. The 

hook was modified and the pI umb bob added. 

During the Triest:e charging operations it was determined that there were problems with the monitor and power cables (this was the first time these cables 

had.been used - new cables). The connectors on the monitor cable had to be 

rewired. The time required to diagnose the problem and repair the cable was 

approximately 20 hours. Charging started about 5:00 P.M. on the ,1st~ This, 

of course, delayed the start of the next dive until Sunday morning. 

During the course of the activity on Friday morning, it was discovered that 

" there was a leak in the cool ing chainber of the fresh water condenser on the _., :;: White Sands which supplies fresh water to the entire ships's water system inc Iud ing the boilers. As a result all aboard were asked to conserve water. 

Later in the morning it was announced that the water was not potable and that 

the boilers had been contaminated with salt water. '!his requires a complete 

shut down of the boilers and water evaporators; repair of the leak; flushing 

of all the· fresh water tanks and boilers. Meanwhile, the crew could not use 

any fresh water. Orders were requested from the Sub Dev. Group. Thoseor.ders 

directed the White Sands back to a location just outside San Diego harbor where 

a water barge could be safely brought alongside to replenish the ship's water 

supply and assist in the flushing operation. This was expected to add one to 

four days to the schedule depending on the time required'to locate and repair 

all the damage. 

These orders were subsequently modified and the White Sands ordered back to 

port. It was, planned to attach the tow line back to Apachie and towing the 

Tr~este in tandom l;eturn to the mouth of the harbor. There the tow lIne from 

Apachie will be transferred from White Sands,to Trieste and the Apachie 'tow 

the Trieste in to its mooring. It would then return to tow White Sands in to 

its pier. In this way I regassing and reshoting" of the Trieste is avoided 

cutting down the preparation time for the next dive. 

The plan was fmplemented and we returned to port. Inasmuch ,as the hook modifications were complete and the consensus of opinion of the pilots was that 

th~ new rigging techniques would be successful,' I decided, with concurrence 

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Memorandum ME 62 (continued) -7- October 4, 1971 

from the Captain, that no further support for the test series was required. 

I therefore left the ship and returned home. 

Plans for the remainder of the test series are as follows: 

. 1. Fiush the White Sands fresh water system at the pier - 40,000 gallons 

of fresh water required - campleteby Monday night. 

2. Replenish shot in the Trieste by hand at the pier. Approximately 

10,000 pounds required. 

3. Proceed to the test site on Tuesday morning. 

4. Locate the test shape from the surface using Satellite navigation 

and by tracking the pinger from a small boat equipped with a receiver tuned 

to the proper frequency. 

5. Tow Trieste over the target to confirm the signal from the pinger. 

6. Locate Trieste over the target and dive. 

7. Search. the bottom homing in on the pingerand locate the shape. 

8.. Maneuver the Trieste over the shape and activate the recovery hook. 

9. , Surface and transfer the hook and test shape to White Sands. 

10. Complete recovery operation as previously planned. 

ll. Drop remaining, shot, degas and load Trieste onto White Sands. 

12. Proceed to recovery site off Hawaii. Estimated date for completion 

of test: 7 October '71. - Arrival at recovery site, 27 October '71. 

In summary I would like to say· that although the operation will be difficult 

the equipment is capable of meeting the requirements of the job. It is pointed 

out that this will be the first operational use of the Trieste's capability since 

it was used to locate the Thresher. the dedication of the officers of the trieste 

especially Lt. R. Taylor, Lt. Cdr. P ~ Striker, Lt. A. Amara, and Lt. Cdr. M. Barteis 

is outstanding. The cooperation of the entire crew, i the face of all the problema 

,~ reported above was coumendable • . ~. 

LBM/cj 

cc: M.F. Maguire 

H.W. Robertson 

R.W. Jones 

C. Karatzas 

P. Petty 

R. Roylance 

) 

NOTE: Photos of the hardware and Dl81!1, o&.Jhe above operations will be ava:1lable 

in my office. H,..ij_il~'" 

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