JPRS ID: 9289 TRANSLATION TINRO-2 IN THE OCEAN BY M.I. TIRS

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JPRS L/9289
8 September 1980
Translatian
TINRO-2. IN THE OCEAN
By
~
M.i. Tirs ~
~B~~ FOREIGN BROADCAST INFORMATiON SERVICE
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JPRS L/9289
8 September 1980
TINRO-Z IN THE OCEAN -
Leningrad TINRO-2 V OKEANE in Russian 1977 signed to press 14 Nov 77
pp 1-152
[Text of book by M.I. Tirs, Izdatel'stvo "Sudostroyeniye," 60,000
copies, 152 pages, UDC 629.127.4]
CONTENTS -
Annotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 -
Chapter I. The Birth of the Craft . . . . . . . . . . . . . . . . . . 6
Chapter II. The Craft is Ready to Dive : . . . . . . . . . . . . . . . 33
Chapter III. The "Black" Black Sea . . . . . . . . . . . . . . . . . 57
- Chapter IV. Six Irbnths in the Ocean . . . . . . . . . . . . . . . . . 74
Postscript . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
-a- jI-USSR-�EFOUOJ
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PUBLICATION DATA
Englisn title : TINRO-2 IN THE OCEAN
Russian title ; TINRO-2 ii OKEANE
Author (s) ; M. I. Tirs
. I. B. Ikonnikov
Ed:ttor (s) �
Publishing House ; Izdatel'stvo "Sudostroyeniye"
Place of Publication : Leningrad
Date of Publication , 1977
Signed to press , 14 Nov 77
Copies , 60,000
COPYRIGHT , Izdatel'stvo "Sudostroyeniye"
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ANNOTATION
The author of this book--the first tes~cer and co~ander of the TINRO-2
submersible--describes the stages of the craft's planning and construction
_ and the unique features of its design~ he offers recoam?endatioi?s on
organizing the craft's dives and maintenance, and he shares his im-
pressions on dives to different depths.
- The book is of interest ta specialists involved in the planning and
operation of submersibles, as well as to all who are interested in unrler-
water researah.
J
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FOREWORD
"We saw the bottom from a distance of 40 meters. The undenaater scene
literally astounded us. Before us was a jwnble of huge stony lumps
covered with exotic corals. We moved slowly throuqh this stony maze,
skirting o~~tacles cautiously. Z'he fifth hour of our sojourn beneath
the water was nearing its end."
This passage was written in my diary on 12 November 1974 following the
first ocean dive of the Soviet self-contained undezwater apparatus TINRO-2.
The "we" referred to above included Marlen Pavlovich Aronov, science officer
for thP ~r�i.se of the scientifi~-fishing vessel "Ikhtiandr", and the author
of this bouk, tne ~aptain-mentor of the TINRO-2 submersi.ble, graduate of
the Leningrad Shipbuilding Institute and, in the recent past, designer for
the Giprorybflot [State Institute for the Planning of Fish Industry Enter-
prises] in Leningrad.
This dive was preceded by great and me`ciculous work by planners, desianers, -
engineers, technicians, and laborers.
Underwater research beqan in fisheries back in 1953, when the hydrostatic
vessel GKV-6, planned by A. Z. Kaplanovskiy for the emergency rescue
service, was given to the Polar Institute of Fisheries and Oceanography
(PI~iRO). Scientists made about 200 dives in this hydrostat, which was
l.awered by a cable from aboard tha scientific research vessel "Persey-2". -
~he obtained data had great significance to subsequent development of
underwater fisheries research.
In 1958 the world's first scientific research submersible "Severyanka", a =
refitted battery and diesel powered submersible, was placed at the disposal
of the All-Union Institute of Fisheries and Oceanography (VNIRp). It was
used in 10 cruises in the NorL�h Sea basin. Colleagues of the Giprorybflot
- also took part in the work of the "Severyanka".
The experience of operating the QCV-6 serv~ed as the basis for a technical
assignment to build a new, improved hydrostatic vessel, which was named the
"Sever-1". 7.'he latter was planned in 1960 at the Giprorybflot, and it is
still being used successfully tor7ay. It is outfitted with still and motion
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~icture cameras, floodlights that may be rotated with the help of a hydrau~ic
system, resources for communicating with the parent vessel, a depth gauge,
and a gyrocompass. When lowered into the water, the hydrostat's negative
buoyancy is 100 ;cg. Should the cable break, emergency ballast could be
cast off, and the hydrostat would surface. A special shock absorber is
- mounted ta the hydrostat's suspension in order to minimize the effects of
the jerking cable in heavy seas.
In all, the hydrostat made more than 600 dives, producing valuable informa-
tion on the composition of fish schools and providing explanations for the
readings of fish detectors, making it possible to classify different forms
of tape recor3ings, for exanrple to distinguish recordings representing
accumulations of plankton and fry from the recordings of fish schools. In
addition, interesting observations were made of changes in the behavior of
cod, herring, and haddoak depending on Lime of day and season, and the
distribution of algae in the White Sea was studied.
The rate of mo�;rem~nt of such hydrostatic vessels relative to the bottom is
limited to the drifting rate of the parent vessel, which reduces their
potentials for exploratian. This is why designers of the Klaypeda branch
of the Giprorybflot planned the "Atlant-1" craft, specially adapted to be
- towed by a vessel. This made it possible to significantly increase the
sea floor area surveyed in oae dive, and to conduct operations with active
fishing gear such as trawls. The craft carries a single passenger, its
working depth is 100 meters, and its towing speed is 5 knots. Electric
po~aer is supplied to the craft by the towing cable. The course and depth
of the craft are controlled by vertical and horizontal rudders. Ballas~
_ tanks assist in the lowering and surfacing of the craft.
The "Atlant-1" took part in many cruises on the Atlantic aboard the
scientific research vessel "Muksun". Observations, photographs, and film
obtained by hydronauts V. Korotkov and V. Martyshevskiy during dives in
_ this craft helped designers to make better trawls having higher fishing
effectiveness. A model of the craft was exhibited at F,,xpo~-67 in Canada and
at the "Inrybprom-68" exhibition in Leningrad.
Conzrol in complex conditions, for example near a moving trawl, still
photography, and filming aboard the "AtYant-1" are concentrated in the hands
of the sole crewmember, which of course significantly complicates his work,
making it extremely tense. This is why the crew of the submersible
"Atlant-2", which was ~.~~~icmed and built in LeninSrad with the direct
, participation of the Giprorybflot, consists of two persons. The diving
dep*h was increased: The diving depth of the craft is 300 meters in hydr~-
static mode and 200 meters in towing mode. It has a constant Fositive
' buoyancy of about 60 kg. Submersion occurs in response to a hydrodynatnic
- force exerted upon the towed apparatus's fir_-s, which are mc~unted at a
slightYy negative angle of attack in relation to the approaching current.
As the towing speed drops, the craft rises to the surface, and when the
tawing vessel stops, the craft surfaces. Maximnm tawing speed is 6 knots.
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r~ec urrlLieit. ua~, ~rLr
Electric power is transmitted to the craft by the cable; the latter is also
used for telephone communications.
Floating hydrodynamic buoys are attached at certain intervals to the cable
in order to impart zero buoyancy ~u it. Zn an emergency situation the
craft commander can sever the cable with a special pnetmiatic cutter. The
craft may surface at any time--solid ballast is simply cast off for rhis
purpose.
For work in hydrostatic mode, ballast is suspended beneath the hull of the
craft, imparting the necessary negative buoyancy to it. The craft is
lowered by a cable, but without the hydrodynamic buoys.
" Aft portholes permit the underwater observer to watch the operation of a movinq
trawl, and f2.codlights and electronic flash allow him to take still and
motion pictui�es.
The c~aft is delivered to the reqion of operations on the deck of an
"Atlantik" class carrier vessel outfitted with a trawl winch and a special
high-power winch used to tow the craft and stow the towing cable. Z"he
craft is lowered and raised by shipboard cranes.
The "Atlant-2" craft was exhibited at the international "Inrybprom-75"
exhibition in Leningrad, and it elicited considerable interest among
' speciaii~ts.
Soviet scientists u~ed these craft for the first time in world practice
to conduct lengthy unde naater observat~ons of fish behavior and of the work
_ of fishing gear.
WhQn I first came to work at the Giprorybflot, there were plans for several
self-contained submersibles in variou.~ stages of readiness in the undersea
technoloqy division, and construction of the "Sever-2" craft was nearing
J completion. This craft, which had a diving dep~:~ of 2,000 meters, was ina
tended for work on the continental shelf and on the ocean floor.
The current task of the division, which was staffed by highly skilled
specialists and enthusiasts of this new sector of technology, was to create
a self-contained underwater craft that was simple to maintain and which
would operate dependably. ~'his was to be the TINRO-2, and I irmnediately
joined in on the work on this craft. The craft was given this name quite
recently in honor of the Pacific Institute of Fisheries and Oceanography
in Vladivostok. The Pacific Ocean was to be its initial principal region
of operations; the figure 2 means that the crew consists of 2 persons.
This work was started when many countries of the world were building sub-
mersible~ of the most diverse designs and purposes, and when a new pro-
fession--that of the hydronauts--came into being. This was the name given
to people working in submerr~ibles having a pressure hull isolating the crew
from the influences of the water outside.
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The hydronaut's profession is similar in many ways to that of tihe cosmonaut.
As with a cosmonaut, a hydronaut must have great courage, he must be quick
to react, and he must be maximally self-controlled, so that he could
~ quickly make the correct decision and insure the safety of the other crew-
members in any situation, no matter how complex and unexpected.
The crews of practically all such modern underwater craft are small, con-
sisting of two or three persons. This is why the captain of the craft
must know not only the layout of all mechanisms and systems installed in
the craft, but also submarine navigation, communication, and diving and
piloting practice, and he must be a good mechanic, sonar operator, and
oceanologist. "Captains of modern submersibles" said Roswell F. Busby, .
"are a group of exceptionally competent, *~i,ghly motivated enthusiasts
: filled with the desire to assist a scientist or engineer. The responsi-
bility laid upon the captain of a submersible is measured on one hand by
valuables such as human lives, and on the other hand by the capital invest-
ments, which run in the millions of dollars."
It is no accident that the "Association of Submarine Captains" was organized
in the USA in 1968 with the goal of raising the dependability and effective-
ness of these craft, and brcadening the potentials of their use in explora- -
t.ion of the World Ocean. In order to become a member of this association,
the individual must have experienced not less than five ~ives as a craft
captain, one of them being to a depth of more than 200 meters.
Ir. our country, hydronauts are still few in number, but construction of
5ubmersibles is continuing, and new captains are appearing.
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C~iAPTER I
THE BIRTH OF THE CRAFT
The Purpose of TINRd-2
A little history.--Can the fish in the ocean be counted?--
Craft and trawl.--Craft and fish.
The first self-contained manned subtnersible craft was designed and built
by the Swiss scientist Auguste Piccard in 1948. This was the bathyscaphe
' FNRS-2, intended for submersion to depths of several thousand meters.
Several similar bathyscaphes appeared in the next 10 years.
It is int~resting that man's penetration into the ocean with the help of
self-contained technical devices began immediately with great depth- The
reason for this was that the first dives were made more for the purposes
- of advertising and prestige t}ian for scientific goals. Later, after
- visiting this completely new .snd unusual world, researchers and designers
began thinking about the possibilities for putting bathyscaphes to oz-a~tical
use.
Everyone was interested first df all in the oceanic shelf, or the continental
shallows, limited to a depth of 200 meters. The principal wealth of the
World Ocean is co~icentrated on the shelf, which occupies an area of 27.5
million square kilometers, or just about 8 percent of the floor of the World
Ocean. One of the first to discern the potentials offered by a submersible
to exploration of the ocean was Jacques-Ives Cousteau, a pioneer of the
ocean deep. (In 1953 Jacques-Ives Cousteau descer,ded to a depth of 1,230
meters in the bathyscaphe FNRS-3.) In his boo}c "The Living Sea," he wrote:
"Z became more an3 rnore convinced that to study the depthsof the ocean, we
needed manned submersibles built specially for underwater operations."
Conducting explorations in shallower areas with bathyscaphes is economically
disadvantageous and unfeasible owing to their large size, the difficulties
of delivering the_m., to the region of operations and of servicing them, and -
the high cost of their operation. Therefore beginning in about the mid-1960's
almost all developed countries began building self-contained submersibles
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_ intended to dive to depths of several hundred meters. These were new
undersea transportation resources used to convey researchers deep into the
- ocean, differing fundamentally from bathyscaphes. First, buoyancy is ~
achieved in them basically with a pressure hull, rather than with a float
filled with gasoline or other fluid having density lower than the density
of sea water, as is done with bathyscaphes. Second, the displacement of
these craft is several times less than the displacement of bathyscaphes, and
it does not exceed 10-15 tons. The overall dimensions of self-contained
craft are also szgnificantly lower, and therefore they may be de livered to
the region of explorations aboar3 a carrier vessel, or even an airplane.
In 1955 the French Administration for Undersea Explorations began planninq -
one of the first of such submersibles, "Denise", named after the wife of the
chief designer, Jean Mollard. Jacques-~ves Cousteau's ideas were laid at
the basis of the design.
Apressure hull with lenticular shape and intended for a diving depth of 900
meters was manufactured in 1957. An accident occurred during unmanned tests
of the hull in the Mediterranean Sea--the cable by which it was lowered
broke, and the hull descended dowr, to 990 meters. A new craft was not built
until 2 years after this failure, and in 1959 it began to undergo tests at
sea, this time successfully. -
During the time of its operation, "Denise" made more dives than any other -
craft of this type (performing numerous oceanographic studies and observing
the behavior of deepsea life forms). U.S. scientists leased the craft twice -
for long periods of time to perform an extensive complex of undersea opera-
tions, particularly to conduct geological explorations. Many have been able
to see this craft in the fabulous films of Jacques-Ives Cousteau, taken under
water.
"Denise" was the starting point for construction of submersibles in ~nany
countries of the world.
Since 1960, more than 150 submersibles have been built in. the world, with
about 90 of them capable of diving to 200 meters. The largest quantity of
such craft was built in the USA, the FRG, Japan, and France. They are being
used successfully in both integrated and specialized hydrological, oceano-
logical, ichthyological, geological, and archeological studies of the shelf
of the World Ocean. Craft intended for technical operations such as cable
laying, examination of unde naater oil wells, inspection of. pipelines, and so
on have recently appeared.
At the time of its planning, the TINRO-2 was intended to conduct research on -
the continental shelf in fisheries oceanography, one of its purposes being
to determine th e abundance of fish, invertebrates, and crustaceans so as to
permit sensible harvesting. The range of tasks that were to be performed by
researchers with the help of the craft and which in many ways predetermined
the work of the planners had to be clearJ.y formulated, a.r.d the required
apparatus and equipment had to be chosen.
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rux urrl~l~. u~~; UNLY
The traditional methods for detennining the abundance of fish from aboard
surface vessels usually entail sampling trawl runs, sonar recordings, and
bottom dredging. In such research methods the strip of ground surveyed
is very limited, an d the results are rather approximate and random.
Research conducted with the help of captive submersibles greatly increases
the possibility for obtaining dependable informaticn on the distribution -
of biologica.l forms_ But becat~se such craft cannat move independently,
undersea researchers ar.e deprived of the possibility for choosing the
- object and regions of ~bservation.
The self-contained submersible is devoid of these shortcomings. It can
be used to survey lar_~e areas of ground according to a plan, after which
the obse.rvation results can be extrapolated to entire fishing regions in
which it is impossible to lay a trawl or tow a scoop due to certain
features of the bottom.
_ It was believed that a self-contained submersible could explain the errors
observed in sonar fish detectors used by fishing vessels. Prior to the
advent of undersea observations, sonar recordings were decoded by analyzing
trawl catches. Special decoding albums were published on this basis. We
often encounter cases in prac~ice where a fish detector provides distinct
recordings but the trawl comes up empty or, on the other hand, where the
detector remains silent but the trawl returns full of fish.
A scientist using a submersible:.can not only estimate the density of fish
in a school and obtain an impression of its horizontal and vertical di-
mensions, but he can also determine their species, size, and age, and
consequently make conclusions on the suitability of fishing. -
Evaluating the work of a trawl in real conditions was very enticing. The
length of modern trawls reaches 200 meters, and their opening i~ 200-150
meter.s *.~ide. A trawl is a complex engineering structure that must be _
= planned with a consideration for various factors, for example the speed at
which it is to be towed. Movement of a trawl can naturally be studied with
scale models in special flow channels or basins, but observations in the
field are extremely valuable to designers and fishermen. They are i~nterest~d
in how the trawl orens, how it reaches its required depth, and how the fish -
enter it.
A free-ranging submersible that is not connected with its carrier vessel in
any way could find a nloving trawl beneath the water and observe its work `
only in the event that it is outfitted with modern sonar resources, and
_ mainly if it is able to generate high speed, so as to catch up with the _
trawl and overtake i~. However, the maximum speed of submersibles is 2-3
knots, and their navigational independence is relatively J~w, and therefore
it was decided not to im~ose this task upon the creators of TINRO-2, all the -
more so because planners were concurrently working on the craft "Atlant-2",
intended specifically to study moving fishing gear. It was felt that the
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working ability of the TINRO-2 craft near nonmoving fishing gear such as
fixed bottom nets, crab nets, ~nd so on could be checked later.
Observations made from a submersible open up great nossibilities for
ichthyologists, who are in~erested primarily in changes in fish behavior
depending on external conditions and the time of the day. When do fish
feed, when do they gather together into shoals and schools, at what ti.ate
do they rise up in the water and when do they once again descend to the
bottom? How does change in sea water parameters such as temperature,
salinity, illumination, translucence, and the concentration of different -
chemical elements affect fish behavior? This is far from a complete list
of the questions for which scientists would like to obtain answers.
Of course we can observe fish by placing them in large aquariums, as is
, still being done today. ~But this method 3oes not ~rovide conclusive answers,
_ since the fish are in an artificial environment, which cannot but have an
_ effect on behavior. Nor can we obtain exhaustive answers from observations
of fish made with SCITBA, since depth and time under water are significantly
limited for a SCUBA diver. -
m Bottom research is of great interest to scientists. The chara~teristics
of seabed topography can be recorded by echo soundings from aboard a surface
vessel, and data on bottom deposits are obtained with core samplers and
dredges. Direct observations "tied in" with echo recorda.ngs and a map of
the region can be made from a submersible, as a result of which the shape
and dimensions of outcr~ppings, the structural elements of. rock, and so
on could be �3etermined precisely. It is only from a submersible that we
can observe topographic features of biological origin: various craters,
cones, ridges, and depressions--the result of the vital activities of
different organisms. Analyzing new information, we can establish the mutual
relationship between bottom deposits, topography, currents, and the @~r;tri-
bution of living benthic organisms.
Numerous conferences of representatives of fisheries scientific research
institut~s and of TINRO specialists who were to work with the craft in
the future were held in order to determine the range of tasks to be per-
formed with the help of the TINRU-2 craft, and to seleci: the required
scientific research equipment. It was only after this that the basic tasks
for which the TINRO-2 submersible was intended was formulated.
It was to be used for the following:
Study of the distribution and migration of commercial fishes, crustaceans,
- and mollusks;
observation of the work of nonmoving fishing gear; _
visual observation with the purpose of decoding the readings of fish de-
tectors installed aboard scientific fish detection vessels;
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study of the behavior of fish and other biological objects in natural condi-
tions;
observation of accumulations of plankton and the benthos;
performancp of integratAd hydrological research;
exploration of the floor of the continental shelf.
- Visual observations were naturally to become the principal means for ac-
quiring irifo~ation. However, the tasks listed above also required various ~
equipment, prima~rily still and motion picture cameras outfitted with hiqh-
power underwater floodlights and electronic flash.
It was also d~cided to install a hydrological complex of instrtnnents aboard
the craft to record 8 parameters of the water outside (such complexes :Eor
submersibles had not existed in either domestia or foreiqn practice), and
a special portable tape recorder to record underwater observations.
Of course, these were all just general plans. How well suited would *he
apparatus be to the tasks planned for it? Will it not frighten the fish
away? Will the fish allow themselves ta be photographsd? Much still re-
mained unclear, since the only experience we had was with noiseless hydro-
static vessels or towed craft, which the fish dic? not hear. Some believed
that undersea observers would never manage to see even a single fish, since
the craft is a source of noise, light, vibrations, undulations, and an
electromagnetic field, which woul.d scare the fish away. Hydrologists pre-
dicted the presence of strong underwater currents against which the craft -
would be helpless. Would the t�:uislucence of ocean water be sufficient at
great depths, and would the floodlights be able to illtuninate the zone of
observation well? Questions, questions, questions.... The~ could be -
answered only in the course of the craft's operation.
Planning of the Craft
The displacement must be small.--What is to be the shape
of the hull?--The crew.--The craft comanar.der will be
seated, the underwater observer will be prone.--Eight
hours under water--a lot or a littlea--Z'he propulsir~n
units.--Storage batteries and independence.--In an _
emergency.
And so, the Purpose of the apparatus became known, and its planning could _
now be tacklec~ directly.
Before starting our work we examined all simi.lar foreign submersibles, ~
their design, and the unique features of their operation and safety
features. (The basic characteristics of some foreign craft used for shelr"
exaploration are shawn in the table below).
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Fir~t of all we had to determine the means for conveying the craft to the
region of explorations.
Special v~ssels were hardly ever built abroad to carry ~ubmersibles; instead,
old trawlers, coast guard cutters, pontoons, and barges were adapted for
this purpose. These included the famous "Calypso", which was a trawler
refitted ~or work with "Denise". There was the vessel "Birch-Tide",
. refitted by the Americans in 1963-1964 out of a 41-meter freighter for work with
the same "Denise".
Foreign carrier vessels are sma11 in size. This can be explained to a
certair extent by the fact that research conducted with submersibles
basically involves the coastal zone, near ports, which could alwa~~s be
visited to replenish supplies and allow the crew to rest.
It. was believed that the regions of operations of our craft would be
- considerably distant from the base port, and therefore the carrier vessel
had to possess good navigational qualities and high cruising independence. -
We had to r.eject high-tonnage BMRT class fishing trawlers and vessels
like them because their operation requires consid~rable financial outlays.
After careful analysis we selected the SRTM class vessel with a di.splacement
- of 1,000-1,200 tons employing a stern trawling system. A special design
- office was given the job of planning its refitting as a base fox the sub-
' mersible. One of the principal characteristics of the craft--displacement-- -
was selected in accordance with the dimensions of the carri.er vessel. This
decision satisfied the desire of the scientists to arrive at a submersiblQ
that is small in size, maneuverable, and easy to maintain. Its diving -
depth was set at 300 meters.
First of all we had to decide what sort of shape to impart to the prew~sure
hull. 7.'he hulls of most foreign craft intended for work at depths dosan
to 400-500 meters are cylindrical. Only the hull of the "Denise" h~s
the shape of a flattened sphere, for which reason the craft was gzven -
the nickname "Diving Saucer".
Carefully t:~inking out all possible variants, we decided to design the
hull in the form of a cylinder with spherical terminal bulkheads. Thi~
was the most appropriate shape for the hull of a craft intended for diving
at such depths.
The planners were given a difficult task--they had to make all of the
necessary equipment fit in a craft of rigidly limited displacement having
a pressure hu11 of small diameter. Our industry was not producing special
small-sized equipment a~ that time, and its development and manufacture
were associated with additional material outlays, high cost of the craft,
- and longer construction time. Therefore we decided to make do with
existing equipment to the extent possible, and develop only that with
which the craft simply could not exist, mainly the propulsion units and
the water pump.
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After selecting the equipment that appeared necessary at first glance and
tentatively working out its arrangement within the hull, we established
that the displacement of the craft would be twice greater than prescribed.
Thus we had to review the list of equipment, and reject some of it. By
itnparting a spindle shape to the pressure hull--that is, by replacing the
cylindrical shells from approxia?ately the middle of the hull to tl,,~ stern
by tapered shells, we arrived at a hull of the nee~?ed dimensions. -
We decided to make six portholes in the hemispherical fonvard bulkhead
such that an observer lying prone could look through the thr~e lower port- _
holes and a seated observer could look through the three upper ones. The
main, foYward porthole provided a view foYward and downward, which made
it possible to see possible undenvater obstacles in front of the craft
in time, and to concurrently inspect the bottom and its inhabitants well.
As was noted earlier, the crew of m~rIRO-~ was to consist of two persons--
the craft commander and a researcher. The craft comnander is responsible
for all technical support to the dive, he monitors the operating parameters _
of all systems and mechanisms, and he perforn?s the operations of separation
from the carrier vessel, diving, travel to the place of operations,and re-
turn to the vessel. The undezwater researcher follows a scientific program,
he makes observations, takes photograp~s, makes motion pictures, c~ntrols
th~ craft near the bottom, and records his observations on tape.
Because of the small diameter of the pressure hull (jus~t a l~ttle more than
1.5 meters), it was impossible to place the two crewmembers side by side r
in the bow of the craft. Therefore the craft comanander's seat was moved -
into the center, directly beneath the entrance hatch. In order te permit
a view through the coaming of the entrance hatch, it was decided to make
another thxee portholes, one on ~op and two on the sides. When ~he craft -
was surfaced, these portholes were to be above the wa~er and aid the craft
coaunander in coordinating movement of his craft with that of the carrier
vessel. Thus there were to be nine portholes in the craft in all.
In order that the workplaces of tha underwater rese~rcher and the cxaft
- commander could be as large as possi.ble, all equipment and mech~nisms that
- were not needed for direct contral of the craft were located in the back of
the hull and barricaded off by a soundproof bulkhead, so thai: noise from
this equipment would not bc~ther the c.rew. As a result two compartments
were foxmed--a manned fore compartment and an unmanned aft compartment.
All craft and monitoring instru~..2nt controls were concentrateci in the fore
manned compartment. Thus under normal operating conditions of the craft,
the hydronauts had no need for entering the aft unmanned compartmen~ during
its independent navigation. Such a layout prevented distraction of the
crew from the principa~. task of the dive.
A feature distinguishing submersibles from surface vessels is the equality -
of the weight of the craft and the weight of the water displaced by a fully
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submerged craft. When this condition is observed, a submersible lowered
into the water should rest beneath the water surface and remain in "in-
different" equilibrium--it should not drop deeper, and it should not
rise to the surface--that is, it should have zero buoyancy. Further sub-
mersion may be achieved either ~y turning on vertical screw propellers or
by taking water aboard into a special tank.
Zn order to save or. storage battery energy, two special weights are used
to lower and raise some foreign submersibles. With these weigh~:s, the _
craft has negative buoyancy, and it drops down to the buttom immediately
after being lowered into the water. After casting of� tha first weight
the apparatus acquires almost zero buoyancy, and further cha:Zge in depth
occurs as a result of the work of vertical screw propellers. The s~cond
weight is cast off to permit surfacing. TINRC~-2 uses vertical screw '
- propellers to go up and down.
In order that the entrance hatch and its portholes would extend above the
water after the craft surfaces, two ballast tanks were placed on the outer
sides of the pressure hull. When they are filled with water, the craft
has approximately zero buoYancy, and it is entirely submerged. W'hen they
are purged with compressFd air, the craft rises to its surface position.
Such was the qeneral design of the TINR(1-2 craft, adopted in the earliest
stages of its planning.
~
Now we had to decide how long the sub~ersi.ble could remain under water.
This time depended on the capacity of the storage batteries and their
number. On one hand the time under water had to be the longest possible.
This would permit the crew to survey a large area o~ the seabed, take more -
photographs, and acquire more infosmation, while on the other I:and excessively
long gresence of peop]e in a small en~losed space elicits physical an3 mental
tension, leads to fas~ tiring, reduces attention, and consequently creates
a potential for errors in control of the craft. The maximwn time a cr~w
can remain in foreign submersibles of this class does n~t exceed 6-7 hours.
This is the figure used as the basis for es~~hlishing the length of the
work day of hydronauts.
To permit hydronauts to remain for long periods of time under water, special -
large undersQa self-propelled and r~onself-prc~pelled laboratories are
created, equipped with sleeping places, a galley, and all of the nFCessary -
life support systems. -
As the operating depth of a submersible increasPS, ~he time it needs to
reach bottom and to surface, during ~hich the crew does not collect in-
foxmation as a rule, increases. Therefore if the use of deep-di~ring craft
is to be effective, their ~otal time under water must increase as the
operating depth is increased.
In addition we had to decide in the planning stage what its inde~endent _
survival ti.~e would be--~hat is, how long the crew may remain in the craft
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if for ::cm~ reason it does not surface or, for example, if it cannot be
raised aboard the carrier vessel due to substantial deterioration of the
weathe.r. All of the necessary life support resources for the crewmembers
- must be foreseen in the craft for the event of an emergency. Such resources
in.clude emergency storage batceries, sin.;:e the main batteries may be used
_ as expendable ~allast, reserves of oxygen and a carbon dioxide absorber
or chemical regenerating agent, and an emergency reserve of water and food.
Several mishaps in which crafts were unable to rise from the bottom for a
long period of time have been known in the world practice of operating
submersibles. Thus in October 1969 the American submersible "Deep Quest"
was working in the G~ilf of California at a depth of 130 meters. A ca~le
became wound around the screw propeller, as a result of which the craft -
could not rise to the surface for 30 hours. It was freed from this
"prison" with the help of another submersible, the "Nekton Alpha". The
crew survived.
In September 1973 the submersible �'Pisces III" belonging to Great Britain
was working in the Atlantic Ocean by Ireland's coast. Due to a technical
malfunction it sank to a depth of about 450 meters. The craft and its
crew were rescued 7~t hours later with the help of three other craft,
to include the remote-controlled unmanned craft "(Kurv)", which distinguished
_ itself in the raising of the hydrogen bomb ofr Palmares. -
While inspecting a sunken ship off the coast of Florida in 1973, the sub-
mersible "Johnson Sea-Link" snagged itself against a guaxd rail at a
depth of 110 meters. After 16 hours, the two aquanauts died of hypothermia
in the decompression chamber of the craft. The son of Edwin Link, a famous
Ainerican submersible designer, died in the disaster. This craft was also
rescued by the "Kurv" remote-aontrolled craft.
The American craft "Aluminaut" once got its nose stuck in mud and was unable
to free itself for 22 haurs.
One of the important tactical characteristics of a submersible is sp~eci.
The maximum speed of TINRO-2, which is intended basically for visual ob-
servations requiring slow movement relative to the bott~m, was limited to
a few knots. This was quite enough for research purposes. Greater speeds
require significant outlays of power and fast consumption~of the electric
energy reserve, which means heavier batteries.
Of course it is dangerous to conduct visual observations near the bottom
at such a speed, since in poor visibility the crew may fail to notice an
underwater obstacle, and the craft may collide with it. Thus the porthole
of the American craft "Ashera" struck a coral reef while working off the
coast of Turkey in 1964. Fortunately the porthole did not break, and the
_ craft swrfaced uneventfully. However, when such a craft travels at low
speed it is hard to cantrol. And, moreover, much time is required to
examine even a small area of the bottom.
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At that time we were still not experienced enough in the operation of
submersibles to be fully certain of what the speed of the craft should be.
Therefore we settled on a compromise--the minimum speed was chosen equal
to 1.5-2.0 knots. The maximum speed of most foreign craft built prior to
this time was about 3.0-4.0 knots while mi.nimum speed did not exceed 1.0-1.5
knots.
After determining the basic tar.tical characteristics of TINRO-2, such as
displacemen~, diving depth, speed, time of independent operation, and
the number of c~rewmembers, we could begin selecting specific pi:ces of -
equipment.
First of all we had to develop the propulsion unit, which incZu3es the
electric power sources, electric motors, and reduction gears that place
- screw propellers into rotation. ,
About SO percent of today's submersibles use storage batteries, lead-acid
batteries predominantly, as 'electric power sources. They are located
outside the pressuxe hull, which permits reduction of its volume, and the
us~ of a heavy battery as emergency ballast. Silver-zinc storage batteries
are used less frequently, which can be explained by their high cost and
lower number of charging-discharging cycles.
After a power unit consisting of hydrogen-oxygen fue7. cells successfully
passed the test aboard the American subtnersible "Star-I", a number of
foreign companies began developing sirnilar energy sources. However, such
sources cannot be used aboard subrnersiY+les such as TINRO-2 intencled for
biological research, since during their operation they release nitrogen,
oxygen, and other chemica~l elements that may make undesirable changes in
the environment and influence the behavior of marine organisms.
It was decided to outfit TINRO-2 with submersible lead-acid storage
batteries, and to locate them beneath the pressure hull in several containers,
- one o.f which was to be used as emergency expendable ballast if the craft
was unable to surface conventionally.
In contrast to submarines, which change their depth through hydrodynamic
forces arising on the boat's hydroplanes as it travels, most submersibles
submerge and surface in r.esponse to pressure created by vertical orswiveling
screw propellers.
Combinec~ vertical and horizontal propellers are usually installed aboard
~ submersibles; submersible electric motors that rota}e horizontally arE
located on the sides. Sometimes water jets with swiveling nozzles are
installed.
The plans of TINRO-2 called for electric motors. But where were they to be
located? We analyzed the different layouts and concluded ~.hat it would be
best to install them in the pressure hull. Of course, at depths greater
~ than 1,000 meters significant power losses occur in the shaft stuffing box--
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seals through which the ~ropeller shaft paaser~. Owing to thiy we had to
significantly increase the total paaer of the electric motor. Moreover
this complicates the design of the thrust bearing, which experiences a load
produced by the force of the propeller and hydrostatic pressure. However,
TINRO-2 s~~rges only down to 400 meters, and therefore the layout finally -
selected for the craft's propulsion unit consisted of electric motors in-
tended for horizontal and vertical movement of the craft, locatec3 ineide
the pressure hull. Such p?.acement of the propulsion unit was to reduce
the noise level created by the craft beneath the water, which would be
beneficial to scientific biolog_.cal research.
During the planning, s~ examined many variants for reversing and adjusting
the rotation freque:icy of the horizontal and vertical screw propellers.
Aboard foreign craft this is often done by chanqing the frequency of al- ~
terna~ing current produced by the electric motors. Static converters are
- used to convert direct current into alternating current. We decided to
employ mechanical adjustment in our craft. Installing direct current
electric motors and varying the rotation frequency by changing voltage,
or installing electric motors with several stator windings to permit
stepped rotation frequency adjustment were unacceptable, because this could
limit the craft's maneuverability.
The optimum variant was smooth adjustment.of the frequency of propeller
rotation from zero to maximum in both directions with the help of step~ess
friction reverse-adjusters, or variators. This is the variant we used in
the craft.
In order that the nonrotating vertical propellers of the craft would
uevelop maximum thrust when submerginq and surfacing, special design
measures were implemented to make the rate at which the craft surfaced
and submerged the same.
Much attention was turned in the planning of the submersi.ble to in~uring
the water-tightness of openings in the pressua~e hull. Such openings
include portholes, cable inlets, and passages for var3ous shafts. Portholes
usually have a self-sealing design--that is, when outside pressure iiicreases
as depth increases, their lat~ral tapered surface presses harder against _
the opening in the craft's hull. Cable inlets may be sealed according to
the sam~ principle. The only difficulty lies with insuring a tight fit
between the opening and the lateral surface of the porthole or cable inlet.
In order to insure the water-ti~htness of the passage for the screw pro-
- peller shaft through the pressure hull of TINRO-2, the planners suggested
an original system which not only dependably sealed the ~haft but also
permitted constant surveillance of the condition of the seals. This system
significantly facilitated preparation of the craft for submerging, and raised
the navigational safety.
The screw propell~r was installed on a hydraulically-driven swivel mount
to permit control of the craft's heading.
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- The craft can move near the bottom effectively, with minimum outlays of
electric energy, only in the event that it is precisely balanced--that is,
if it is weightless in water. The buoyancy of the craft constantly changes
due to change in compression experienced by the pressure hull depending on
_ diving depth, and due to change in the density, salinity, and temperature
of the surrounding water. Special compensating tanks were made to permit
attainment of zero buoyancy. As diving depth increases, the craft becomes
= heavier due to compression of the hull, and in order to maintain its zero
buoyancy, some quantity of water must be pumped overbuard from the com-
pensating tanks. However, this increases the density of the sea water -
and reduces its temperature, which makes the craft lighter. Sometimes
t.he effects of these two forces balance themselves out ~almost completely,
and the need for altering the buoyancy of the craft disappears.
It was decided to join the compensating tanks with the trituning tanks,
and to locate them in the bow and stern of the pressure hull.
A special piston pump is used to take in and pump out sea water. ~t can
also be used to pump water from the bow trim�ning tank into the stern tank
and back in order to level the craft or adjust its trim.
In some foreign submersibles, the hydraulic system is located outside the
pressure hull together with the pump, and its pressure is balanced relative
to external pressure. T'he triuaaing-compensating system is also sometimes
designed according to this principle. This produces a certain payoff in
the weight of thes~ systems aboard craft diving deeper than 1,000 meters.
This payoff does not occur for craft diving a few hundred meters. ~erefore
these systems and the ptmrps were located inside the pressure hull of TINRO-2,
and there was an electric motor to drive the system.
A special system was included to control movement of the craft in several
modes, from manual to automatic. A system for stabilizing the depth of
the craft while in motion and while hovering motionlessly in the same place
was also foreseen.
When traveling near the bottom, the craft cor~u?ander, whose view of the
bottom is poor, surrenders control to the underwater observer. A small
remote console is intended for this purpose. It bears the main craft _
motion control levers. One of them is used to change the depth and
heading of the craft, and another is used to control travPling speed and
direction (forward and reverse). Z'he remote console is engaged by the craft
commander from the main console, and the commander can immediately transfer
control back to himself at any time, for example if some sort of complex
situation arises.
The traveling mode control systems are redundant. Thus if automatic control
fails for some reason and the craft "strays" from its required heading, the
commander can switch to manual remote control using a single control lever.
If this system turns out to be inoperable as well, he can switch to emergency
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mode. In this case the raotion parameters of the craft ~re changed with
tumbler switches, and the act~~:ating mechanisms operate in "on-off" mode.
_ Manual mechanical control of all actuating mechanisms is foreseen for the
most extreme case.
In order that the craft could move at a constant distance from the bottom ~
and stop at some particular point when necessaxy, the craft is outfitited
with an anchor-guide rope. ~Chis is a heavy metallic weiqr~t that is lowered
from the craft on a thin anchor cable by a special winch located inside
the craft's outer hull. The anchor-guide .rope keeps the craft above *~e
bottom if a certain quantity cf water is taken into the compensating tanks. ~
When the craft Lravels with a lowered anchor-guide rope, its trajectory
follows all of the rises and falls of the bottom. If the anchor gets
snagged against something and cannot be hauled back into the craft, the
cable could be severed by a special pne~aatic cutter. .
The anchor-guide rope is located in the stern of TINRQ-2, so that silt _
stirred up by it while th~ cra~t is mmoving would not hinder observation
through the portholes. There is a device to determine the moment at which
the anchor touches the bottom; when the cable sags, the device turns off
- the electric motor driving the winch.
Special attention was turned in the planning of the craft to navigation
safety. Several backup systems for servicing the craft are foreseen for
this purpose.
Ordinarily, TINRO-2 surfaces with the.help of vertical screw propellers.
If for some reason the vertic al screw propellers fail to turn on, the craft
can be raised by piunping a certain quantity of water out of the compensating-
trimming tanks with the pump. If t~'~e electric power supply is completely
exhausted~ meaning that the vertical screw propellers cannot be engaqed and
the pump could not be started to remove the water, the ballast tanks could
be purged by high-pressure air. The air reserve in the craft is sufficient
to create relatively high positive ?~uoyancy following the purging of the
ballast tanks, even when the operating depth is great. As the craft sur-
faces, owing to reduction of outside pressure the air, the volume of which
must constantly increase, displaces an ever-increasing quantity of water -
from the ballast tanks, as a result of which the craft's rate of ascent
gr.ows .
- In the extreme case the craft will surface if emergency ballast, consisting -
of the anchor-guide rope and a storage battery, is cast off by the action
of compressed air. Air necessary for this purpose is stored in special
tanks, and it is not used to purge the ballast tanks.
If the craft snaqs itself agai.nst something on the bottom at a depth of
400 meters, alY of the methods would have to bP used together to surface
the craft, and the positive buoyancy that may be imparted to the craft in
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real conditions would for practical purposes be always sufficient to permit
its disengagement and surfacing. The smaller the depth at which the craft
gets stuck, the greater is this force, since a larger volume of water
could be released from the ballast tanks.
- Special firefighting systems are foreseen. Several cases of fire have 2~een _
known to occur worldwide in the operation of submersibles. Thus cabi~
~ insulation caught fire as a result of a short circuit in a Japanese sub-
mersible in 1974. And although the craft reached the surface quickly, since
it was not very deep, the crew of two persons could not be rescued. Persor?al
resources for protecting the respiratory organs of the crewmembers were
apparent ly not foreseen aboard this craft.
TINRO-2 has an air-foam firefighting system. Foam produced by injecting
compres sed air into a foaming agent is nontoxic, and it possesses dielectric
properties, and therefore it can be used to extinguish burning electric
equipmen t carrying a voltage.
In orde r to keep the crew from being sufsocated by smoke and toxic gases,
SCUBA outfits are situated near each crewmember. The air reserve of each
of tnes e outfits is sufficient to permit breathing at atmospheric pressure
for 1 hour. This is enough time to organize the firef.ighting strategy and
surface the craft. _
All poss ible emergency situations were foreseen during the planning of
TINRp-2, to include one where the carrier vessel is unable to raise the
craft aboard for some reason, for example due to dramatic deterioration of "
the weather, failure of inechanisms in the lowering and lifting device, a
mishap aboard the vessel itself, and so on. Sometimes the craft must be
tawed in such complex situations. Therefore a towing device was �oreseen.
A towing cable is delivered to the carrier vessel by a line-throwing
gun mounted outside the craft's pressure hull. The maximtun sea state and -
wind force at which the craft could be towed had to be determined in the
tests.
In orde r that the undexwater researcher could see the bottom well at any
depth, and take still and motion pictures when necessary, high-power under-
water floodlights and electronic flash had to be mountedon the craft, after first
- determinang their locations. Were the floodlights to be"located above the
portholes, and were their light aimed directly downward, the bottom would
appear e ven and smooth as a table to the observer. 2"he images picked up
by photographic film would also be distorted with s~ch illumination.
Overhead illumination permits good examination of benthic life forms, while
lateral illumination permits orientation relative to submerged obstacles,
but it makes observation of undersea life forms difficult. Nbreover when
the craft moves near the bottom it raises a large quantity of suspended
particles, increasing the water's turbidity; therefore it would be best to
locate the floodlights below the portholes, as close as possible to the
ocean floor--something like the location of fog lights on automobiZes.
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After weighing all of these contradictory requirements we arrived at a
compromise. ~tao floodlights with a broad beam were located in the forward-
protruding upper part of the outer hull in such a way that they would
illuminate the space before the portholes; the electronic f~ash and a
narrow-beam long-range floodlight were aimed forward at a slight downward
tilt to permit visual determination of obstacles in front of the craft.
Zt~vo other floodlights were located on the sides at the bow of the craft
in such a way that they would provide good illumination to the area ob-
- served from the side portholes. When de~ired, these floodlights could also
be rotated forward to illuminatethe forward zone of observation.
Floodlights and sometimes other suspended items of equipment are situ~ted
on telescopic or rotating rods aboard some foreign craft. This method
has certain advantages, since the floodlight or another instrument can be ~
moved as close as possible to the object of observation. _
Change in the craft's trim resulting from rotation or extension of such a
rod is compensated by pumping water into the trino~ning tanks. When the
craft ascensls and descends, either the rods fold against its sides and the
- floodlights and instruments enter special rscesses in the outer hull, or
the rods are drawn into the side of the craft by a hydraulic system.
- The plan was to install approximately this sort of rods aboard the TINRO-2
craft.
D,iring the craft's planning, hawever, the designers constantly sought better
vaz~.ants for locating the equipment. All instruments and devices mounted
outside the pressure hull were scrutinized primaxily from the standpoint -
of the safety of the craft's movement near the bottom. Therefore we re-
jected the rotating rods, since they offered a serious hazard to movement
of the craft near the bottom. The electronic flash was installed in the
bottom front of the outer hull. ~,11 electronic flashbulbs were turned on
by a single console, and they were synchronized for photography. A wide-
format "Salyut" still camera and a"Konvas-avtomat"m~vie camera were in-
stalled to permit filming through the portholes; it was decided to check
the operatior_ of these cameras during the tests.
Construction of the Craft
Development of the engineering plan.--Everyone wants to
work on the model.--The plan is approved.--Construction
of the craft can begin.--The submersibles shop.--The
pressure hull is readg.--The craft's color must be
"coordinated" with the fish.
The rough plan of TINRO-2 was finished.
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- r~UR Ur~r~lclai, us~ UNLY
DeveloQment of the engineering plan began. No fundamental changes were
- made in the layout of the craft in this stage. Its basic characteristics
also remained as before, except for diving depth, which we were ablc to _
increase somewhat by implementing a number of design measures while main-
taining the same weight of the craft.
The main purpose of the engineering plan was to permit selection of the -
best va:iants and their detailed development. _
Thus for example the rough plan suggested three designs for the onboard -
ballast ~anks, differing mainly in the material employed. They could be
manufactured from aluminum or fiber glass. Fiber glass was recognized to
be the best: Its weight was lower than that of inetal. Structures made
from fiber glass are easily repaired with fiber glass fabric and epoxy
resin. Quter hull parts such as containers for submersible storage
batteries, fins, and the keel and deck parts of the craft or the entire
outer hull are made from fiber glass in foreign submersibles. Naturally
we did not know how the fiber glass would react to the conditions in which
- the craft was to be operated at sea. We were especially troubled by the
ballast tanks, which jutted out
Craft Comtnander' s Console
. 4 .v~::~.~':~.'d
Undezwater Observer's Workplace
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~
_ ''r
- ~ x t ~ f _
~ ~
r ~ ' w ~:is; ~~c',�
_ ~ ^~s ~
~ t1 '.z ^3 s~+,j~ -
~
~yc; ~
~,t`
+eT.^
!'a'
General View of Craft
~
Now began the next stage--producing the blueprints for the craft's con-
struction.
And so, our job was to create a craft with the following characteristics:
Weight, kg . . . . . . . . . . . . . 10.500
Overall dimensions, meters . . . . . 7.4x2.5x2.9
Diving depth, meters . . . . . . . . 400
Crew, persons . . . . . . . . . . . 2 '
This period, which consisted of endless coordination conferences and
meetings, often held in different cities, seemed like one long day to me.
The trips made my work more varied, but the farther I traveled, the less
they saw of ine at home, which brought on the justified reproaches of my
wife. Of course we did not yet know then that this was only the beginning
of such a confusing and intense life. And ima.gine how many documents we hac~
to read and edit during this period, and how many differeat instruction
manuals had to be written:
The finished drawings of the hull and the equipment layout were submitted
to the plant. At this time another plant was creating the propulsion com-
plex, a third was manufacturing the hydraulic system, a fourth was making
_ the compensating T~umps, and so on.
.
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Interdepartmental equipment acceptance commissions began their work.
- I. N. Sakhalov, an experienced specialist who had judged upon the merits
of inechanisms for "Sever- 1", "Sever-2", and TINRO-2--was the permanent
chairman of the mechanical eqaipment acceptance commissions. He was very
serious about his respons ibil~ties, he knew his work dawn to the brass
tacks, and for the most part the equipment he certified for operation did
not let us down.
Manufacture of the main e quipment proceeded routinely, without surprises,
and everything went on scYiedule. But things did not go all that well with
production of the scientific research equipment. The hydrological instru-
ment complex elicited special concern. It followed an original conception.
All sensors are located in a capsule. The display block is situated in
the craft's manned compartment right in f.ront of the underwater researchers,
owing to which they coul d maintain a constant impression of the chemical
composition and propertie s of the surrounding environment.
Similar foreign hydrologi cal complexes u~ed aboard submersibles, inde-
pendently,.or from aboard a surface vessel, usually measure sea water
parameters such as tempe rature, saiinity, and pH (a hydrogen index describing _
the acidity or alkalinity of water). The parameters to be me~sured by the
' complex we were designing were to be much greater in number. Z'he measure-
ment results 'zad to be tape-recorded, and time readings had to be indicated.
After surfacing, the tape reccarding was to be interpreted using another
- special tape recorder installed aboard the carrier vessel. Signals are
fed from this tape recorder to a recorder that plots dependencies between
all of the measured parameters and time or diving depth. All parameters -
are simultaneously recorded for subsequent cotpputer analysis. ~
Naturally develoFment of such a complex was associated with considerable
- difficulty. Moreover, during the work the weight and overall dimensions
of this canplex tripled in comparison with the initially adopted figures.
_ And this happened even in spite of brutal rejection of evezything other than
that which was most neces sary. "Nothing extra, only that with which we -
cannot do without," cons tantly drummed Valentin Pavlenko, who was saddled
with all of the problems of the scientific equipment.
Other specialists said the same thinq as well. Sut from their point of
view other instruments we re the most necessary, ones without which existence
of the craft would be "entirely uni.maginable": It was very difficult to
please both them and the others. The designers had to perpetually invent,
alter and re-invent something or other in order to satisfy all desires.
To expand the research capabilities of the craft, a navigation system was
developed concurrently wi th the hydrological instrument complex. In addi-
' tion to a gyrocompass, it included an a.utomatic course plotter which, re-
ceiving speed data from an electromagnetic log, had to constantly draw the
- course traveled by the craft on a plotting board. It was decided to use mini-
aturized equipment to create this system. It had never been used before
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this in our submersibles. We were in~terested in evaluating the work.of this
equipment under water in the presence of intense, irregular rocking and
high humidity. One could be persuaded of the merits of the course plotter
from its model, which worked fabulously in the laboratory.
.
When it came to choosing the necessary scientific research equipment,
installinq a"Biozvuk" sonar instrument was suggested. Using hydrophones
mounted outside the craft, a researcher could record sounds etnitted by
fishes and other dwellers of the sea. This instrument consists of a wide-
band tape recorder and an acoustic analyaer for subsequent interpretation
of the obtained recordings.
However, this proposal was made too late, and a place for the instrument
had not been foreseen. Thus we had to limit ourselves to introducing a
cable for a hydrophone into the pressure hull, anc3 foreseeinq a power
outlet for a tape recorder on the electric distribution panel. We decided
to install the instnunent itself after the submersible was placec1~into
operation, when conditions favorable for doing so would appear.
The hydroacoustic equipment consists of an undersea acoustic communication
station, such as one used by divers to communicate with each other, echo
sounders, and a sonar set. A ready-made sonar set with appropriate overall
dimensions and consumed power did not exi.st at that time.
At first we suggested using an ordinary fi~h-.detecting echo sounder as the
sonar set tor determining presence of obstacles in front of the craft and _
recording fish accumulations. The vi.brators were located in the bow of
the outer hull, and the instrum~nt's recorder was placed on a console in
front of the craft co~nander. The echo sounder's effective range was suffi-
cient for TINRO-2. We did not have any experience in using a fish-detecting
echo sounder for these purposes at that time, and we were unable to say what
sort of sonar display method was better--using a recorder or a cathode-ray
t~abe .
Many specialists advised using undezwat~r television, but by this time
- the craft was literally "stuffed" with instruments, and it was i.mpossible
to put anything else into it; moreover we did not have the right kind of
' ready-made television apparatus. Later we tried using an industrially
produced television device.
At the time that the blueprints for TINRO-2 were nearing their completion, -
the "'Sever-2" deep-diving subn?ersible was taking its first steps in the
Black Sea. A group of specialists participated in its tests, which showed
_ how difficult it was to assimilate a new submersible.
The blueprints were finally completed, and the plant began construction of
TINRO-2, which started with assembly of the pressure hull.
First of all high-precision cylindrical and tapered rings and the fore
hemisphere were manuf~ctured out of sheets of superior ship-building steel ~
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that had passed the most rigid inspections. Any deviation from proper
shape beyond that permissible could lead to disintegration of the craft's
hull in response to a load, even one lower than tie rated load.
Then the ship assemblers and welders were given a very important task--
assembling the hull of the craft out of the individual sections. The life
- of the hydronauts depended on the quality of their work.
~ After assembly and welding of the pressure hull was completed, }he quality
of the welded seams was checked with the greatest care ~asing X-ray tech- ~
niques; correspondence of all of its geometric dimensions with the specifi-
cations of the plan -ras also checked. All seams were perfect, and wherever
minor deviations were discovered, reinforcements taking the form of
stiffeners were installed. But there were very few such places, and the
pressure hull was accepted for further work.
The pressure hull had to undergo tests in a high-pressure chamber after
the steel parts of the outer hull were welded on and before the equipment
~ was installed. Using the results of this test, plant builders and desig~zers
had to make a final evaluation of the quality of the pressure hull and the
- correct.ness of its design--in a word, they had to pass on the first major
stage in the submersible's c~:�eation.
AspeciaZ team of workers scrupulously prepared the hull for the test;
they sealed all openings in the skin intended for the portholes, propulsion
units, external fittings, and cables. The entrance hatch was already in-
stalled by this time, such that ~ts tightness could also be tested. A
special water sensing unit with a cable leading outside to a display was
installed inside the hull, at its lowest point. If water appeared anywhere
in the hull during the test, the sensor would imanediately make this known, .
- and the test would be halted. _
The pressure hull of TINRQ-2 was drawn into the pressure chamber on rails
by winches. '.i'he hull was secured with metallic lashings so that it would
not rise up after the chamber was filled with water. Special sensors
that were to show stresses in different places on the skin in response to .
rising pressure were glued to the hul1. Z'he day everyone awaited with
agitation finally arrived.
The craft's pressure hull has been examined attentively
for the last time. Everyone is leaving the chamber,
and the hatch is closing. The noisy rush ~f water
into it could be heard. F'inally the chamber is filled--
the examination has begun.
The pointers of the control pressure gauges slowly
crawl upward. For the first time the hull experiences
the action of tons of water pressure, which it will �
have to endure in the future many times while workir~g _
in the ocean.
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The pressure rises in stages of 10 atmospheres.
Z'he pressure is held constant for a certain time at
each stage. The hull behaves excellently. Pressure `
~ is now 40 atmospheres. Now a load equal to 400 tons
- is acting upon every square meter of the skin. T'his
is the load the craft will experience at working
depth. The pressure is increased even higher., up
to the maximum permitted by the design. The pressure
cannot be increased further--the hull may disinteqrate.
We record the readings of all the instruments after
a long period of time at this pressure. The stresses
experienced by the skin of the hull are in keeping
with the estimates. The signaling device indicating
presence of water in the hull is silent. Z'he diffi-
cult exam has been passed successfully: All congratu-
late one another. Now the pressure beqins to decrease.
These first serious tests did not end until the morning of the followi.nq _
day. Everyone waited impatiently for the moment when the water would be
drained from the chamber and the hull of the craft could be inspected.
- The hatch into the chamber was opened, and I was one of the first to qet
into the hull. No changes of any sort had occurred, and it was completely
dry inside the hull. It was hard to believe that such a thin shell could
withstand the tremendous water pressure.
Construction of the towed "Atlant-2" craft went on simultaneously with
that of TINRO-2. This spectacle made a strong impression, and it was very ~
pleasant to realize that our dreams were beginning to come true. Z'he
"Atlant-2" had an especially effective look about it. Installation of its
equipment was finished, and the workers had star.ted trimaning and painting
it. Basin trials were soon to begin. I was soaiewhat envious of the
engineer who was to be the first tester of "Atlant-2", and I impatiently
awaited the moment when TINRO-2 would achieve the same degiee of readiness.
After the hull was drawn out of the chamber, experienced installers began
- installing the equipment and laying the ntunerous pipelines and cable runs.
All of the i.nternal equipment had to be of a size allowing its introduction
into the craft through the entrance hatch. Therefore whenever we received
mechanisms and devices, they were all passed through a special plywood ring
of the same diameter.
Every day the number of instruments increased, and looking at the boxes of
equipment arranged next to the craft, it seemed as if it would be impossible
to plaae all of this equipment inside.
We be~~an installing the propulsion complex first. Before this, we tested
it or,l a plant stand on which real operating c~:nditions were simulated to
the extent possible. The friction variators, which had never been used
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before at sea, were checked out especially carefully. On the whole they
suited our needs completely.
The external pressure compensating system intended to relieve pressure on
:~haft stuffing boxes, and all of the other equipatent of the propulsion com-
F~lexes worked very well, and i~ediately after their acceptance the propul-
sion complexes were installed in the craft.
I always carried a very high opinion of the plant fitter-assemblers, hut
' what I was able to witness during installatian of the horizontal propulsion
unit in the stern of the craft was beyond all praise. It would be hard to
describe the sharpness displayed by the assEmblers and the number of in- -
genious devices they employed. The complex, which consisted of an electric
motor, a variator, a compensating pump, and a co~t?on frame, weighed a rather
great deal, but there was only enough room, and just barely, for two persons
in the s~ern of the craft, and moreover our main, most experienced assembler
- was of extremely substantial dimensions. One can~imagine haw difficult
this work was:
When the control system was finally delivered and we saw it in its
assembled form, with all flf its blocks, consoles, information panels, and
other parts, we thought that it would never fit in the craft, that it would
not get through the entrance hatch, and if by some miracle it did, it would
be impossible to turn it around in the craft. However, everythinq calmly
assumed its place. Of course the main control console had to be desiqned
to permit its lowering on special screws, so as to permit access to the ~
- blocks for their repair.
By spring, assembly of most of the craft's systems and mechanisms was
finally finished. The craft began to take on its intended appearance. As
before, all delays involved the scientific research equipment. Because
the hydrological complex was still undergoing laboratory tests at this
time, it was decided to fill its place with items of identical weight
and overall di.mensions. A capsule simulating the external sensor block
ana recalling in its appearance some sort of mysterious gun was mounted
- outside on the bow of the craft.
It took a lot of hard work to procure underwater floodlights suitable for
our craft. We had to make the rounds of a large number of enterprises,
but in the end they were found and installed. After this the appearance
of TINRO-2 transformed completely. The portholes and greenish floodlights
made it resemble a mysterious goggle-eyed fish. The similarity was
emphasized by the tilted aft fins, which imparted a certain streamlined
= quality to its countenance.
After installation of two electronic flash units with the poetic name
"Biryuza" and the "Modul bathometer, the craft's assembly was practically
compZeted. .
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Hoisting Device ~
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Engine Compartment
Now it had to be painted. In order that the craft would be easily noticed
on a seawater background, it was desirable to paint it as bright as
possible, which elicited arguments from the ichthyologists. They felt
that such a finish could influence fish behavior, and since the main
purpose of the craft was to observe fish, the craft had to be painted
subdued, dull tones. In the end, the sides were painted traditional
battleship gray while the deck was painted white, and a bright red strip
that was readily distinguishable from the air was painted along the top.
What was most difficult still lay ahead--testing TINRO-2.
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~
C~iAPTER II
THE CRAFT IS READY TO DIVE:
A Dive...Ashore
Testing of the craft in a high-pressure chamber.--
The first launching.--"Freshwater" dives.--Aboard the
"Ikhtiandr".--The craft gces sduth.
Before starting tests involving the craft's subtnersion, we still had to per-
suade ourselves once again of its comp3ate watertightness, this time after
all of the assembly jobs were completed, the cable inlets were sealed,
and the portholes were installed. 7'he craft was once again placed in
the chamber, once again the water sensor was mounted inside the hull, and
_ polyethylene bags were glued to the inside of the portholes so as to
determine from the leakage which one of them was poorly sealed. The same ~
sort of bags were glued to the ca?ale inlets. After the craft was kept
under pressure for a time, it became obvious that it was absolutely water-
tight, and that further tests could begin.
Naw we had to think about the crew for the submersa.ble. An extensive
training program followed by examinations was developed for the future
hydronauts. A special commission issued a document entitli.ng the bearer
- to independent control of the craft to those who passed the tests.
Candidate hydronauts traveled to Leningrad for training at the very be-
ginning of summer. Among them was Boris Ishtuganov, with whom I subsequently
sailed a gr?at deal, both on and beneath the water. Valentin Deryabin was
also included in the program. Being an r_lectrician, he placed all of the
craft's electric and electronic equip~nent under his observation and control.
The triumphant moment of the first launching of TINRp-2 was approaching, -
but we were still totally unsure as to what vessel would be used as a base
for the craft's running and state trials. A special carrier vessel for
TINRO-2 had not been built yet. The "Odissey"--the carrier vessel of the
submersi.ble "Sever-2"--was on a cruise, and therefore, after weighing all
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of the pros and cons, we decided to step up construction of a second
"Odissey" class vessel and outfit it for work with TINFD-2.
~
The amount of work that had to be done was not great, the vessel was soon
launched, and it was christened the beautiful "Ikhtiandr".
The chief designer and I toured all of the vessel's compartments intended t
for work with tkie craft, and we established that minimum alterations would
be needed, mainly in the hanqar itself. I~ so happened that construction
of the carrier vessel would be finished while we were conducting basin
trials of the craft. This suited us.
Before launching the craft we had to test out its life support system.
For this purpose a plant laboratory assistant and I had to sit in the craft
_ for 12 hours, having taken the necessary reserve of food with us. Every
30 minutes she and I measured the gas composition of the air, temperature,
and humidity. Our "sitting" provided us with the parameters for optimum
operating conditions for the regeneration system, which functioned fabulously;
the concentration of carbon dioxide and oxygen in the craft's atmosphere
was normal. We also established from these tests that in an emergency, the
craft's time of survival would be as long as foreseen by the plan.
The long stay in the sealed craft was especially interesting and useful to -
me, because I was able to evaluate my sensations, and also because I was .
able to once again practire, in a relaxed situation, all of the craft
control operations, and "play out" gossible emergency situations.
The long-awaited moment of the craft's first launching finally came. The
craft was rolled out of the sho~, and a representative of the plant--the
mechanic in charge--and I took our places in it and closed the entrance
hatch. ~
I raised the pressu~e in the craft compartments by .
releasing compressed air from special tanks. In the
course of several minutes we check the tightness of the
seals and the air pressure within the hull. The
pressure is not fallingf this means that we can equalize
it with atmospheric pressure and begin submerging the
craft. I report this to the test leader. I can see the
launching begin through the portholes. Z~ao railroad
cranes smoothly separate the craft from its keelblocks,
- and we hang suspended above the water. We are slowly
lawered, I hear a light splash, and suddenly instead of
the transparent air to which I am accustomed, ~turbid
brownish water suddenly covers the portholes.
The main goal of the first dive was to '�equalize" the craft--that is, to
- check its buoyancy under water. It had to be zero. This could be achieved
by changing the weight of solid ballast stowed on the craft.
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ruK ur�r l~ us~ ~aLY
AEtur tl?e crait t~~gaii rc.~cking evetily on the water surface, tYie hold of the
cranes was relaxed, but two thick cables still joined it to the crane booms.
Havi iig persuaded mysel f that everything was in order, I reported this to
tt~c~ ~~~um~iuf E~~~ril ~yc~~3 rc~c~iv~,~l l:,u~rmi~~l~n tu tic~gin thn cllv~.
A little apprehensively, I open the vent valves of the
ballast tanks. No one knows how the first dive will
go. 'I'he craft slowly begins to disappear into the
water. The water reaches the upper portholes and
covers them over. A report from shore tells us that _
only the cover of the entrance hatch is still above _
water. The craft stops d:opping--apparently the
ballast tanks are completely filled with water. The
craft's equalizing tanks are empty. I decide to fill
them~ with water until such time that the craft would
submerge completely. I open the valves, and water -
fills the aft tank. The aft trim increases, and the
craft swiftly drops down, to the bottom. Obviously
too much water in the tank. It is not more than
7-S meters deep at this point, and in very short
time we find ourselves on the muddy bottom, which ,
is so soft that we feel not even the slightest jolt
as the craft settles. The water is very turbid, and
- there is nothing for us to see.
Pumping a 1 ittle water out, I persuade myself that
the craft has zero buoyancy. A comtaand to begin
surfacing is transmitted from shore. I open the
ballast tank purge valve, and compressed air _
thunderously displaces the water,from the tanks.
I can hear air bubbles escaping through the
flooding ports, and suddenly we find ourselves on
the surface.
Our first dive is finished: The cranes pluck the craft
from the water and careful ly place it on the keelblocks
of its transporter. My mate and I crawl out of the
hatch and drop down to our waiting friends. Everyone
is pleased with the results of the dive. The craft and
and its fi~st crew have received their baptism of fire.
After this the dives became a daily occurrence; during them, the craft had
to be subjected to what we call careening in order to determine its
stability, we had to measure the thrust of the vertical and horizontal
propulsion units with speciai dynanbmeters, and we had to make sure that
all mechanisms operated adequately under water.
I must give al? of the craft's creators their due--the mechanisms worked
very well.
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The electricians were concerned about the suhmersible storage batte ries
- which, as experience showed, could be ~he source of a great deal of trouble
due to the low resistance ~f insulation under water. However, awing to
their careful maintenance by plant battery specialists, everything went
all right with TINRO-2.
The craft's mechanisms and main equipment undexwent meticulous inspection
in real conditions. The horizontal and vertical propulsion units worked ~
normally. During one of the dives we attached special dynamometers to the -
craft to measure the thrust created by the screw propellers. These tests
_ shawed that the thrust of the propellers met the specifications. This meant
- that the vertical and horizontal speed of the craft would be close to that
planned.
The anchor winch, the electrical equipment, and the navigational and hydro-
acoustic equipment also worked well.
However., we could not escape unpleasant surprises. Once during a routine
ciive sea water began coming in, and my mate, who was on the researcher's
mat in the bow got completely soaked before we could figure out what was
going on. It turned out that one of the valves had not closed completely.
_ The participants of the tests were oblivious to time; they worked late into
the evening, and sometimes even at night. This was a restless but interesting
time.
The writing of the basic instructions, without which even a well trained
crew was not entitled to operate a perfectly operating craft, was nearinq .
_ completion. The safety rules applicable to hoisting the craft from aboard
the carrier vessel and to independent navigation, and the rules of its
operation had to be written out in precise and dry language. The instructions _
had to describe, in the proper sequence, all of the actions to be taken by
the craft co~nander, the underwater researcher, and the maintenance personnel -
from the moment of the craft's preparation for a dive to the moanent the
underwater operations end and the craft is serviced after being returned
to the hangar; all possible emergency situations had to be considered in
detail, and ways to respond to them had to be recommended. It took a very
long time to write up all of these documents, and it required the participa-
tion of experts. Because n~ one had any experience at that time ic~ operatinq _
submersibles, it was decided to put the finishing touches on these documents
after the first trials and experimental operation of the craft. We were
not sure how many people there should be in the craft maintenance group,
what their specialties should be, the munber of replacement crews that
should be aboard the vessel to insure uninterrupted work, and so on. All
of this also had to be determined during experimental operation, which
could beqin only after the craft finished its plant and state trials.
The training of hydronaut candidates also came to an end, and an examination
commission was appointed under the chairmanship of the chief of the undersea
technology division. Thi,s comanission included the chief designer and a
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large number of leading specialists involved in the pla:ining and con-
struction of submersibles. I had to find the time to both take the exami- .
nati.on and assume my place among the co~nission members. The examinations
were taken not only by crew members but also by the buildera of the craft,
the delivery .nechanic--in a word, by all who might have to take pa~t in
dives during the craft' s running trials. All hydzronaut candidate~ passed _
the examination and were certified for independent control of TI~TRO-2.
In the meantime the craft' s basin trials were completed, and we began pre-
paring TINRO-2 for its departure for the Black Sea.
Cons truction of the "Ikhtiandr" was also coming to an end, and I was once
again compelled to fly south to participate in its running trials. The
ship' s crew, headed by the captain-director, also traveled there from
Kaliningrad. _
In one of the last days of May 1973, late in the evening, the snow-white ,
"Ikhtiandr" eased away from the walls of the plant. For practical pur- ~
poses there were two crews aboard the vessel--plant personnel and the
official crew; add to this the members of the acceptance commission.
= However, the plans called for a sea cruise in just 2 or 3 days, and there-
fore all quickly adapted themselves to the inconveniences, and a good
working atmosphere was established aboard. We were on the Hlack Sea by
morning, and we began the running trials.
I liked thP "Ikhtiandr". The vessel was refitted out of an ordinary
BMRT with a displacement of 3,870 tons.
The ship's crew consisted of 80 persons, including 11 scientists. The chief
or assistant captain for scientific affairs was in charge of the cruise.
_ The craft maintenance group initially included, besides the two craft
crewmembers, an electri~ian, a mechanic, and a radio navigator.
There were nine scientific laboratories, a decompression chamber with all
of the necessary equipment, a diving station, an air tank filling station,
several deepwater hydrological winches, and an undersea television station
- aboard the vessel. Comfortable two- and four-man cabins ~:.::d a cozy ward-
room and mess hall equipped with television sets were reserved for members ,
of the crew and the scientists. All of the crew quarters and service com- _
partments were outfitted with air conditioning systems. Qnly the p:esence
of the hiige hangar for the submersible made our vessel different from -
others. The hangar was on the m~in deck, and it took up about a quarter
of the vessel's length. At this place the left side was cut out and re- -
placed by sliding doors , which moved on special guides. Despite their
great weight, the doors opened easily with the help of electric drives.
The opening of the doors recalled a scene from a science fiction novel.
= There were rubber gaskets and clamps along the entire parameter of the -
doors, pressing them reliably aqainst the coaming of the cut-out side when
the ship traveled, so that water would not enter the hangar.
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~
FOR OFFICIAI. USE ONLY
The hangar contained keelblocks for the craft and tracks upon which a lift
truck conveyed the storaye batteries. In order that the lift truck and its
stora e batte
g ry container would not roll about when the ship rocked, there
was a cable dri~~e outfitted with small winches that could be used to pull
it quite safely �rom one position to another.
There was a compartment for storage battery repair and charging forward of
the hangar. Also located there was a highly productive device used to ob-
tain distilled water for the batteries.
The tracks led from the hangar to the stern, to a compartment in which the
craft's main batteries undenaent charging and maintenance.
- The charging unit itself was on the lower deck, and two outfits of batteries,
charging cables, and a gas analyzer, used to check the hydrogen concentra-
tion in the air, were stored on racks. The compartment was hermetically
- sealed, and it was eutfitted with a ventilation system.
The mechanical and fittir.~ shops as well as repair shops for the radio- ~
- engineering, navigation, and sonar equipment of TINRlJ-2 were situated on
the same deck. A separator used to cl~an hydraulic system oil and a
portable chemical laboratory for its analysis were installed in one of the
compartments.
Vast compartments on the deck below were reserved for storage of the needed
spare parts, supplies, and special tools. In a word, everything was close
at hand.
A powerful roisting device was used to launch the submersible. It was
built in the form of a bridge that was extended out after the doors of the
hangar were openecl. Cylindrical c~tches that locked onto the craft's
_ hoisting rods were lowered on thick cables from the bridge. In order that
the catches would not swing about when the ship rocked, and in order that
they could be guicled precisely to the craft's hoisting rods, prior to
lowering the catchES special guide cables were attached to the rods. These
cables were tightened, and thei~ the hoisting catches were lowered down them.
The guide cables were wound on high-speed hydraulic winches which maintained
constant tension when the craft was in the water by the side of the ship
and attached to the guide cables. This guaranteed that the hoisting catches
would be lowered precisely to raise the craft aboard.
When the craft was suspended beyond the side of the ship--the bridge pro-
truded several meters bey~nd the side at full ~xtension--unavoidably the '
sliip listed considerably. To compensate for this, special tanks were
mounted on the sides in the central part of the vessel. Water was pumped
from one side to the other by a high-de:ivery pump as the bridge and craft
were extended outward.
38 ~
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~
.
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TINRO-2 E`rom the Front
One mechanic controlled the lowering and raising of the craft and pumping
- of the water from a special console in a glass-enclosed cabin beneath the
roof of the hangar.
An electric compressor was used to fill the craft's tanks with compressed
air. The air pipelines led directly into the hangar, where they were
joined to the craft's high-pressure pneumatic system by a removable pipe.
39
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` ~ ~ R i~l' ti
~ ~ ~ ~s` r . ,r~' . , ,
~ ~ 5 � � y`s~:?
1 e
~ . ~ z~ ;=i ~ ~ ,."k''riL~w�3~ . , 5s~ ' _
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Scientific Research Vessel "Ikhtiandr" on the Ocean
`~'Y~~.';:~.Sa.~,
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The Craft in the Hangar of Its Carrier Vessel "Ikhtiandr"
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All o~ the craft's maintenance compartments, the hangar, and the hoisting
device control cabin communicated with one another as well as with the
fore and aft bridges by telephone and loudspeaker systems. "
Communication was maintained with the submerged craft via a special hydro-
acoustic station installed in the forward wheelhouse.
The vessel possessed trawling equipment, and therefore the crew also con-
tained a trawl-master and a fish processing technician. Of course the
trawl deck of the "Ikhtiandr" was somewhat smaller than on fi~hing vessels,
which hindered the work of the trawling team, but it was still possible to
catch and process fish.
The "Ikhtiandr" was also adapted for various hydrological operations--mainly -
recording hydrological sections, taking measurements of the direction and
speed of underwater currents at different depths, investigating the bottom
with various dredges and bottom scoops, and collecting plankton with a -
(Dzhedi) net.
Owing to pre~ence of three hydrologi~al winches all of these operations
could be performed almost simultaneously, and consequently a sufficiently
detailed impression of ~che region of exploration could be attained quickly.
Ztao sonar sets, one of which was to be used for hydroacoustic tracking of
the submersible, and echo sounders made it possible to search for fish at a
signif_icant depth.
The gyrocompass, two radar sets, a radio rangefinder, and modern navigational
equipment could be used to detemline the vessel's location with sufficient
accuracy.
It was universally recognized that the vessel was fabulously adapted for a _
broad complex of scientific projects during a cruise of many months i.n any
- region of the World Ocean.
The "Ikhtiandr" passed al:. of its tests well. The main engine, the auxiliary
mechanisms, the winches, the radio-engineering and hydroacoustic equipment,
and the lifeboats were all tested in action. The ship's acceptance certifi-
cate was signed.
The weather was calm during the trials, and we were unable to evaluate the
ship's behavior in wavy seas. Everyone who had a relationship to the forth-
coming trials of the submersible was very interested in how the ship would
behave itself in wavy seas, and how this would affect operations with the
submersible. '
5ti11 untested at sea were the devices necessary for operation of the craft.
Before leaving the plant, the hoisting device was tested out with a special
load in order to insure its normal operation.
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After completing its running trials successfully, the "Ikhtiandr" returned
- to port. The delivery team left the ship. TINR~-2's meeting with the
"Ikhtiandr" was next. The place of this meeting was Sevastopol'. It was
to this place that ::he craft had to be conveyed by rail. However, because
it was somewhat oversized, special permission had to be obtained from the
railroad service before it could be loaded onto a flatcar. Finally all _
of the formalities were observed, the craft was loaded on the flatcar,
it was coveren over with a tarpaulin, and it began to resemble some sort
of mysterious contraption. A freight car in which all of the spare parts
were stowed was hitched to the flatcar. The plant group Escorting the
craft was situated in this car as well.
The craft's terrestrial period of life was coming to an end.
The Craft Meets the Vessel
TINRO-2 is loaded aboard the "Zkhtianc]r".--Lowering
~ and raising of the craft is practiced.--Preparations
for sea trials.
The craft was to be delivered aboard the vessel at the start of August,
and sc~ w~ had to fly to Sevastopcl' from Leningra~.
The "Ikhtiandr" reached Sevastopol' 2 days before TINRiO-2. During this
time we managed to make the preparationE for its arrival. The plant de-
livery team came to Sevastopol' even earlier than the vessel, so a3 to
acquaint itself with the local conditions and determine the region of
operations and the order of setting out ~o sea. The agent responsible for
delivery and I inspected the harbor's moorinqs and our future base, a.^_d we
located and leased a floating crane with which to unload the craft from the
rail flatcar.
The flatcar carrying the craft and the greight car carrying the supplies
' were conveyed right to the seashore on a siding. The transloading opera-
tions were performed in several stages. First the craft was transferred
by the fi~ating crane to its pontoon, upon which it conveyed it to the
other side of tYie harbor where the "Ikhtiandr" was moored; then the craft
was lowered to the mooring in front of the open doors of the hangar, and
it was only after this that the craft was raised by the ship's hoisting
device and placed in the hangar.
The long-awaited meeting of the craft and ship occurred. From this moment
on, they became a single whole, and even when the craft left for independent
navigation, it maintained invisible but sufficiently firm communication with
the ship.
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~w
x.,._.~s~~`~.,,,
,
~
TINRO-2 is Loaded Aboard the-"Ikhtiandr"
The work of putting the craft in its place went on for alm~st the entire
day, everyone was tired, and so it was decided to postpo~ze practicing the
hoisting operations until the next day.
Nbrning of the following day began sunny and calm--we could not have wished
for better weather for the practice launching.
I took my place in the craft, checked its tiqhtness, and began waiting for
its first launching at sea. Through the portholes I could see the guide
cables tightening, and the main cargo catches dropping slaraly along them,
and i felt the sensation of the craft separating from the keelblocks. 7.'hen
it was carefully raised to an elevation of about 1 meter, and after a few ~
seconds it was rocking on the water surface.
I crawled down to the undenvater observer's place and looked through the
side portholes--now greenish sea water was before my eyes. Despite the
fact that the water in the harbor was rather turbid, I could see the side
of the "Ikhtiandr" well. It was still clean, free of growths, and lower
down somewhere I could ~aguely distinguish the bilge keels.
I had to inspect the cable i.nlets and stuffing boxes, and check the water-
tightness of the craft. Everything was in order, and the bumpy railroad
trip did not have any effect upon the craft. I reported this to the ship
~ and then began waiting for the craft to be raised, wY;en suddenly I heard
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a totally incomprehensible noise. "Where could it be coming from?" I
thought with alarm. "All of the mechanisms are turned off."
Meanwhile the noise alternately grew louder and softer, but I could not
- understand what was going on. No noise of any sort was heard aboard the
ship, but after my report thPy also became concerned and started raising
the craft very quickly out of the water. It was not until ~ was aboard
' the ship that it was all cleared up. It turned out that before raising
_ the craft, it was sprayed with water from a manual fire pim?p in order to
wash off the dirt, and I was not informed of this. What I heard, therefore,
was the noise of the stream df water forcefully striking the hull.
The most difficult operation was not the launching and raising of the
craft, but its placement on the keelblocks in the hangar. This operation
had to be performed very precisely, with a tolerance not exceeding 10
which ev~en on the still water of the enclosed harbor was not always
successful with the first try. Therefore we immediately got together
with the efficiency experts, and on the spot we adapted one of the hanqar
winches with which to draw the craft to the necessary level.
We perfoxmed the craft launching and raising operations three times, and
when we were persuaded that the mechanic understood his job well, we de-
cided to perform them out on the open sea as soon as possible.
These first launchings demonstrated that the "Ikhtiandr" could not have
been suited better to our craft, even though it had been planned for
another. We were pleased ~st of all by the fact that the distance between
the hoisting rods matched the span of the hoisting device, and therefore
the latter did not need alteration. The tracks in the h~ngar used to con-
vey battery containers tu TINRO-2 also suited our needs. We noted with
satisfaction that at maximum extension of the bridge beyonC the side with
the craft suspended, the ship's list did not exceed a few degrees, and
thersfore we did not even need to use the counterflooding tanks.
Plant representatives and designers arrived by this time to participate
in the first operational sea cruise. The testing party grew extremely
large by the time we were ready ~o set out to sea, but there was enough
room aboard the "Ikhtiandr" for ~everyone, and comfortably as well.
Divers that were to assist in Lnderwater operations, and provide help
when necessary, also arrived. S~~~ of them had participated as aquanauts
in an experiment with the "Chernomor", an undenvater house. The group was
headed by Anatoliy Viktorovich--a very experienced diver, oceanologist,
and operator. He intended to film our work and the craft's first steps.
Getting a little ahead of myself, let me say that such a film was made.
Cuts from it were shown on Central Television during a program devoted to
th~ ocean trips of TINRO-2. Unfortunately the transparency of water in the
Black Sea is x~ather low, and film taken at the bottom was not very effective.
~
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~
I thought out the plans for all of the sea cruises and concrete dives of
the craft together with the assistant chief designer and builder of the
craft, who was now called the delivery official. A rather well-enclosed
inlet offering good visibility and having a solid, even bottom that dropped
away gent~.y to a depth of ~0-80 meters was chosen as the main region of
the trials. This depth suited us completely for most of the items of the
testing program. Deep dives were to be made in the vicinity of Alushta
or Yalta, where such araft had been tested before.
We decided to test the navigational qualities of the craft in different
weather conditions at the first convenient opportunity, or during transfers
from one region to another.
We ended up having to schedule out the forthcominq work i.n detail, literally
down to the minute, and coordinate our actions with the participants of the
trials and t.'~e ship captain.
Finally all preparations were�finished. The tanks were filled with good
Sevastopol' drinking water, and fuel was taken on. We were now ready for
the sea:
~
The Craft Takes Its Exam
The "Ikhtiandr" sets out to sea.--Problems with the
hoisting device.--2'he first dive at sea.--'I'he craft
on taa.--Fire.--200 Meters deep.--The state r,ouanission
comes aboard.--Speed determination.--TINRiD-2's test =
mile.--400 Meters deep.--Return to port. _
There were a large number of formalities, which no one had ever been able
to foresee, before a ship such as the "Ikhtiandr" could set out to sea.
Port quarantine authorities demanded a mandatory medical inspection of all
"guests" aboard the "Ikhtiandr" and immunizations against cholera and
tetanus. At another time the ship's documents were found to be not entirely
in order. Later it was revealed that not all of the life rafts were secured
as required. T'hen someone said that there was no soap aboard the ship, and
- the most impatient passengers were ready to run ashore to buy some. This
was finally getting to be a joke, but we were no longer amazed by anything,
and we were ready to do whatever~we had to do in order to get out of port
as quickly as possible.
The delivery official, an extremely effusive person, hurried our captain on,
but Viktor Aleksandrovich, a highly experienced captain, related philoso-
phically to the swift passage of time and calmly surmounted each obstacle -
_ as it came up. ~
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In the end, all of the necessary signatures and medical certificates were
obtained, everyone knew where to run and what to grab in the event of a
water or fire alarm, and we were given the go-ahead to leave the bay.
On Nbnday at 2200 hours Nbscow time the "Ikhtiandr" separated from its
moorings with TINRO-2 aboard. Everyone's spirits were high. The weather
was calm. But the superstitious shook their heads apprehensively--we~were
setting sail on a Monday.
In the morning we reached the vicinity of Yalta, and because the sea state
_ did not exceed 3 points, we decided to launch the craft.
At 1600 hours everything was ready for this operation. The ship was
rocking slightly on the waves, its heel did not exceed 5� to port, and it
appeared to us that it would be very ea~y to lower and raise the craft.
This time the plant's delivery mechanic was in the craft, and I observed
the launching from the hangar.
Today, when it takes just a few minutes to lower or raise the craft, I
- find it funny to recall the way thinqs went in those first days. It all
happened about like this.
Soft fenders were lowered a few minutes before launching from the hangar,
so as not to damage the craft against the side of the ship. Five men were
stationed along the open doors of the hangar with poles with which to push
the craft away from the ship. At the same time three divers and three
sailors manned a 70-man rescue motorboat. The boat moved away from the
side of the ship and positioned itself opposite the hangar. Then the
craft was launched from the hangar. When it touched water, two divers in
diving suits jumped overboard from the motorboat in respon~e to a command,
swam to the craft, climbed up it, and removed the catches manually. Then
~the craft conveyed them on its deck to the side of the ship, after tahich
the divers, once again in response to a command, jumped overboard and swam
to the motorboat, which took them back to the ship. The craft was raised
in the reverse sequence. An interesting sight it was:
- The very first launch was especially memorable to me, because I had to ob-
serve it from the sidelines. Each participant of the forthcoming launch
theoretically knew his place and the order of action. But the well-ordered
theoretical succession was disturbed almos~ iAmiediately, p~issi.bly due to
heavier seas, and possibly due to the generally shared anxiety. Whatever
the case, when the time came for the launching to start, everyone began
bustling about, and the delivery official tried to be in all places at
- once. The craft, which was occupied this time by the delivery mechanic,
barely touched the water when it started bucking about like a wild horse.
The divers jumped overboard from the motorboa~, not without some reserva-
tions, and removed the catches. After this the craft became completely
uncontrollable, and it turned its bow toward the side of the "Ikhtiandr"
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r'UK Ui''r'LI:lAL US~ ULVLY
as if readying itself to ram the ship. At the most inappropriate moment _
the hoisting device jaimned. Z'he guide cables on the drums of the high-
speed winches tangled themselves into a knot beyond the wildest imaginings,
which took several people to untangle with difficulty. The divers scurried
back and forth between the craft and the motorboat. In the end, the craft
was locked on and raised into the hangar. Everyone sighed with relief.
The operation took two and a half hours: As soon as the mechanic got out
_ of the craft he announced that he would not sail the craft at a sea state
greater than 2 points, since the rocking was too severe. But at this time
TINRO-2 was on the leeward side of the boat, and it was protected from the -
waves. Haw would things be when the craft finds itself on open water?
The sea subsided somewhat toward evening, and we decided to subject the
craft to its first real dive on the following day. ~
I was awakened around fiv~e in the morning by the sound of wind on the
portholes. It was just beginning to grow light. The sea state was 4 points.
It was still too early to get up, and so I went back to sleep. After break-
fast the entire delivery team convened on the trawl deck to discuss matters
of imanediate importance. Th~ delivery official said that in his opinion
the weather was good, and that he was preparing the craft for the dive.
We did not begin to argue with him, even though heavy leaden clouds began
to stretch over the skx and the sea started to resemble our native Baltic.
- By 1200 hours the sea state was already up to 5 points. The ship beqan
rolling heavily from side to side, and for some reason about a third of
the delivery team abstained from lunch. It was impossible to launch the
_ craft at this time. The delivery official gloomily agreed with this as
well.
Meanwhile life aboard ship returned to normal. The ward-room was opened.
A specific place was assigned to each person within it. All required
supplies were issued.
- In anticipation of better weather, the "Ikhtiandr" came closer to shore
- and anchored itself within eyesight of Yalta. The part of the crew that
was off duty tried its luck at fishi.ng, and the buckets began filling with
haddock rather quickly. Someone managed to catch a pair of huge spiny
dogfish, or Black Sea sha~ks.
Meanwhile we analyzed the reasons why the hoisting device worked so poorly. -
The morning of the following day bore absolutely no resemblance to the
previous morning. The sky was clear, and the sea was barely undulating.
- Everything bespoke success. We quickly prepared the craft for the dive,
but as before, the hoisting denice would not work. Z'he ship mechanics
could not fix it. Even Yasha, the best plant fitter-mechanic called in
by the delivery official, was unable to help us. A pumping unit had
_ broken down, and we did not have a spare pump. It was a pity to see how
distraught the mechanics were. After a short conference we decided to
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return to ~evastopol'. Remembering all of the difficulties associated
with our departure from Sevastopol', we did not like returning there at
all, but there was nothing we could do.
So ended our first sea cruise, which lasted exactly 3 days. And of course,
the fact that the ship sailed on a Monday was responsible for e~rerything.
At an hour past midnight the "Ikhtiandr" dropped anchor at the roadstead
of its familiar bay. The vessel was positioned with its stern to Pier _
- No 8, and ver1 soon we received a full taste of all the "joys" of such
anchorage. As soon as the winds, came up, the "Ikhtiandr" received in-
structions to leave for the roadstead, and those on leave who returned too
late could not get aboard ship: Communication with them was cut off when
the sea state climbed above 2 points. The "castaways" were forced to sit
on shore without documents and money, and wear away the night on stools in
the port dispatcher's office. The situation was even worse for those who
were on the roadstead at the end of their tour of duty. Not only could they
not make it on time to their airplanes or trains, but they could not even _
make it to shore.
We remained in this predicament for a li~tle more than a week. During this
time we brought in an installed a new ptuap in the hydraulic system.
Finally, on 13 (:D September the "Ikhtiandr" once again set out to sea.
Z'he hoisting dev~ce was readied for work, but during preparations for the
craft's dive we discovered that the pressure compensator's piston was
sitting a little too deep. It turned out that the bushinq of the vertical
propulsion complex on tt~e left side had broken. It vTas a good thing that
plant specialists were able to find a suitable stainl~ss steel rod and
machine a new bushing in the ship's workshop. 'I'kiis work took up another
day. _
Soon the cxaft's long-awaited dive at sea--its fiYSt independe~nt dive--
~ began. We were in a convenient inlet. Z'his time the crew of the craft
consisted of three persons: the plant delivery mechanic, the assistant
chief designer, and I.
I took my place at the control console, my comrades crawled to the bow
of the craft, and ~oth of them situated themselves in the researcher's
place. A passionate desire to participate in the first dive compensated
for all of the inconveniences.
The craft was lowered to the water, the divers released the catches, and -
~ we began rocking violently. 7.'he craft was towed away from the ship's side
by the rescue motorboat. Through the portholes I had a fabulous view of
the towing cable being attached and the motorboat' dragging us away from ~
the ship. At a distance of 100 meters from the ship, the divers unhitched
the craft from the towing cable and returned to the motorboat. We were
left on our own. The rocking increased noticeabl~--heel attained 18-20�.
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As we had predicted, the rocking was considerable due to the craft's great
equilibrium.
- Before beginning our dive we made several runs on the surface at different
speeds--we had to see how obediently the craft responded to the helm. I
was pleased by its controllability: It was easy to maintain a given heading.
The automatic control system also worked fabulously well. We decided to
check out all of the craft's other traveling modes later. I radioed for
permission to begin the dive, and it was with a sense of ,pleasure that I
heard the calm voice of our delivery official in the earphones: "Permission
for the dive granted."
I opened the ballast tank vent valves and began watching how the craft
slowly started submerging. Because the crew consisted of three persons,
the amount of solid ballast aboard had to be reduced somewhat, and so we
did not know how the craft would proceed under water--quickly or, on the
other hand, slowly.
When the ballast tanks were completely filled, I set the vertical screw
propellers for diving, but the craft's position did not change. Thus we
had to take water into the compensating tanks, periodically checking the
craft's capability for submerging. It was not until 20 minutes after the
vertical screw propellers were turned on that the craft finally went below
the water. I glanced into the portholes--the water surface was above us.
'I"he instruments showed a depth of 10 meters. We stopped and inspected the
compartments. Everything was in order, and I reported this to the ship
by our underwater cot~anunication system. Now we could calmly evaluate our
sensations. At this depth, the water was of a greenish color, and rather
translucent. Before our eyes, little jellyfish floated by and some sort
of white balls and threads stood motionlessly. We noted happily that the
intense rocking had ceased, and only gentle rolling remained.
We decided to descend to 30 meters. As the craft moved, I glanced into
the portholes--granted, it was falling upside-down, but it was snowing:
At least it looked that way from so large a quantity of white particles
of detritus around us.
7.tao minutes later the craft stabilized itself at a depth of 30 meters. We
once again inspected the compartments and reported the situation to the
ship. I set the course at 60� and turned on the gyropilot. TINRO-2 held
- its course precisely. Then I switched to manual control and once again
persuaded myself that the craft was very responsive.
This was a twilight kingdom at this depth, and the water was greenish in
color. After 30 minutes we were ordere~ to surface. I turned on the
screw propellers, and at a depth of 5 meters, after persuading myself that
the vessel was not directly above the craft, I purged the ballast tanks
with compressed air--the craft rose to the surface e~~enly, without heel
" or trim. The surface shimmered silver above the craft, and an instant
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.
~`I , '
L
I ~
The Craft is Lowered t~ the Water
later we could see through the portholes that the motorboat had positioned
itself 1 cable from the ship. We were put in taw, and moments later we
were at the hangar. We could hear the catches locking on, and then the
- craft being raised above t~-.e water and set upon the keelblocks with a
gentle bump. We exchanged our impressions, and we congratulated one
another on our first baptism at sea. The hatch finally opened, and I
could see the smiling face of Yasha, who was subsequently always the first
to meet us when we returned to the ship, and track us in our independent
dives. Making our way to thc transfer bridge, we were met by embraces
from our friends. We were congratulated with the first successful dive,
and we congratulated the creators of TINRO-2 with the great success.
Only two and a half hours had passed from the moment th:a entrance hatch
was secured to the moment it was reopened, and we did not spend more than
an hour beneath the water, but there were impressions enough to satisfy
us for a long time to come. We devoted the evening of that day to telling
the story and analyzing our observations.
The work of the echo sounders was irregular. Our acoustical engineers -
went right to work to find the causes of this problem and repair the
apparatus. We had consumed hardly any of the storage battery capacity,
and so it did not have to be recharged.
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From this moment on we settled into our work routine. The time the craft
remained under water, and consequently the time I worked as craft commander
increased to 6-7 hours. The battery discharged completely after such a
lengthy dive. We did not have a standby battery outfit aboard the ship,
and therefore it had to be recharged on the following day. This took ~
about 20 hours, during which we did not dive.
_ Gradually all of the craft's characteristics were checked out. Serious
malfunctions were not discovered, and the inevitable minor problems were
cleared up by plant specialists on the spot.
During one of the dives we had to check the effect~ve range of the radio
communication resources and echo sounders. The weather was good in the
morning, but by the time we selected the place for the dive, set out the
buoys at different depths to check the echo sounders, and had the divers
mark the route the craft was to take, the weather began to deteriorate.
By the moment of launching the sea state was already up to 4 points. We
had to postpone our planned operati ons, and instead we decided to have the
ship tow the craft in the disturbed sea and determine its maximum safety
parameters. We had to work out the towing mode for the event of poor
weather, when it would be impossible to raise the submersible aboard ship.
I took my place in the craft and pi loted it away from the ship by myself.
Despite the roughness of the sea (the waves attained a height of 2 meters) ,
the craft moved away from the vesse 1 well~ I turned about and began per-
forming various maneuvers while on the surface: I varied my heading 'ln `
relation to the orientation of the waves, and I determi.ned the minimvar?
RPM of the main propeller at which the craft stably maintained its prescribed
heading. After this I tabulated the results, which due to the intense
rocking was harder to do than to control the craft, and I reported by radio: ~
- "Ready for towing." Something incomprehensible followed. I was to use a
pneumatic line gun to "shoot out" the towing cable attached to the craft.
This cable was supposed to be caught up and joined to the ship's towing
cable. But the divers, who had not been briefed clearly, began climbing
aboard the craft. There was no way I could fire the gun. I was forced
zo imanediately stop the engines so that none of the divers would drift into
the propellers. As a result the craft found itself at the mercy of the
elements. Z`he craft was careening 32�, and the period of oscillations
was about 5 seconds. Barely ab13 to hold onto the deck of the craft, the
divers unhitched the totally wrong cables. They could not hear me, and so
I radioed m1 advice to the ship, from which an attempt was made to conanuni-
cate the informatian to the divers . Aboard the motorboat, which was _
dangerously close to the craft, no one had the slightest notion of what
was going on. At the last moment radio comomunication failed, and there
was nothing left for me to do but coldly watch the events unfold. After
several attempts the divers managed to bind the craft, motorboat, and
ship tightly together, and a stiff ~,aind caused the entire interconnected
unit to drift slowly toward shore. I learned later that the engines could _
not be startPd aboard the ship, and that it was unable to travel farther
from shore.
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The captain gave the order to cut ~he towing cable so that the craft could
move independently with the motorboat to the middle of the familiar inlet,
but the motorboat was mistakenly severed from the craft, and so the craft _
continued to drift together with the ship. Everything turned out all right
in the end, but the participants of this "adventure" ~.;re ~rery tired. We
decided to meticulously coordinate forthcoming oper;;tions and to brief
all participants in the future. We decided to :epeat the towing operation _
on the following day, taking all of the mistakes into account.
Fresh winds were still at hand, but we started the trials anyway. The
launching of the craft and its separation proceeded fabulously. I shut the
motors off 1,000 meters from the hangar and ejected the towing cable with a
thunder. It was immediately caught up and spliced to the ship's tawing
cable, and in a few minutes the craft c-ias following behind it obediently.
Communication was good, and I asked that the towing speed be increased
qradually. At a speed of 4 knots the craft suddenly began submerging;
trim attained 20� at the bow, and the craft heeled to starboard about 5� due
to the main propell.er, which was shut off. nny further increase in speed
was w~desirable. Thus w.e determined the tnaximum possible towing speed--
3.5 knots. At this speed the bow of the craft submerges, but the commander's
portholes remain on the surface. At higher speed the portholes disappear
beneath the water as well, with only the towing cable visi.ble througl~ them _
amidst the beautiful greenish water.
Now we had to make just two more trips at sea, and the state commission
would accept the craft.
Valentin Deryabin was my mate in one of the last dives. We had to make the -
final inspections and adjustments of all electronic equipment. TINRO-2
separated from the vessel uneveiitfully, and the dive began. I noticed -
that the craft had no intention of breaking away from the surface. In order
to submerge, we had to take in additional water into the balancing tanks.
The craft began descending, but at a depth of 20 meters, rather than stopping
as was intended, it began dropping further rather quickly, and we settled
on the bottom at a depth of 25 meters. We were unable to rise with the
help of the screw propellers, and so we had to pump water out. The craft
began surfacing. At a depth of 15 meters we stopped in order to inspect
the craft and clarify the cause of its strange behavior. I additionally
~ set the anchor, and in order to increase its holding force I began taking
on sea water into the aft tank. Suddenly water began gushing into the -
_ craft from the trimming tank vent valve. I did not know that this tank
was already filled. We had to close the valve and rise to the surface
in order to equalize the craft's position. Then we began submerging
once again.
At a depth of about 5 meters Valentin and I simultaneously smelled sott!ething
_ burning. I opened the door in the bulkhead--the aft compartment was full
of smoke. 2 immediately turned on the emergency ballast tank purging -
system, and the craft shot to the surface like a bullet. We turned off all
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power co:zsumers right away. It seemed as if the burning stopped, but
there was much smoke in the craft. I reported the situation to the ship
and requested permission to open the entrance hatch. ^_"he sea state was a
little more than 2 points, and therefore water rarely swep~ over the hatch.
Valentin and I took turns breathing the fresh air and diving back into the
craft. Whenever a large wave appeared, we had to close the hatch. The
smoke cleared, and I saw that the magnetic starter of the vertical propul-
sion complexes and the cable:: leading to it were burnt. But the danger was
already past, and there was no need to use our firefighting system. We also
decided not to use the breathing masks because the craft was being aired out
well through the hatch.
The motorboat approached us, took the craft on tow, and delivered it to
the side of the ship. Black from soot, we crawled out of the craft and
went to wash up.
After careful analysis of the causes of the fire, it ~aas established that ~
the starboard vertical propeller had jammed, and this caused ignition of
the starter, the thermal safety device of which failed to operate. It was a -
good thing that there was a spare starter aboard the ship. It took only a
day to make the repairs, and so we did not have to return to Sevastopol'.
Next day Valentin and I once again attempted a dive in order to finish
what we started so unsuccessfully the last time. Everything went excellently.
The final thing to do was to dive to 200 meters. This was the first time we
ever descended to this depth.
Having found a place for the dive with a good even bottom 210 meters deep,
as usual we began waiting for appropria.te wea�~..er. This time we were in
luck, and we were able to attempt the dive a day ~atez The delivery
mechanic was my mate. We stopped every 50 meters in order to carefully
inspact the compartments. Illumination changed very abruptly as we went .
deeper. It became Practically dark at 70-80 meters. We turned on the
floodlights to see the already-familiar "snow". We made two more stops--
- 100 and 150 meters. Everything in the craft was in order. At a depth of
200 meters there was an inipenetrable gloom beyond the porcholes; the
bottom could not be seen, though according to the echo sounder it was but
15 meters away. We checked TINRO-2's "weight". As a result of the hull's
compression the volume of the craft decreased, and it became somewhat
heavier, but it obediently remained at its assigned depth. Now we had to ,
check the operability of all systems and mechanisms. We took turns
switching on the electric instruments, changing the craft's heading, and
changing its speed. We dropped the anchor. It settled to the bottom,
and the winch switched off automatically. We checked the work of the
floodlights and electronic flash. Everything was normal. We took four
samples of water in the bathometer. It r~ow appeared that we cauld return.
We ascended with halts every 50 meters as well.
~
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- r'iii~lly we raached tht SurFace. Everything had operat~d stably, the
craft was obedient, and after being raised into the hangar we congratulated
each other with successful completion of the plant trials--a complex stage
in the life of the craft. That same evening we dispatched a radio message
summoning members of the state commission, and the "Ikhtiandr" returned to
Sevastopol' with TINRO-2 aboard.
-
~ a
k
. w' ~ ~
':V;x ' ? .I,~x :
+~~m~:.` * ~ i c ~ '%~#I
h ~
ijtF.k^ FI~~~ -
4 `>:k Y1 ' ~I.j
i ;y
The Craft Approaches the Side of the "Ikhtiandr"
A few days later the state commission convened aboard the "Ikhtiandr".
In addition to the usual tests, which were essentially a repetition of the
plant trials, the program of the state trials included determination of
the craft's maximum speeds in the horizontal and vertical planes, and a
dive to 400 meters.
At its first meeting the state comanission wrote up a clear schedule for the
operations, set up in such a way as to complete them in minimum time. It
was far into autuir~n, and we could not wait around for the weather to suit
our needs. Ail of the commissio~i members were interested in the speediest
end to the trials and certification of the craft for operation.
Following the craft's se ~ral dives during the plant trials, the commission
members were clearly aware of the most difficult aspects of organizing
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operation of the craft and its carrier vessel. D~spite stable underwater
communication, determining the range of the craft during its independent
navigation continued to be difficult; however, as the ship's crew and the
crew of the craft accumulated experience, even this operation became easy,
since all ~f the necessary equipment was available for this purpose.
Nboring of the craft to the ship was a sufficiently difficult o,perati~n,
one which became especially complex in heavy seas. The ship's side fenders
were adapted to the "Sever-2" craft, and they were poorly suited to TINR~-2.
Therefore temporary fenders were made aboard ship out of automobile tires.
These fenders served their purpose well.
These issues associated with joint work of the craft and vessel were dis~
cussed at meetings of the commission, and after common agreement was
- reached, the "Ikhtiandr" set out to sea for the final trials.
We began to think about how to measure the craft's horizontal speed when
it was beneath the water. 5pecial measured r.~iles with leading marks
readily distinguishable from the surface of the sea are usually set up for
surface vessels in rhese cases. The length of the measured sections in the
regions in which we were sailing was about 2 nautical miles. TINFip-2 would
have had to travel this distance three times. The power capacity of the
batteries would not have been enough to propel the craf': at full speed for
such a distance. Therefore we decided to set up a measured mile along the
side of our ship. Two direction-finders were secured to the bow and stern,
a bright-r.ed floating buoy was attached to the craft by a long buoy rope,
and the vessel's position was fixed with fore and aft anchors. After the
craft submerged, it was set precisely on the ship's course, and it
traveled the measured section three times at a depth of 30 meters, main-
taining a constant heading. The distance between the direction-finders
was known, and observers recorded the position of the red buoy towed by
the craft, the resistance of the former and the buoy rope having been _
detexmined earlier. The craft's maximum speed was a little less than ex-
pected. The speed turned out to be less than that planned apparently
because additional pawer not foreseen by the plan had to be picked off
from the main motor, and because it was very difficult to precisely calcu-
late water resistance for such a poorly streamlined body with a large
~iumber of protruding parts. .
The craft's vertical speed was measured with a depth gauge during its sub-
mersion tq 100 meters and resurfacing. The resulting measurements were
precisely as planned.
Then the craft's behavior at low and moderate speeds was checked out once
again--everything was normal.
The main examination was still to come--a di.ve to 400 meters. It was de-
cided to perform it not far from Yalta, where the depth attained 460-470
- meters. Of course we were ur~able to find an even section of bottom, and
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therefore we had to dive into a gigantic pit in the bottom at a depth of
about 400 meters. The plant team prepared the craft especially carefully.
_ The dive, in which the builder of the craft and I took part by tradition,
began after lunch. The weather was favorable, and the craft was operating
faultlessly. However the craft did descend suspiciously quickly. "WYiat
is the matter?" I shared my doubts with my mate, and he admitted that he
had taken a very heavy toolbag aboard with him, containing, amonq other
things, very large wrenches. That was why we descended so quickly--the
craft was heavier.
We a~tained the prescribed depth in about an hour, since as usual we made
stops along the way to inspect the equipm~nt in 'r.Yie craft.
When the depth gauge reached its long-awaited mark, I called the builder
= over to my console so that he could persuade himself of this personally.
We stabilized the craft at thie depth, and in the course of an hour we -
checked out the work of all mechanisms and the condition of the portholes,
cable inlets, and stuffing boxes, and we performed various maneuvers. I
reported completion of all items in the program via the comimincation sys~em,
which operated stably, and I was qiven permission to ascend. Once again we
made stops at different depths in order to check and recheck the operability
of the mechanisms.
And finally we leapt onto the surface: It is difficult to describe the way
we felt at that moment. We had a sense of joy, and we were walking on air:
Our friends, who greeted us aboard ship, also experienced the same feelings.
And so the craft would now await interesting and entirely new work, and it
was ready for it.
,
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~
1
CHAPTER III
THE ' BLAQC' BLAQC SEA
The Craft Under Water
Preparations for the trip.--The composition of the
expedition.--More troubles.--We become divers.--
We dive with aqualungs.--New crews.--Ichthyologist
under water.--An encounter with fish.--The boundary
_ of light--the boundary of life.--Everyone wants to
reach the bottom.--Journey with a geologist over an
undersea slope.--The Black Sea trip ends.
Life aboard the "Ikhtiandr" came to a temporary stan@~till after the trials.
While decisions were being made as to where and how TINRO-2 would begin its
experimental work, the "Ikhtiandr" was based in Sevastopol.
In January 1974 a decision was made to transfer the "Ikhtiandr" together
with its submersible to a new ship owner. The latter became the Adtaini-
- stration of the Scientific Research Fleet in Kerch'. Soon the name of a
new port of registry was painted on tfie side of the "Ikhtiandr".
At the end of January the ship moved to Kerch'. While the numerous docu-
menta involved in the ship's transfer were being filled out, the "Ikhtiandr"
underwent preparations for a trip with TINR~-2 into the Black Sea.
Representatives of the administration, mainly Konstantin Vasil'yevich
Kostitsyn, followed the course of tYee preparations very attentively from
the first days, and they helped form the crew for the ship.
It was decided to include well-known scientist-biologists and ichthyologists
among the detachcnent of underwater researchers .
Before being transferred to the Administration of the Scientific Research '
Fleet, the TINRO-2 had to be demonstrated in action. I moved to Kerch' at
the beginning of February in order to perform~a test dive. Several plant
specialists and I beqan preparing the craft for work after i.ts altaost
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K.. V. Kostitsyn
4-month period of inactivity. Boris Ishtuganov, who couYd not bear to
part with the craft, also took an active part in these preparations. During
this period we helped train the craft's new crew.
The "Ikhtiandr" set out to sea on 20 February. The Black Se_. could not be
called calm during this time, and it was a very-long time before we could
find a place for the check dive. Finally on 23 Februaxy, after the sea ,
- calmed dawn somewhat, the craft made its dive. In addition to me, Boris
Ishtuganov took part in it for the first time. The total depth at the
place of the di.ve was only about 20 meters, such that we had to descend
very attentively so as not to hit bottom.
The new master of the c_aft was pleasea with its work, and therefore
follawing our return to Kerch' the exact schedule for the forthcoming trip
_ was im~nediately written out.
It was decided to conduct the first experimental trip of TINRO-2 without
leaving our territorial waters on the B1ack Sea. This was an absolutely
correci: decision: Any new submersible must first be operated near native
shores before setting out for the depths of t~e World Ocean.
'I'he program for the trip was developed by the VNIRO laboratory and
Giprorybf2ot's undersea technology division. A large part of it consisted
of technical and organizational tasks, as well as scientific research.
Z'he work of the hydrological complex and the navigational system of TINRO-2
had to be checked out for the first time in the field.
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~ The administration asked me to take part in the trip (as the submersible's
captain-mentor) in order to render assistance du�ring the Black Sea trip.
Those who participated in the first trials of TINRD-2 were also to partici-
pate in this trip together with me. The craft was manned by its official
crew, which included both Boris Ishtuganov and Valentin Deryabin. M. P.
Aronov was approved as the trip's scientific director.
The trip was scheduled to begin in the first days of March, there was very
little time left, and K. V. Kostitsyn hurried t.he preparations of the
"Ikhtiandr" along at every dispatcher's conference.
The ship's crew was already fully manned.
A special Undersea Research Service was created. Later all submersibles,
both built and planned, were to be placed at the disposal of this service.
In the first days of March the "Ikhtiandr" once again set out to sea with
TINRO-2 aboard. Operations were to be conducted in the vicinity of the
inlet already familiar to us, and off the Caucasian coast. The vessel was ~
given permission to occasionally visit ports to correct possible malfunctions
or for other purposes.
Whenever problems arose that we could not correct through our own efforts, "
we had to return to Kerch'. The number of dives was not planned, since
the intensity at which the operations could be conducted was still not clear.
IniLially ~he craft maintenance group consisted of just three persons: a i
mechanic, an electrician, and a radio-navigator. Later a battery specialist
was also officially added to the group specifically to charge the storage
batteries.
Because the new ship's crew had never participated in the launchings of the
craft and had no idea what they involved, on arriving in the inlet we
imanediately decided to practice the launching and raising operations and
the interactions of the craft and vessel. Our new captain very much lived
by the book, and he was a highly precise individual; th?s time, therefore,
everyone had to completely learn all of the instructions, manuals, and
_ regulations. 2'his helped the crew to assimilate the necessary operations
quickly. Concurrently with studying the documents, all c~f the ship's
services began a competition to improve the methods of work with the sub-
mersible. Many efficiency proposals were submitted, and a decision was
_ made to check them out and introduce the best during experi.mental operation.
We spent the first 3 days in the selected inlet practicing the raising and
launching of the craft. The captain's senior assistant and I wrote out
the resQonsibilities of each crewmember in different situations, including
emergencies. Each had to know what he was to do in a given situation or
when general qudrters was sounded. Such was the demand of our captain, .
and we did not begin work until everyone learned his "lesson".
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After the thousand-and-first launching and raising operation, the de-
cision to make the first real dive was made. But, as the sayinq qces,
the first pancake came out a mess. A loud cra~k resounded during testing
of the emergency storage battery container release mechanism--one of the
four drive rods broke. We did not feel it po~sible to repair it in the
facilities available aboard ship, and we did not have any spare rods. T'hus
we had to Y�eturn to port and wait until a new, improved tie rod would be
delivered from the plant. The break occurred, we found out, due to absence _
of lubricant in the bearing units. The defects were elimi.nated, the new
rod was put in its place, and we once again set out to sea.
We began work after leaving the port the secon8 time. The craft was con-
trolled by Boris Ishtuganov during the first dive, so that he could
acquir~ the p:~actical habits. During the trials we never came close to
the bottom, and this perhaps was a shortcoming of the program, since for
p~actical purposes the craft should be operated right at the bottoma
Boris sa~t at the control console. In this instance I was in the observer's
place. The bottom became distinctly visi.ble at a deptl~. of 40 meters.
Boris turned the controls aver to me, and now I guided the craft as close
to the bottom as possible. It is very difficult to determine distance
beneath the water--everything seems much closer than it is in fact. Thus
I was certain that the bottom of the craft was literally scraping the
bott.~m, but when I wanted to settle the craft down near some small rxk
outcroppings, I found that I was still alawst a whole meter above the
bottom. Underwater visibility at this depth did not exceed 7-10 meters.
The bottom was sandy, and all that could be seen were small rocky ridges
- here and there. The water had a pleasantly greenish hue; the closer the
craft came to the bottom, the lighter the latter became--reflection of
light from the sandy bottom was having its effect.
I should state that controlling the submersible at the bottom is an in-
camparable pleasure. Oleg Nikolayevich Kiselev, one of our first scientists
who made 100 dives aboard the hydrostat "Sever-1", compares moving over f.he
bottom in a hydrostat with fliqht in a balloon. I would compare cruising
in an independent submersible with the slow flight of an airplane--one
completely ceases to hear the noise of the propulsion complexes, or to
feel the discomfort of one's nosture. The underwater scenes are breath-
taking--so unusual and attractive they are. _
Nor is there anything comparable with the pl~asure dt control~ing the
craft beneath the water. The slightest turn of the control stick is -
enough to make the craft obediently descend or surface. Even at a speed `
less than 1 knot--that is, 15-20 meters per minute, the craft maneuvero
easily. When the bottom is even, onp can travel literally 10 cta above it
for a rather long time, even with the vertical screw propellers turned off.
On "approacY~ing" the bottom we rose to 5 meters above it and released the
_ anchor. After the propulsion complexes came to a halt the craft began
~
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drifting slowly with the current. In order to stop this drifting we had
to take a small amount of water into the compensating tanks. The craft stopped
motionless and turned its stern in the direction of the current, which
- d:.ew it a little closer toward the bottom. It was very pleasant to be in
the underwater silence. I looked around. Small haddock occasionally
floated by the portholes, and flounders or skates could be seen buried in _
the sand in two places.
Having discovered nothing interesting, we decided to roam about with the
guide rope out. Boris turned on the propulsion complexes, and the craft
proceeded forward slowly. In about 10 minutes I turned left and very
soon saw before me a straight trench 5-6 cm deep with flared edges,
trailing off into the distance. It was only after I retraced my steps that
I realized that this was the track left by the anchor-guide rope. "We
will be able to mark out the region of operations in this way," I noted.
"It would take a long time for silt to fill in such a trench."
After this Boris and I decide to settle the craft on the
bottam, the appearance of which seemed sufficiently firm
to us. Boris takes in the anchor, and we gradually begin
dropping to the floor. A gentle bump followed, and a
small turbid cloud rises up about the craft--we are on
the bottom. It is so close an8 so well visi.ble that I
get the urge to touch it with my hand. I call Boris
- dawn to me, so that he also could take in the plpasant
sight. The two of us crowd together on the researcher's
mat and survey the almost lifeless picture of the Black
Sea's floor. It is quiet in the craft, and the gyrocompass
is barely audible.
We were under water for almost 5 hours when we were reminded from above
that it was time to go back up. Those who remained topside were impatient
to learn what we had seen.
Boris equalizes the craft's "weight" and turns on the
vertical motors. The cr.aft climbs slowly upward. The -
bottom is no longer visible, and the water is becoming
noticeably lighter. At a depth of 10 meters we make
a check hait, and an instant later we are on the surface.
We wait for the motorboat to approach the craft, set
the tow cables, and lead us to the hangar. The captain
prohibited us from approachxng the "Ikhtiandr" and
separating fron it on our own with the hope of avoiding
collisions. As always, the divers are the first to -
meet us. They work very quickly, dexterously, almost
automatically.
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V. Deryabin also took part in subsequent training dives. In my opinion
Boris Ishtuganov was ready for independent work under water.
_ Then began the scientific operations,in which scientist-researchers took
_ part. They all underwent a special training course. They all acquainted
themselves with the fundamentals of the craft's layout and the means of ~
its control, they learned what to do in the event of an emergency, and '
they studied the methods of undexwater photography. They all became
certified specialists after a special examination and their first
successful dive. They were issued c~rtificates permitting them to work
in TINRQ-2 as underaater researchers. ~
7.'he first undenaater researchers were colleagues of the VNIRO laborator~l.
They began practicing approaching the bottom and maneuvering near it from
the very first dives. Gradually we progressed to bottoms with more-cotaplex
relief havinc submerged boulders and steep slopes. After a while I was
fully persuaded that they all had a good sense of the craft's capabilities
and could begin doing their principal work. Many of the first undenvate~~
researchers were experienced scuba divers, and therefore it should not take
them much time at all to accustom themselves to work under water. The first
underwater researchers were my mates in the very numerous subsequent dives,
and we became used to working together, understanding ourselves well both
above and beneath the water. _
My mate for the first dive perfoxmed for scientific purposes was Marlen
Aronov. The craft was anchored at a depth of several dozen meters. The
undenvater researcher began his work. Visibility attained 10 meters, and
it increased significantly when the floodliqhts were turned on. Impressions
were visible everywhere on the bottom. They were obviously impressions made
by skates, which like to bury themselves in the sand. We observed accumu-
lations of jellyfish, and red and white tunicates. Groups of whiting -
floated by the craft's portholes.
While Marlen was occupied with the diving program I tested the craft's
buoyancy, which had shifted for some reasonfromzero to positive. The
quantity of water in the compensating tanks had to be increased. However,
after a certain time the craft began slowly surfacing once again. Air had
apparently entered the ballast tanks. Just in case, we asked the vessel ~
to stay farther away from us and, bleeding air from the ballast tanks,
we rose to the surface.
After correcting this problem we began regular dives for scientific
purposes, in which all of the underwater researchers and hydronauts took
part.
The thirteenth dive was interesting. It occurred at the apex of the _
Yazyk Depression. For the first time the craft had to work in a region _
having a complex, rough topography containing a wealth of cliffs, steep -
slopes, and narrow troughs, and it proved itself well.
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N'UK Ur~P'1l:lAL U5~ UNLY
At a depth of 7 meter~ a school of tiny fish passed by the craft at great
speed, and we ~aere unable to examine them. On anproaching the bottom we
noted (glossy) and whiting. We counted 20-25 fish every 80-100 meters.
� The fish were not scared of the craft, they came close to the portholes,
and we could even observe larqe fish attacking smaller ones. Large Black
Sea turbot came into sight frem time to time. Sometimes only the outlines _
of fish buried in silt were evident. One turbot had not had enough time
to bury itself completely, and its jaws, tail, and fins stuck out of the
silt, such that the craft almost snaqged against it. 7.'he craft went
almost directly over another turbot, but the fish did not produce even a
tremor. Deep burrows fran which small gobies skram out were encountered
on rare occasion. Whiting was encountered throughout almost the entire
water column, ~awn to 2-3 meters fram the bottom.
During this dive the crew became persuaded that the Black Sea is in fact
black. As we descended, visibility became worse and worse, and i~ began
to get completely dark at 70-80 meters. The closar the bottan was, the
fewer fish there were. Bzlow 130 meters the fish disappeared. It is
approximately at this depth that the boundary of all life pssses in the
Black S ea; below this is the hydroger. sulfide zone. First extensive black
spots are observed on the bottom, and then gradually the entire bottom
become s dark.
Biologist Valeriy Pavlovich Fetrov obtained interesting results during
the Black Sea trip. Fie observed the distri.bution of (fazeo) iny) , jellyfish,
and other benthic organisms. The data he obtained made possible to reach
a conc lusion as to the craft's suitability for conducting benthic research
over significant areas of the seabed.
Work with TINRO-2 excited everyone, even those who were not direct partici-
pants of the dives. Ideas on improving the launching and raising processes
and the communication and direction firiding systems literally poured in _
from all directions. The captain suggested moving the hydroacoustic R
communication post from the vessel's forward wheelhouse into the shift
chief's deckhouse, which was practically unused, and which contained
_ back-ups for all of the ship's main navigational instruments, including
echo sc~unders and a sonar set. It was decided to permanently install the
radio station for underwater communication with the craf*_ there as well. .
Prior to this one of the radio operators had to run about along the side
of the vessel with the set on his back, which was naturally not very
convenient. Surprising though it was, radio communication with the craft
was sufficiently good, even when it was in the closed hangar and the radio
- set's antenna was raisec~ on a mast. The radio operators could not explai.n
this phenomenon, and we, without attempting explanation, simply capitalized
on this phenomenon. The chief of the ship's radio service took on the job
of outfitting the new compartment, and by the next dive both the radio
operator and the sonar operator were in their new place. We enjoyed the
benefits of this innovation right away. The control post now maintained -
telephone communication with the craft and the workshop, and loudspeaker
communication with the wheelhouses, the central control posts, and the
cabin of t;ie hoisting device.
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Love for the TiNRO also had an effect on our personal life at sea. Thus one
_ of the ship's dogs was named Tinra (we had to change the ending as an ~
allowance for her sex); later she lived in my ho:ne in Leningrad, and when
it came time to register her at the veterinary haspital the physician
could in no way understand where such a strange name had come from.
- >~:;:~r
~ ~
~ ~ t ~ II~.:,;, ,
S. P. Girs With the Dog Tinra
In the intervals between dives all of the r.ydronauts learned diving. We
noticed that people in marine specialties, especially pressure-suit and
scuba divers,assimilate control of the seibmersible more quickly and feel
more confident under water. Therefore we de~ided that all hydronauts
making dives in the cra.Et should obtain diver's qualifications. An ex-
perienced diving specialist conducted our training, and very sooal we were
able to swim with an aqualung and sit in a decompression chamber. Our
trip occurred in summer, and we sel~cted the hottest days for our SCUBA
dives, such that this training was not only useful, but also pleasant.
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e~uk urr~lc;i~. U5~ UNLY
i:n ac;c~~rdance wi th che rlans, iri the middle ot our tri~ we received an
order to go to Sevastop~l' and take a group of fitters and instrument
repairmen aboard together with a hydrological complex that was to be
- installed aboard TINRO. It took several days to assemble the equipment.
Another day had to be spent on a medical inspection of all new arrivals.
_ Immediately after we set out to sea, the "underwater researcher school"
_ once again opened its doors aboard the "Ikhtiandr" for the new arrivals.
During this time we carefully wrote up the plan fr~r the dives. The work
' facing us was to be rather complex. We had to check the correctness of
the readings of somz sensors in the hydrological complex using anotYier
compler. of instruments lowered into the water on a cable. The craft was
to remain not far from it throughout the entire time.
On 15 June TINRO-2 made its twenty-second dive in the Black ~ea. The main
task of this dive was to adjust the log in the hydrological complex. Once
again we had to deploy our improvised measured mile, and anchor the vessel
to two barrels at the inlet's roadstead. A sailor was planted on the
stern barrel to take in the cable, but for some reason this maneuver was
rejected, and our sailor was forced to linger alone for about an hour
before he was finally removed from the rocking barrel.
It turned out that there was a very strong undexwater current in the pla.ce
of operations which almost caused TINRO-2 to collide with a bank of sorts
right away. It was a good thing that the sharp decrease in the depth
readings of the echo sounder was noticed in time. There was no longer
enough time to seek another place for the measurements , and therefore
the work had to be continued. It was not until six and a half hours
later that we finally determined the craft's speed.
In the next dive we had to compare the sensors of the two complexes.
B. Ishtuganov went as the craft conunander, and a physicist served as the
undenvater observer. Boris had to work hard during this dive because the
craft had to be kept close to the control complex all the while, and
lenythy halts had to be made at different depths to make the measurements.
At first Boris constan~ly kept stumbli.-~g upon the ship's anchor chain, but
he. could not find the cable from which the control comg~lex was suspended.
There was no way that we could help him, but in the end Boris himself
piloted the craft to the sensor block, and ~he measurements were made
successfully at 15 and 30 meters. But at 45 meters the complex suddenly
- strayed once again out of TINRO-2' s zone of visibility, perhaps due to
worsening of visibility beneath the water--evening was already coming on.
2'he craft had to be set at anchor in order to keep from straying too far
~ from tl~e complex, and the work had to continue without the complex in sight.
' During these trials the craft was accompanied by divers, who performed
prescribed operations with the sensors of the complex at certain moments.
Unusual coimnunication was maintained between the divers and the crew of the
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craft: They wrote all of their messages out with pencil on pieces of
laminated plastic and pressed them to the porthole. _
Almost everyone aboard ~hip was in~rolved in these operations. Naturally
this required good organization, coordination, and mutual understanding
- among the experiment's participants. At first we had to devise a unique
form of scenarios for the future actions beforehand. If especially complex
Qperations were to be conducted, on the previous day we convened in the
ward-room and "played out" these operations. Later, everyone learned to
understand each other intuitiv~ely.
- While on the Black Sea trip we made a few evening and night dives during
which the ichthyologists observed the behavior of marine inhabitants with
great interest. It was found that working in darkness was much simpler
than in the presence of light. We turned on the bright light in the
uppermnst part of the craft, making the craft well visible for a distance
of more than a nautical mile when traveling on the surface and, as the -
= craft surfaced, from a depth of 15-20 meters. Subsequent tests of the
_ hydrological complex were con3ucted only in darkness, since in this case
- the movement of the craft could be correct~d from aboard tne vessc.): We
also tried out different direction finding methods in the dark, bec~~use we
had to k.naw the po~ition of TINRO-2.
We still did not know what the final results of the tests run on the hydro-
logical complex were--the numerous tape reeordings had to be processed and
the obtained data analyzed; nevertheless it was tin~~ to begin tests on the
. navigational complex.
Once again new faces appeared aboard the vessel--the designers of the
navigational system. Once again apparatus had to be installed--a course
plotter, a gyrocompass, and electronic blocks. Once again we had to adjust
their operation. The instriunents were placed in the aft compartment, and -
the course plotter was fitted to telescopic runners beneath the commander's
chair. As we had anticipated, transportation did not do the delicate
_ instruments any good, and it took some time to adjust them. Finally the
complex began working as it should on a bench in one of our workshops, -
marking the ship`s course on a plotting board.
Th�~s complex was assembled entirely out of blocks and components used
aboard airplanes of the Civil Air Fleet. During the first dive, the re-
sistance of insulation on the complex' electric circuits dropped to zero,
and it broke down. This occurred due to the high humidity in the craft,
which attained 90-95 pe.rcent. All of the rest of the equ_pment was designed
for use at sea, and therefore it was oblivious to high humidity, and even
ocean spray. The failure of this com~lex was a let-down to us, since we
- had been counting on it so much, but it had to be sent back for modifications.
After this the "Ikhtiandr" made its way to our inlet in order to evaluate
the possibilities the craft offered for working near fixed seines.
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Early in the morning on the following day, divers put out a seine about
30 meters lonq and approximately 2 meters high in water 35 meters deep.
Weights touching bottom were attached to its lower edge, and floating
buoys supported it from above.
The dive was made in daylight. TINRO-2 sailed over to the area in which
the seine was set up and began its dive, but the seine was not to be found,
even though visibility beneath the water was 7-10 mPters. I changed my
heading several times and made circles, but no signs of the seine were to
be noticed. At this moment the c,yrocompass began working poorly for some
reason; we turned it off and abandoned our attempts at orienting ourselvss
under water. We had to surface. I did not want to resubmerge right at _
the seine, since we had to determ.ine the range from which it would be
noticeable from the craft, and at which the craft could safely maneuver.
We were compelled to ask one of the divers to don hi~ gear and guide TINRfJ-2
to the seine by swimning ahead of it. We were following right at the heels
of the diver when suddenl.y he swam abruptly upward--the seine, billowing
forth like a sail, was before us. It 5eemed from the craft that the ends
of the seine were folded inward. 7rhe current made it vi.brate slightly.
We began maneuvering near it. First the craft traveled along the seine,
and we could easily see that it reached the bottom in some places and rose
above it in others. Further on, the craft came extremely close to the seine,
which suddenly beyan undulating--the craft stopped. It became obvious that -
the craft was tangled in the seine. We shifted from forward to reverse,
but the seine kept a firm hold on the craft. We could not see exactly what
the craft had snagged from the portholes, and thus we were unable to attempt
any sort of purposeful actions. After floundering about a little while
longer, we asked the divers to help us extricate ourselves from this trap.
Of course, we could have surfaced on our awn, together with the seine. At
this depth the craft could create a lifting force of more than a ton, and
together with all the weights, the seine did not weigh even half that.
However, we did not want to resort to extreme measures, because the divers
were ready to come to our aid at the first signal. It turned out that the
swiveling floodlight on the starboard side and the tail fin were completely
er_tangled in the seine. After we were "dissected out" we spent a little
more time working at the bottom.
Z'his dive taught us to be maximally attentiv~e when working with a seine.
In general, a seine should be approached such that the current would be
forcing the craft away from it. In this case maneuvers would be easier to _
perform, and the probability of becoming entangled would be lower.
After we were raised aboard the "Ikhtiandr" following the dive~ we were
showered by questions: "What did you see? Did you get scared? How did
you feel when you found yourself caught in the seine like fish?" Inci-
dentally, every crew fortunate enough to take TINRO-2 under water was
greeted on its return in the same way.
In the middle of July, participants of dives aboard TINRO-2 included
an ichthyologist, a biologist, a sonar specialist, a diver, a physicist,
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a geologist, an oceanologist, a ship-building engineer, and even a
mathematician: They all said that the dive brought them more pleasure than
they had ever experienced before, despite the extensive work program. But
no one felt fear before descending beneath the water. In a word, there
was the total absence of a psychological barrier.
All researchers and seamen aboard the "Ikhtiandr" wanted to see the under-
water world with their own eyes, but Marlen Aronov permitted only scientists
and the builders of the instrument complexes to dive. ~
Among the underwater researchers, Marlen himself made the most dives. It
was literally impossible to drag him out of TINRp-2. An experienced SCUBA
diver with a remarkable knowledge of the Black Sea's undersea world, he
alt~rays found something new and unusual during each dive.
He, and incidentally all other participants of undenaater expeditions,
shared their impressions in the crew's mess hall before the mandatory film
showing. These stories elicited considerable interest. The upshot was
that following their return to Kerch', five members of the ship's crew
went to the Undersea Research Service requesting enrollment in the hydronaut
training group. This atmosphere of universal interest promoted successful
work.
The trip was nearing its end. It was decided to finish it off with a
400-meter dive on the continental slope, which was of interest to the
aeologists. Therefore a geologist took part in the dive with me. One of
- our tasks was to check out the work of the hydrological complex's sensors
_ at such a great depth.
The dive was made on 30 June in the latter half of the day. It was hot,
and the temperature in the craft climbed to 28�. We began with 80 meters
of water beneath the keel of the craft. After some time we saw the slope
of the shelf and turned toward the direction of increasing depth. One hour
into the dive we reached 120 meters. The slope descended at a 30-35�
angle. Its steepness gradually increased, and so we had to decrease the
craft's horizontal speed and increase its vertical speed. The craft's
, stern was oriented toward the bottom, and therefore the lower end of the
vertical stabilizer sometimes snagged against the ground, causing a trim
of 10-15� at the bow. At such time the craft had to be moved quickly away
from the slope. Whenever the craft touched the shelf, black streams of
silt drained downward from it and disappe~red into the depths. -
The geologist adjusted h=~aself we11 to the craft and im~ersed himself in
his work. He was perpetually recording something on tape and photographing
something else, and he forgot about the time. I had to hurry him on, so
that we could reach 400 meters by 1800 hours. At this depth the tempera-
ture in the craft dropped to 16�. We discovered a small, almost horizontal -
platform on the slope, as if prepared s~ecially for us, and we lowered
TINR~-2 onto it. We took a few pho~ographs of the,slape,and made ready
to surface.
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~'UK Ur'r'1(:lAL U5~ UNLY
In Jl'~g~`1' CU .~~:c a~~iv~~~i i.k.~f. at U~d UwEtwn ab wti ~a.;d~utd~1, wo ha.l tiu tu?~~ -
the bow or the craft toward the slope. Before us was a gray, gloomy,
totally lifeless sloped wall. At 180 meters we discovered outcroppings of
layered white rock; higher up, bright yellow and black spots and hollows
oriented downslope were encountered on the surface. And it was not until
a depth of about 100 meters that we saw our old familiar whiting.
We rose to the surface uneventfully. _
The operational trip of the submersible TINRO-2 ended successfully. The
ca~tain's first mate congratulated the entire ship's crew on this event.
Now we had to process the results of the observations and write up a de-
tailed regort on TINRO-2's work.
~ The Trip's Principal Results
What did we learn?--The craft passed its test--it
could now begin work.--All of the craft's mechanisms
and systems are functioning normally.
4?e returned to Kerch' and parted company for our own homes, but there was
no time to rest. The results had to be sumanarized.
The first operational trip of the independent submsrsible TINRp-2 lasted
- 135 days, 90 of which were spent at sea; the rest of the time was spent
standing in Kerch' and Sevastopol' waiting for mechanisms of the craft
to be repaired, the crew to be manned, sttpplies to be obtained, and the
hydrological and navigational complexes to be installed. During its
cruises TINRp-2 made 29 dives in the Black Sea at different depths and
for different purposes. `
'Iwventy-nine dives. Is this a little or a lot?
Twenty-nine times the ship's crew launched the craft, and it raised it
back aboard as many times. During this time the crewmembers worked out
all of their actions well, and they learned to understand one another
intuitiv~ely. On days that the cxaft di~~ed, the ship's services worked
so efficiently that for all appearances they were being driven by some
sort of single mechanism. And although the trip chief and I wrote up
detailed programs for each dive, we did this more to avoid misunderstandings
than to work out our actions.
Preparations of the craft began two and ~ half hours before the dive:
All systems and mechanisms were checked out with a checklist that was
presented to the hydronaut for final inspection. Following his report,
I noted the craft's readiness for tihe dive in a special log kept in the
wheeltiouse. The rest of the ship service chiefs also signed off this
log. This order was establisheu by the safety division, and it was always
- followed religiously.
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Just before the dive the hydrologi~t measured currents at different depths,
and the water density and temperature, while the ship's surgeon checked the -
health of the crew, and it was only after this that the dive could begin.
The time required to prepare the craft decreased from one dive to the next,
but it never did qet lower than two or two and a half hours. Because the
maintenance group was so small and there was little space in the craft, it
was impossible to perform all of the operations more quickly.
The craft was fully suited to its purpose, it was dependable, and it was
simple to control and maintain. However, we did decide to enlarge the
maintenance group by including a few more fitters and electricians, so that
the craft could be inspected more quickly after its ascent, and discavered
problems could be corrected. Z"his usually took about an hour and a half.
~
After the dive was completed and the craft was placed in the hangar, the
hydronauts usually described the work of the mechanisms to the maintenance
group. ~
When the weather was good, the intensity of the dives was rather high=
therefore on days when several dives were made in succession, ev~eryone
became very tired.
One of the most successful aspects of the trip was develaping the joint
actions of the vessel and craft. Despite absence of dependable �endsrs,
_ the craft was never damaged during the trip during the launchinq and
raising operations.. And yet sevaral times tne craft had to be`raised in
the presence of a sea state of 4 points.
A good system for locating the craft under water was set up. In addition
to a noise emitter, an additional device was install~d aboard TINRp-2 in
the event of an emergency; using it, the ship's sonar could locate the
craft with high accuracy during times of hydroacoustic communications.
Locating the craft after it surfaced initially produced difficulties.
Some sort of special, complex atations were suggested for this purpose,
but a very siunple solution was found instead. A sonobuoy was placed in
- the craft, in the pressure hull, and the antenna of the radio set was used
as the transmitting antenna. The first test of the system showed that
the craft could be located by the ship's direction finder at a range of
5-6 nautical miles. This was entirely suited to our needs, but the
device was never used subsequently, since with good undenaater comanunica-
tion and direction finding, the ship and surfaced craft were never more
than 500-600 meters apart. At night-time the craft was easily noticed
by its bright anchor light.
Work was hardest in June. In 30 days we made 14 dives, mainly for
scientific pur,poses.
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What pleased us the most was that fish were not scared by the craft.
All underwater observers--biologists, geologists, hydrologists--admitted
that the portholes were canveniently located.
The bottom and marine life forms could be observed through the fonvard
lawer porthole, while the upper portholes could be used to survey the water
column, slopes, canyons, and so on.
The three lower portholes could alsa be used, though of course in this
case the observer had to stand on his knees. In new craft, the diameter
of the forward lower porthole should be enlarged. T'his would improve the
view and increase safety when moving near the bottom.
The observer's prone position was recognized to be convenient, especia].ly
when working near the bottom, but it was decided to alter the headrest,
since it was difficult to hold tt~e head up for so long: The neck muscles
tire, and headaches dpvelop.
The arrangement of the outboard floodlights was well conceived. The central
floodlight, which was directed forward and produced a narrow beam of light,
assisted movement in the presence of complex, rough relief, and it per-
mitted prompt detection of an obstacle. Statio~ary floodlights with wide
beams directed downward were used when working at the bottom. An area of
about 4-5 m2 was lit up when they were turned on with the craft lying on
the bottam. As the craft ascended, this area increased. The light from
these floodlights was sufficiently bright, and it permitted good examination
of the 3etails of bottom and benthos. The side rotating floodlights could
be turned on to increase the contrast of objects in the zone of observation.
Flashbulbs installed above the craft and on its sides permitted photography;
hewever, we could not obtain contrasting images. Nbreover even when the
main porthole was used for photoqraphy, the photographic field was not
fully illuminated.
In twenty-nine dives the craft com~nanders--V. Deryabin, B. Ishtuganov, and
I--acquired the habits of control anc~ learned how to maneuver the craft .
near the bottom. The only thing we could not do was determine the true
distance between the craft's bottom and the seab~d. It would be desirable
for TINRU-2 to have a flexible rod for this purpose, the tip of which,
bei.ng level with the bottom, should be visible from the main porthole.
The underwater researchers acquired the necessary habits of contr~~lling
TINRO-2 quickly, in just 1-2 hours of navigation under water. Of ~,ourse,
the first time I transferred control of the craft to a new hydronau~ I was
� somewhat anxious. How would the biological specialist mar~age with hi~: ~ew
responsibilities? But the realities surpassed all expectations. All ob-
- servers accustomed themselves very quickly to the single craft control stick,
and they were able to perform all maneuvers near the bottom.
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I recall in this connection the American writer (G. Soul's) aascription
of the first dive aboard the "Star-II" craft. Literally immediately after
control was surrendered to him, he was able to chase a large crab
scurrying along the bottom. Earlier, this had seemed unlikely to me. But
na,+ that I have acquired my own experience, I can assure the reader that it
is very easily to control a submersible. Of course I am referring only to
moving the craft around under water; special training is required to aub-
- merge the craft, to impart zero buoyancy to it, to change the craft's
weight duri.ng navigation, to surface, and to perform other similar operations.
All were sorry that there was only room for two people in the craft. Many
of the dives required observation by several specialists. As an example
there were cases when an ichthyologist would see interesting qeoloqical
formations and no fish, and a geologist diving on the following day would
- see masses of fish but could not find that same plot of ground. Sometimes
it is useful for two specialists of the same profile to dive together, so
that they could exchange opinions on phenomena that are difficult to under-
stand by a single person. Moreover ~he amount of work the undescwater
researcher had to do was so great that sometia?es two people could barely
complete it with difficulty. A third member of the crew could be given a
large number of functions, such as taking still and motion pictures or
controlling the craft near the bottom, which would increase navigation
safety.
In 29 dives we were able to clearly deterntine the best working speed of
TINRC~-2. It wou'_d be suitable to conduct research at a speed of 0.7-1.0
knots. At a greater speed, it is difficult for observers to determine
fish species. In any case we never traveled at maximum speed heneath the
water. This does not mean that it should be liau.ted to 1 knot. T'he speed
reserve should always be present in the event that obstacles must be sur-
mounted, or if the craft is to be maneuvered on the surface when approaching
the carrier vessel and separating �rom it.
The power of the vertical screw propellers was insufficient, which was
felt especially when submerging and when surmounting underwater obstacles.
In general, it is better in this case to place the craft in reverse, rise
in the water, and then detour it. These propellers were fabulous in
stabilizing the depth o� the craft. The automatic motion control syatem
also operated well.
Touching down on the bottom turned out to be the most difficult dperation
for all. But even this operation all of the hydronauts assimilated in the
end. The craft began to touch bottom very gently, without r_oticeable bumps. '
The craft's negative buoyancy, which was equal ~0 10-15 kg, was fully
sufficient to keep it on the bottom. TINRp-2 never got stuck in mud,
though of course we never touched bottom when the thickness of the silt
deposit was greater than 10-15 cm; furthermore we never stood in one place
for more than 45 minuzes.
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We wrote out all of these conclusions and submitted our report to the
Administration of the Scientific Research Fleet. Our work was given a good
evaluation. The principal conclusion was that the craft fully suited its
purpose, that it operated well, and that it was suitable to organize
another trip, this time in ths ocean. Everyone was interested in the
possibilities for using the craft for underwater biological research.
Our work elicited a considerable amount of interest.
In the end, we decided to make our next trip on the "Ikhtiandr" with TINRa-2 -
aboard in the Atlantic Ocean that same year.
Ztaenty-nine dives taught us a great deal, but this was still only the�
beginning.
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CHAPTER IV
Six Nbnths in the Ocean
Preparations _
A training cruise on the Black Sea.--Eleven dives.--
Fabricated emergencies.--Raising the craft with the
ship's cranes.--TINRO-2 fails to surface. -
Before s etting off for the ocean, the administration management decided
~ to conduct a short two-week cruise on the Black Sea to practice interaction
between tne craft and the vessel one last time, and in particular to test
new methods for determini.ng the bearing and location of TINRp-2. Moreover
hydronaut candidates who had completed their theoretical training had to
prove themselves in practice, and new members of the "Ikhtiandr" crew had
to learn all of the operations involving the launching and raising of the
craft. -
Tn gene ral, much attention was devoted to selecting the crew, since
unusual and difficult work was ahead. Lev Vasil'yevich Medvedev was
appointed captain. 7.'his choice was no accident: Lev Vasil'yevich was an
experienced seaman who had served for a long time as a ship captain.
- Marlen Aronov was once again appointed chief of this training cruise, and
I was appointed captain-mentor of TINRD-2. Once again we had to go to
Leningrad, this time for 6 months.
We set out to sea, and immediately we went to the inlet with which we were
familiar. The weather was very good, and we began work on the next day.
- We had to test a captive floating buoy with a buoy ro,pe that was 1.5-2 times -
longer than the craft's maximiun diving depth as a means for indicating the
location of TINRO-2. A similar method was used successfully by the
Americans to determine the location of "Star-II". The buoy rope was a
thin capron cord which was hooked to TINI~D-2's vertical stabilizer by a
carabine. A breakaway having a breaking strength of 40-50 kg connected
the carabine to the cord, pezmitting the craft to separate from the buoy
rope in the event that it snagged itself beneath the water. An intermediate
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ru?c ur~rl~lEU. ua~ u?vLY
float was tied to the buoy rope 10 meters away from the craft; this float -
drew the rope upward and prevented it from winding itself around the screw
propeller. A bright orange Japanese capron float with a diameter of about
400 meters served as the floating buoy. It was well noticeable from the
ship even in heavy seas at a range of up to 5-6 cables. At night, when
a lamp powered by a battery operating off of sea water was turned on, the
- buoy was visible for a range of 1.5 nautical miles.
. ,
a . .
~ ~ .::i
~ ~a~
~ ~,~;x ~
, r
~p,.,i t~~
�.5 R
~ ;~i
~ ~ ',ft ~ �~f2
l:
~
�
~
2t
Lr~i/!'~'�.
L. V. Medvedev, Captain-Director of the Ship "Ikhtiandr", in the Wheelhouse
The "Ikhtiandr" anchored in an area with water up to 40 meters deep, and
- we prepared TINRO-2 for diving. Nikolay Surov, a hydronaut candidate,
was to make tne dive. The divers were led by an experienced specialist
who had also undergone training as a hydronaut and was now awaiting his
underwater test.
- After submerging, I crawled over to the observer's place, and from then on
the craft was controlled by Kolya on his own. He passed his examination.
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' " ,`l
-
i, ?.r '
'p ~ `1
- `a; , e'
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i
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-
Installation of the Hydroacoustic Beacon
The buoy turned out to be an excellent means for detecting the craft's -
- position, and its buoy rope never wound itself around the propeller. During
this dive, hydroacoustic com~unication with the vessel was very good, since
the duty navigator, who oriented the ship relative to the buoy, never let
the craft get far away from it.
The position of the buoy could also be used to accurately determine the
location of the craft when it was on the bottom.
During subsequent dives we tested several types of hydroacoustic beacons
mounted on the craft. They all differed in design, but they were tuned
to a frequency corresponding to that of the ship's sonar set. We finally
chose a beacon consisting of a small sphere, which contained its own pawer
supply. Hefore the craft made its dive, this sphere was secured to the
tail fin, and the beacon emitted acoustic pulses at short intervals.
Whenever we entered into communication with the ship, we could hear the
beacon's signals well, ones highly reminiscent of the signals produced by
the first cosmic satellite.
We measured the inertial characteristics of the craft once again. We found
that it took 10 seconds for the craft to come to a full stop after being
placed into reverse when traveling at a speed of 1 knot; during this time,
the craft travels about 3 meters. This is quite enough room to stop the -
craft before an obstacle detected even at a distance of 5-10 meters.
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Fc)R U~F [ G 1 Ai. USI: (1NI.Y
A dive in which TINRO-2 was "confronted" by an emergencv situation
fabricated by us was the most interesting ~art of the cruise: According
to the scenario, for some reason the cra�t was unable to rise from the
bottom and surface, and we had to find it and raise it up.
Takinq water into the tanks, TINRO-2 settled to the bottom at a depth of
40 meters. Divers approached the floating buoy and dropge~,..down to the
craft along the buoy rope. A capron cable--a "bridle" which the divers
secured to the craft's hoisting rods--was secured to the buoy rope before-
hand. The capron cable was wound around the ship's cargo winch, and the
craft was raised relatively easily to the surface. After this it was
carefully placed back on the bottom, ~nd the divers removed all of their
fastenings. Now TINR~-2 had to surface on its awn, but something unforeseen
happened at this moment. While the craft was lying on the bottom, a strong
underwater current filled its lower recesses with sand, and it became
significantly heavier. The vertical screa p~opellers were unable to break
- the craft away fram the bottom, even after water taken aboard to in~part
negative buoyancy to the craft was pumped out. All of the water wras pumped -
' out of the compensating tanks, but even this did not help: It was only
after partial purging of the ballast tanks that the craft began t~ surface.
This unforeseen emergency situation did not cause us any concern, since we
had just previously raised the craft with the help of cargo cranes and
were prepared to repeat the maneuver at any time. Wp wanted to check out -
the craft's capabilities, and even this incident was a good lesson for
the crew. All of the methods for surfacing the craft in this situation -
were not tested out. We could also have completely purged the nallast
_ tanks, severed the anchor, and discarded t.he storage battery. -
After placing the craft in the hangar and checking it out, we found out
- that all of the storage batteries were covered with fine shell sand
weighing 200 kg. A most curious goby was discovered between a battery
and the hull; "guilty of no wrongdoings," it was released back to the se~..
In all we made 11 dives during the cruise, which lasted 14 days. Seven
future craft hydronauts took part in it:, and only two of them were unable
to fully master the craft in view of a number of objective and inobjective
causes.
IZVESTIYA reporter V. Belov, who requested a chance "behind the wheel of
the underwater machine," participated in one of the dives, and he easily -
completed his assignment. 'I'his demonstrates once again how easy it is to
control the craft.
At the conclusion of the training cruise a dive was made to the rated depth.
Prior to this~ I was the only one who had ever descended to such a depth
as a hydronaut; this time it was Boris Ishtuganov's turn. A diver was -
appointed the second member of the crew. I was naturally concerned for
them, since this was the first time they were to go to such a depth; I was
even more agitated than h3d I been in the craft myself. -
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The dive began after lunch, and it lasted until darkness. Judging fro~ the
calm reparts to the ship, everyt:hing was going excellently. Everyone aboard -
the "Ikhtiandr" came on deck to see TTNRO-2 surface. ~'he radio operator,
who climbed a mast, was the first to see thP yellow spot 30 meters below
the water. And so it was that the successful return of the hydronauts fran
the deep was announced by radio.
This dive, which lasted a~~aost 8 h~urs, oncQ again confirmed the need for
using a buoy as a means foz recognizing the craft.
~ We returned to Kerch', where we were awaited by the official quaZifying
commission, which following a hard exam awarded class III hydr~naut qualifi-
cations to all who passed the exam, underwent diver trainin.g, and clocked
the required number of hours aboard the craft; I, who had clocked more than
100 hours under water by this time, was awarded the class II hydronaut
category. We all received special certificates, and frc~m this moment on -
we officially started to b~ called hydronauts.
We began preparations for an ocean trip intended to last 175 days- We ha~
to stow everything necessary for a 6-month cr~ise for the ship and craft.
~ach day less and less free space was left aboard the "Ikhtiandr". Boxes
~ontaining spare parts, instruments, and storage batteries, and cans con-
taining all sorts of oils and lubricants stood everywhere.
The time of our preparations for the ocean trip coincided with a remarkable
event in the history of K,erch'--presentation of the Gold Star of a hero
city. Delegations from the hero cities of Leningrad, Odessa, Novorossiysk, -
and Brest visited us aboard ship during these triumphant holidays; members
of these delegations inspected TINRO-2 with interest, and they wished us -
successful work in the ocean. ~
The program of the trip ana the composition of the scientific group were
approved in Moscow. The latter included VNIRO colleagues who had already
_ been working together with us in the same program for about 10 years nQw, _
and administration colleagues who had never participated yet in ocean cruises
- aboard conventional vessels.
Representation of the shore-based Undersea Research Service for the trip
consisted of its chief, whose main task was to accumulate experience i.n
operating the craft and analyze its research possibilities.
The maintenance group of TINRfJ-2 now consisted of five persons: mechanic-
repairman Sasha Vinogradov, who had already sailed aboard the "Ikhtiandr",
electrician Aleksandr Khalizov, who replaced N. Surov when he became a
- hydronaut, radio navigator Oleg Donets, battery specialist V. Sonin, and
fitter V. Kuzovlev.
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_ L. V. Medvedev was appointed captain of the "Ikhtiandr", G. Gordeyev was
appointed executive officer, G. Tret'yakov was appoirited chief inechanic,
and V. Loshchenov was designated first mate. They had all sailed aboard ~
the "3khtiandr" for a long time, and they knew e~ch otiner well.
_ Preparations for the cruise and an inspection of the ship were compZeted
by the second half of October.
On 2'7. October the crew and members of the scientific group were assembled.
_ The ship recalled a disturbed beehive. Many relatives appeared for the
send-off. More bundles of various sorts and jars containing homemade jam
and sauces appeared in the cabins , which already seemed overstuffed. But
the moment of parting was at hand. All were excited--both those who were
sending us off, and those of us wlzo were being sent off. This was the .
first time I was to leave for such a long trip, and of course I was con-
- cerned about leaving my family for so long a time.
- The Cruise Begins
Departure from Kerch' .--Test dives. --New undenvater
observers . --Amphoras on the bottom.- -Bosporus .
On 23 Octob~r at 1200 hours a coaurand resounde3 from the captain on the
sr ip' s broadcasting system: "All vis'tors leave the ship . All hands _
prepare to cast off: "
The "Ikhtiandr" moved away fram the wall and went into the Kerch' Strait
through the fishing port's narrow inlet. - _
Spectators were standing right at the water. The ocean cruise began.
We sailed from Kerch' to Yalta to fill our tanks with good fresh water.
Kerch' water was so saline that it was difficult to rinse the storage
batteries and raise the resistance ~f insulation to the necessary limit.
we arri.ved at Yalta in the morning of the following day. The vessel moored
- at the passenger pier to take on water. The crew was given a possibilzty
- to stroll on terra firma for the last ti.me. We were not allowed to leave
_ Yalta because the creavmembers w~re missing some sort of inedical certificates.
Thus everyone had to go to the medical unit. But the certificates were
finally obtained, and examination was made, and the "Ikhtiandr" assumed
a heading toward Bosporus.
Owing to the training trip on the Black Sea, we were able to begin our
dives right away on the ocean cruise. We planned to ma}:e one or two dives
in the western, little-studied part of the Black Sea, so that our scientists
could compare their observations with ones made in well-studied regions at
the shores o= the Krimea and Caucasus.
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On 27 October the weather was calm and sunny. There were 130 meters of
water beneath the keel. Conditions were right to launch the craft.
Boris Ishtuganov and Nikolay Surov took part in the first dive on that day.
Nikolay had to make a checkout dive and demonstrate that he had not for-
gotten how to contro~ the craft after a month of idleness in Kerch~.
Everything went well, and the craft was raised back aboard ship. After a
few hours TINRO-2 was once again launched, this time with scientific
- purposes. This time Surov played the role of craft comanander, and his
mate was Marlen. However, they did not see anything interesting. They
encountered the now-l~oring whiting and jellyfish. The bottom was firm, and
it contained shell fragments.
The third dive was made on that day as well. Once again N. Surov was
appointed craft com,mander, and Gennadiy Solyanik wen~ as the underwater
observer. He had alrea3y performed his ch ~cknvt d'_de for the ship commission.
Gennadiy was lucky--this day he saw several l4~ye tuibroken ancient amphoras.
Apparently an olden ship had sunk in this place, but r.othing of it remained
to be seen. The crew of TINRO-2 wanted to survey this region, but suddenly, -
literally within 10-15 minutes, the weather deteriorated considerably. The
captain ordered the crew to return immediately. Wind speed was already up
to 15-18 meters per second at th~s ~~oment. Rain began to fall before the
sea even had a chance to get rough, and visibility became much worse. We
had never needed to raise the craft in such complex conditions, and this
was already the forty-third dive. I was anxious for our novices, who had
to suffer such a turn in the weather in their first dive.
- The craft surfaced, but there could be no talk of having it approach the
ship on its own in such conditions. We launched a boat, which took the
craft on tow, but it could not make any headway against the wind. The
situation was becoming very se�riou~. At this manent the captain came to
our rescue. He ordered the main engine started, and he oriented the ship
in such a way that it approached the craft with the open hangar directly -
opposite the latter. The divers, who were already on the craft, simply
- attached straps to it and ascended together with it directly into the hangar.
This maneuver was cc~mpleted quickly and precisely and, I would say, grace- -
fully. Everyone gave a sigh of relief. Yes, with such a captain, none
of the weather's whims could be feared:
The weather turned to its worst. All night the ship slowly advanced toward
Bosporus, rolling from side to side. Everything in the cabin had to be
removed from the table, and in the hangar the craft had to be secured well
to its keelblocks. By morning the sea subsided somewhat, but a strong,
cold wind continued to blow. The entrance to the strait could be seen
through the mist.
After a while we could see small Turkish villages with their ever-present
tall white minarets on the right shore of the strait, which was already
lit b1 the sun.
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r~ux ur~r l~ltu. ua~ ULVLY
.
zw~*
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9
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~
~
Changing of the Crew
j ~ ~5.~..~~.. ..,s ~,~yr~.ar, ~ s
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TINRp-2 From the Back
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After entering the strait, a Turkish pilot came aboard. Traffic in the
strait was very brisk: Vessels of different flags and ferries carrying
rail cars and motor vehicles passed along and across the ship' s path as
an endless stream.
After 2-3 hours we reached IstanbuL The city spread over both shores of the
strait, which were joined together by a gigantic suspension bri~ge about
2 km long. A beautiful quay with brisk motor traffic stretches along the
strait, and tall, brightly painted houses line the quay, making the city
look very handsome and festive. And above all towered a fortress, which
spilled in terraces almost dvwn to the water's edge, and the famous Mosque
of St. Sofia, which had been fashioned out of a Christian cathedral.
For the entire time that we were passing through Bosporus, Marlen stood
at the bow of our ship with binoculars and cameras of all sorts hanging
from his neck.
By evening we passed through t~?e Marmara Sea, on the following day we crossed
the Aegean, and on 30 October we reached the Mediterranean.
The Mediterranean Sea -
Storm.--In the footsteps of J.-I. Cousteau.--The first
dive.--Rough bottom.--Encounter with fish.--Amazing
underwater scenes. --To reach the ocean soontr.--Rescue
of a Moroccan vessel in the Strait of Gibraltar.
Several dives were planned in the Mediterranean Sea, in the vicinity of the
Tunisian plateau. We knew that the water there was amazingly clear and
that the bottom was good, and we intended to not only make scientific
observations but also photograph TINRO-2 under water with the help of
SCUBA divers. However, the Mediterranean weather would not make things
easy for us--throughout the ertire time we were steaming along the coast
of Greece, the sea state was 5-6 points.
The craft was being prepared at full steam in the hangar. New members of
the maintenance group acquainted themselves with the.craft's layout and
learned their responsibilitie s. Sasha Vinogradov, who had undergone
~ training tugether with the plant specialists and who had participated in
previous cruises aboard the " Ikhtiandr", and Volodya Kuzovlev, his
assistant, spent their entire days beside TINRQ-2; they checked out its -
me~hanisms, and they installed a backup depth gauge for the underwater
observer.
1
The craft's new electrician, Aleksandr Khalizov, had sailed aboard ships
- many times prior to this, and he immediately concerned himself with the
craft, but he still had no idea as to the volume of work awaiting him.
~
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Battery specialist Vasiliy Pavloviciz Sonin, a very serious and sizeable
person, worked together with hi.m. Sasha was skinny and tall, while on the -
other hand Vasiliy Pavlovich was short and fat. Despite the differences -
in their appearance, character; and age, they came to work together well,
and they were literally inseparable. During our passage they restored
the outfit of storage batteries that had been expended in previous dives
of the craft. Now we possessed two working outfits of batteries,
Radio navigator Oleg Donets was on his second trip aboard the "Ikhtiandr",
he underaent training in the grou~ of hydronaut candidates, he prepared
himself for training dives aboard TINRO-2, and he prepared all of the
craft's electronic systems, constantly making improvements on one thing
or another. On his proposal a?~ackup gyrocompass was installed near the
underwater observer, making conrrol of the craft near the bottom easier.
Oleg spent a great deal of time charging various storage batteries in the
~ instrument power supply blocks. Whenever Oleg extracted them all from
the craft and arranged them on the charging rack, large and small, acid
and alkaline, transparent and opaque, it seer.~ed to me that our craft had
been built mainly to carry batteries, and that there was nothing in it -
but batteries. Z'he term "power block" became so permanently entrenched
in our vocabulary that even the box of food which the crew of the craft
took with it on dives was henceforth referxed to only by this name.
A week had passed since our departure from Kerch'. Toward its end, the
sea state reached 6--7 points. Intense rocking began, and all work in the =
- hangar had to be stopped. The "Ikhtiandr" had never sailed in such weather
before. Everything was creaking, and it was difficult to walk the deck.
A lifeboat on deck above my caY~in squeaked repulsively whenever the ship
rolled hard. It could not be secured any better, and I was forced to
sleep beneath this unusual accompaniment.
At night we reached the vicini~y of the Tunisiun plateau. The weather had
not changed, and we decided to go on to Gibraltar without stopping.
In the morning of the following day, there was nothing to recall yestsrday's
- storm. There were 45 meters beneath the keel. We decided to set anchor.
We could barel~ make out the African coast in the haze on the port side.
Everyone awaited the first dive in the Mediterranean Sea with impatience.
The captain announced on the broadcasting system that the dive was to occur
at 1400 hours. The maintenance gr.oup began preparing the craft. The trawl
was set out for the first time during ~~he trip, even tho~zgh large accumula-
tions of fish had not been observed with the echo sounder; the size of the
catch had to be compared with observations made frc+~n the craft. An hour
later the trawl was raised almost empty: A couple of dozen 30-centimeter
cat sharks and three moderate-sized spiny lobsters, which caused a great
stir of excitement among the crew, were ;~ken from it. The cook was also
interested in the lobsters, and in short time we were able to taste their _
meat. We found it to be very flavorful.
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Jus t before the dive Senya Mikhaylov took several hydrological readings.
The density of the water was found to be 1.028--that is, much greater than
in the Bla~k Sea. In this connection we decided tc increase the craft's
solid ballast by 100 kg. We used two reserve anchor-guide ropes as the
ba1 last, placing them inside the pressure hull. They fit well between ribs
in the hold of the craft; and so they remained there for the entire trip.
The hands of the clock neared 1400 hours. The sun was shining brightly, -
it was warm, and the sea state did not exceed 2�oints. A strong current
with a speed of about 1 knot close to the surface of the sea caused us some
con cern. During the craft's descent the current could carry it far away
from the ship, since adjustment of its ballast in the new conditions would
require a certain amount of time.
At 1430 hours Marlen Aronov and I were already sitting in the craft. The
ship was standing at anchor, and as soon as the divers released the catches
the current began sweeping the craft away. A motorboat had to catch up to
us and tow us back. I tried submerging the craft on tow, but nothing
happened, and it was not until additional water was taken into the compen-
sating tanks that the craft went down. Deeper down, the current was weaker,
_ and we began work.
We saw the bottom from a range of 25 meters. ?'he water was very translucent, _
, it was of an amazingly beautiful turquoise color, and it was so ~lear that
- it was difficult to orient ourselves while diving--to determine whether or
not the craft had started submerging or not,and its speed. The "snow"
helped us with this in the Black Sea.
We were in the traditional reg.ion of operations of J.~-I. Cousteau, and now
the beautiful scenes of the undersea world of the Mediterranean Sea were
before us in real life, rather than on a movie screen.
_ Beneath us was a jumble of huge stony outcroppings. We traveled at a dis-
tan ce of 20 meters from the bottom and looked for the most interesting place
in which to settle the craft down. In the end, Marlen approached the bottom.
We were traveling forward, precisely detouring the protruding crags, which
were sometimes 10 meters high. When I].ooked through the portholes in the
coaming ~f the hatcll, their su~~its were visible somewhere above the craft,
in the haze. At the bottom, Marlen piloted the craft with special care,
but despite this, he nevertheless hit the crags several times. Areas with
bea utiful bright sand could be seen between the rocky outcroppings; w~ wanted
to land the craft in them, but the current carried us away. Thus we had to
come in under cover of a large cliff and take on a little more water in the
tanks. It was only after this that the craft lowered gently to the bottom.
I moved next to Marlen. Now we could look around at our leisure. After the -
Black Sea, with its even bottom and monotonous, almost lifeless scenes, the
picture we saw astounded us. Rocky outcroppings covered with sponges,
corals, and bryozoans towered around us. In natural life they seemed boring
and gray, but as soon as the flood~ights were turned on, red, yellow, and
green colors immediately began to dance around. Damselfish and other
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:~~r tishes swaiu t,y ~ulca olose t~ us. Vzsibility at the bottom was not
less than 20 meters. We spent about an hour on the bottom, enjoying the
underwater scenes, after which we surfaced uneventfully.
After TINRfl-2 was raised aboard, the "Ikhtiandr" raised anchor and pro-
ceeded further west, to Gibraltar.
On the follawing day the sYiip reached the next bank, this one with a depth
of about 120 meters. Once again TINRiO-2 descended into the waters of the
Mediterranean Sea. This time there were two Borises aboard--Boris Ishtuganov
and Boris Vyskrebentsev. They experienced the same delight with what they
saw as I~ad with Marlen. The amazingly translucent water and the colors of
the undersea world were astounding.
TINRO-2 settled down on the very margin of a rocky bench next to a 30-meter
cliff, and the floor of this chasm was clearly visible through the trans-
lucent water. A school of fish, mainly (antis) and horsemackerel, swam by
the craft. In all, Boris Vyskrebentsev counted seven species of fish.
No matter how interesting it was to dive in the Mediterranean Sea, the ocean
awaited us, and therefore immediately after the craft was raised aboard,
- the "Ikhtiandr" went on to meet it.
After each dive everyone convened in the captain's quarters to analyze the
work of the ship services and the results of the underwater observations.
The scientific group and the hydronauts were invited to these conferences.
The benefit of such discussions could not be doubted, and therefore this
tradition remained in force aboard the "Ikhtiandr" until the end of the trip.
On 7 November we reached Gibraltar. A triumph~nt meeting was held aboard
- the ship, and a holiday banquet was organized. Everyone received congratu-
latory radio messages from home. The ship's amateur artists put on a good
concert. It began immediately after clinner beneath the open sky on the _
trawl deck,though naturally the weather suddenly changed abruptly (for the
- umpteenth time:~, and intense storm windsbegan to blow from the ocean.
The "Ikhtiandr" had already passed through the narrowest part of the Strait
of Gibraltar and reached the ocean. At this time the radio operators re- -