ta US ea nh) eee ee
ews” PRELIMINARY DESIGN
0
oo we OF A
CABLE-TOWED
OCEANOGRAPHIC INSTRUMENTATION
SYSTEM
Prepared under Contract Nonr 3201(00)
Sponsored by the
Office of Naval Research
SYSTEMS ENGINEERING DIVISION
—_ PNEUMODYNAMICS CORPORATION
a Ci BETHESDA, MARYLAND
A SUBSIDIARY OF
Gil CLEVELAND PNEUMATIC INDUSTRIES, INC.
Lf ow
TN-SEDU-6634-2
PRELIMINARY DESIGN OF A CABLE-TOWED
OCEANOGRAPHIC INSTRUMENTATION
SYSTEM
Prepared under Contract NOnr 3201(00)
Sponsored by
The Office of Naval Research
February 1961
Reproduction in whole or in part is
permitted for any purpose of the
United States Government
Prepared by: (Al Yr. OS! aa
W. M. Ellsworth
Manager, Marine Systems Department
S. M. Gay
Project Manager
Approved by:
R. V. Hensley
Director of Engine
SYSTEMS ENGINEERING DIVISION
PNEUMODYNAMICS CORPORATION
Bethesda, Maryland
A Subsidiary of
CLEVELAND PNEUMATIC INDUSTRIES, INC.
TABLE OF CONTENTS
Page
BCKNOWLED GMENITS oresaveievalovaveneiorcierc cielele aieisie icles ce elcle co elie ele eae ae
SSUIDIMIEVE Av Ube tefe!auedeyotsjer ouefoniie yd Peveres Uefeis:aicuorsevsiesbi sioneye crsiwie’ Gh ee cles 2
PN TROMU CL EON sain ievaie/ arava lererararenonoveycrealareilee ele leraiel Gene siei6ie ee ere eleterel 3
REQUIREMENTS FOR DEEP~TOWED INSTRUMENTATION SYSTEM.....0 7
SUSUEM DESCAUPILON 1s «arate ee vace coe e verses oceec scale pe LL
SWS EMBODIES G Nine eiatsla\ore/ sia s/elopere cvavarsis is era.é sb clvele vie e's ee eae es erolA
SYSTEM CONSIDERATIONS ciaiciais(c eile s elole'eicls € o sere eieiniele oe 6 LD
COMPONENT SELECTION AND DESIGN. ..cccoccccceccccceeveeclO
Selection (o£ Cablie Typeccccccccetcecaccceecs velo
Selection of Cable Size and DownGOrcest cqnmeere2
Design Of the TOWed BOY’. «cate ccc ess oes cleave eld
Effect of Variation in Speed and Cable Length, 31
Cable’ PALEINGccscwvcvieconvevedecsesevevceons vend
Design of the Instrument Housings..-.cccccecvor4l
Shipboard Handling Equipment.cecececcecccceccrce44
ENSEFUMENEAELONs seccceccccscscsesescesceeceesed3
DESCUSSLON tcloecewace dec bioroeveecnreeeveenesecaaavecia sed
CONCLUSIONS AND RECOMMENDATIONS. ccceccccesccecscecccccec00
APPENDIX I: PRELIMINARY DESIGN OF A DEPRESSOR FOR THE
TOWED, VERTICAL~INSTRUMENTATION ARRAY. ..oooe62
RLSPAEAR DENT OTISAIT GAIN eePaR VaR Pe pCHL Aa Teche Cle soateravese «nso, « ekioic does
HYDRODYNAMIC DESH GNrovolerevate! etelelecrarevelele aie eve elereieler elo ev erereinGn
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TABLE OF CONTENTS (continued)
Page
APPENDIX II: INSTRUMENTATION FOR MEASUREMENT OF
TEMPERATURE IPROBALIUE cveveteleielereierars, alee n elete cc oie ions 79
INTRODUCTION. e@eoooeveoveeceeoecoeoe ea ee0ee2e2 eer oKvF7e FFB eo ooae eee 80
SHIPBOARD EQUIPMENT eoeoaoeogeooe@@ee0e7e0282028 827098970 F2FHO R988 LHe eH 84
GAGE PACKAGES eaeeoene 00 © ‘6 @oooosee@oevegeeoeeeeo osc eeeoceteooe 89
UE TIEVEN CES etelekaneueponel onal cies evanelerelerete uct scalevere one-one cuca a ones eke eaet ae 94
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LIST OF LLLUSTRAT IONS
Figure Page
tho Comparison of Requirements for Faired and
Unfaired Cable to Reach a Depth of 5000 feet.... 20
Zio Effect of Towing Speed, U, on Required Down-
force, Tyo and Cable Diameter, d..w.cscescvccccceee 22
Sle Vertical Profile Instrumentation DepresSsor...... 27
4. Computed Variation of Downforce (L_), Drag (D),
and Downforce-to-=Drag Ratio (§ = afctan L/D) as
apnunction Of eTowlnginvViclOCLCY s cisisie elelsielc slelsiclelc eles) (ao
Sie Effect of Towing Speed, U, on Depth, y, Cable
Length, S, and Horizontal Displacement of
Towed Body, X, for a Constant Tension at Top.... 32
6. Effect of Towing Speed, U, on Depth, y, Tension
at Top, T,, and Horizontal Displacement of
Towed Body, X, for a Cable Length of 1000 feet.. 33
To Effect of Towing Speed, U, on Depth, y, Tension |
at Top, T,, and Horizontal Displacement of
Towed Body, X, for a Cable Length of 6000 feet...35
S)5 Double-Armor Cable with Clip-Type Fairing........38
10. Armored Cable Sectionalizing Assembly..c.ccecocee 43
dike Twin LOAA=“ALUM. .cccccecccrcecrecesccccscccseececss 40
12. Class D, Type D-VA-72, "Caterpuller"...cccccccee 48
3 Generalized Design of a Cable-Towed Instrumen-
tation SYSECM. ccc cccncececcespecescoeccceneecee 57
14, Temperature Profile Instrumentation - Block
DACA velcheleleleleleleleleloleleleleielelsielclelciie|clclelele elelelelelelelelelale 82
ALG Shapboatrd EQUIpMeNtsccsncccesvcccecsecccreeseons GD
16. Temperature Measuring Gage Package..ccecccceeeccee 90
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ACKNOWLEDGMENTS
The Authors are deeply indebted to: LCDR. E. W. Sapp
for his encouragement and enthusiastic support of this
effort; Mr. Ralph Lane for the basic design of the instru-
ment circuitry; Mr. H. M. Fitzpatrick and Mr. D. C. Pauli for
their critical review and many contributions; Mr. P. D. Fisher
for his contribution to the design of the towed depressor; and
Dr. Edgar Bowles and Mrs. Betty Singer for editing and pre-
paring the manuscript for publication.
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SUMMARY
A cable-towed instrumentation system, capable of meas-
uring and continuously recording data from oceanic depths
as great as 5000 feet is described. General system design
is outlined, with particular attention paid to contrasting
requirements for faired- and unfaired-cable systems. The
hydromechanical design for a depressor is included, as well
as the detailed arrangements for a typical temperature-
recording system.
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INTRODUCTION
INTRODUCTION
There iS a serious need for improvement in techniques of
acquiring and recording oceanographic data. Improvements in
both the quantity and quality of such data are needed, as well
as extension of the range of depths to which measurements can
be taken. This is particularly true with respect to measurement
of temperature distribution.
An obvious method for increasing the rate (and thus the
quantity) of data acquisition consists of spacing appropriate
measuring devices at intervals along a line normal to the
surface of the water, and then moving the entire array through
the area of interest, continually monitoring the instrumentation.
Several systems based on this principle have been designed, the
best known being the "thermistor chain" (2)° developed by the
Commercial Engineering Company in conjunction with the Woods
Hole Oceanographic Institute.
While these systems represent a significant technologi-
cal advance, the extreme weight and bulk involved to attain
Numbers in parentheses refer to the list of references
on page 94,
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depths of about 1000 feet preclude extension to major depths.
The Systems Engineering Division, sponsored by the Office of
Naval Research, therefore undertook a program to increase the
capabilities of such systems by designing to the practical
Maximum limits possible within the envelope of pertinent
restrictions. The program had the following general ob=
jectives:
dhe Study the requirements for deep-towed, continuous-
reading oceanographic instrumentation and develop
design criteria;
Dee Conduct experimental verification of techniques
necessary to implement the above design criteria;
and
37 Conceptually design and prepare specifications
for systems functional at 5000-foot and 1000-foot
depths, including shipboard handling equipment.
It soon became apparent that the most expeditious approach
to these objectives was to proceed with the conceptual design
of the deeper of the two systems, as this would assure early
recognition of relevant problems and force development of
pertinent design criteria. Moreover, it was decided that
whereaS provision could not be made for every measurement
that might be desired by oceanographers for specific investi-
gations, the design should be directed toward satisfying
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the need for temperature measurements in the vertical profile,
as the thermal structure of theocean is of direct and con-
tinuing interest in nearly every branch of cceanography.
The major result of this work consists of the conceptual
design and specification for a cable-towed oceanographic
instrument system suitable for simultaneously positioning
measuring devices at discrete depth intervals to 5000 feet.
The requirements and pertinent design criteria are contained
in a general description of the development of this system.
It should be noted that, although directed toward temperature
measurements, the design is sufficiently flexible to accommo-
date any measurement for which suitably miniaturized in situ
measurement devices exist. The volume of the instrument
containers and the spacing along the tow wire can be varied
to accommodate special requirements.
Feasibility of the major concepts has been demonstrated
by carrying out necessary preliminary design. Certain criti-
cal components have been breadboarded and subjected to suffi-
cient test to demonstrate validity. Details are reported
in the appropriate sections of thereport.
Finally, those problems which have not been completely
resolved are discussed, and a recommended program for future
action is given.
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REQUIREMENTS FOR DEEP-TOWED INSTRUMENTATION SYSTEM
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REQUIREMENTS FOR DEEP-TOWED INSTRUMENTATION SYSTEM
To establish the range of requirements for the system
under consideration, personnel of five of the major oceano-
graphic facilities in the United States were interrogated
with respect to their future plans and needs. Although
unanimity of need was not expected, the results indicate
that a more significant range of immediate and near future
needs can be satisfied by a versatile instrument Support
system than was at first believed possible. The major con-
clusions drawn from these visits are summarized below:
dk The oceanographic laboratories require deep-
towed-instrumentation capability. About equal
need was expressed for moderate speed (6-8 knots)
very deeply towed systems, and shallow (1000-foot)
intermediate speed (8-10 knots) systems suitable
for fine-scale definition. A maximum depth of
5000 feet appears to cover the area of greatest
interest, as this encompasses the deep sound channel
and the regions with the greatest variation in
physical characteristics.
Pe The system should be adaptable for use with many
different sensing devices and recording systems;
it is essential that there be considerable flexi-
bility in locating the sensors along the cable.
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Considerable emphasis must be placed on minimizing
Size and weight, particularly in the handling equip-
ment, Since the capacity of many oceanographic
vessels is already overtaxed. The maximum weight
of a depressor should not exceed 1000 pounds to
minimize handling problems.
3. The system should be operable with or without
instrument modules.
4, The system should be capable of a wide variety of
measurements. Measurement of temperature is of
greatest immediate concern although provision must
be made for measurements of conductivity, salinity,
and oxygen content.
ole Emphasis at present should be placed on the attain-
ment of desired depths and speeds with a reliable
hydromechanical system not posing unreasonable
problems in shipboard handling. Final selection
of intelligence-transmission techniques should be
deferred, although telemetry seems the only practi-
cal system for the depths and degree of coverage
desired.
The major premise to be drawn from these discussions
is that whereas it appears practical to adapt the towing
system to a wide range of applications, demonstration of the
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feasibility of attaining the desired range of speed and
depths with a system which does not impose unreasonable
shipboard handling requirements if of first concern. This
premise was accordingly adopted as the working philosophy.
10
SYSTEM DESCRIPTION
tal
SYSTEM DESCRIPTION
This study resulted in a conceptual design essentially
Satisfying the requirements detailed in the preceding section.
The design, shown diagrammatically in Figure 13, consists of
a number of lengths of three-quarter-inch diameter cable
coupled end-to-end with a pipe-like housing. This housing
(Figure 10) provides for instrumentation in the central section.
The end pieces contain the cable terminals and appropriate
electrical fittings.
The cable is covered with a free-swiveling, hydrodynamic
fairing (Figure 9) to reduce drag and vibration. The instru-
ment modules are also faired.
A core-space of about one-half-inch diameter is available
within the load-carrying cable armor to accommodate any suit-—
able electrical cable.
The cable-fairing-module assembly is retained at proper
depth by a depressor (Figure 3) which develops the requisite
depressing force by a combination of weight and hydrodynamic
reaction.
Shipboard handling can be accomplished by a tractor-
type capstan (Figure 12) for systems with rigid instrument
modules distributed along the faired cable, or a twin load-
drum (Figure 11) for systems lacking modules.
12
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Shipboard storage can be accomplished by the use of
six compact storage reels, each accommodating 1000 feet of
cable (cable connectors at 1000-foot intervals permitting
such breakdown) or by coiling the cable in 6000-foot-capa-
city stowage wells.
A system employing binary coding to permit sequential
sampling of the sensing gages was designed only to demonstrate
the feasibility of transmitting data from a large number of
sensors with the selected wire size. This technique provides
for sampling 128 sensors with only ten conductors. The number
of sensors may be doubled by each additional wire.
The various components are described in greater detail
in later sections.
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SYSTEM DESIGN
14
SYSTEM DESIGN
SYSTEM CONSIDERATIONS
This study is concerned with means for providing con-
tinuous underway measurement of ocean variables at a number
of points in a vertical profile. The design of a towed-
instrument system, with a flexible towing member providing
both data link and support, is presented.
The problem consisted essentially of finding a configura-
tion to provide the required 5000-foot depth, utilizing a
towing link of sufficient dimensions to accommodate the
data-transmission function and also providing a reasonable
margin of reserve strength at a specified towing speed without
imposing unusual demands on handling gear.
The first step in the solution of this problem was the
establishment of the relationship between the towing link
and the forces required to maintain it in the desired con-
figuration. The towing link was specified from the results
of these studies, incorporating data-transmission requirements.
A depressor was then designed, achieving the required force
characteristics without unreasonable size and weight penalties.
Instrument containers, compatible with this towing link
were then investigated and winching equipment selected.
As the interdependent requirements can be most conveniently
discussed in conjunction with particular components, detailed
considerations are presented in the appropriate following sections.
15
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COMPONENT SELECTION AND DESIGN
Selection of Cable Type
Several types of towing member have been used in comparable
applications. One such type is a segmented chain of rigid
links with provision for one or more separate electrical con-
ductors. Typical of such designs is the "thermistor chain,"
developed by the Commercial Engineering Company in conjunction
with Woods Hole Oceanographic Institution (2), and successfully
used in obtaining continuous measurements of the temperature
profile. The largest such unit, in use by the Department of
Oceanography and Meteorology at the Agricultural and Mechanical
College of Texas, has a length of 900 feet. The significant
disadvantage of this towed system lies in its size and weight.
Since even the 900-foot unit is extremely bulky, this type
of equipment would hardly be practicable for use to a depth
o£ 5000 feet,
Another type of towing member is a stranded steel cable
combined with one or more electrical conductors. In one de-
Sign, a conventional wire rope center is employed as a strain
member; the insulated electrical leads are wrapped around
this core, and the whole is enclosed in insulation. An alterna-
tive design, known as armored cable, has the electrical mem-
ber, either multi-conductor or co-axial, as the core with the
steel wires wrapped around the outside in one or two layers.
16
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The single-armor type is frequently employed as undersea
transmission cable. The double-armor cable is used extensively
in oil-drilling operations and in naval systems such as the
variable-depth sonar. There is a Significant advantage in
using a cable with the electrical leads in the outer jacket
as this simplifies the problem of connecting measuring
instruments along the cable. This advmtage is offset,
however, by handling problems, as the electrical leads are
susceptible to crushing and wear. In some applications, a
wire rope and a separately attached electrical cable have
been employed. Here, the handling problem is still serious,
as the electrical leads may be crushed under the wire rope
in passing over sheaves and drums; it is not practicable to
prevent twisting of the two cables in handling. Furthermore,
under tow, the electrical cable tends to billow out between
points of attachment and thus to increase the drag and vibra-
tion of the system. This can cause early fatigue failure of the
electrical leads, and breakdown of the insulation.
Another design employs the strength member as an electri-
Cal conductor. This principle is used in the cable used in
the deep oceanographic instrumentation probes being developed
by Scripps Institute of Oceanography. That cable, manufactured
by Columbia-Geneva Steel, is a steel strand composed of 19 wires,
0.03l-inch O.D., and 18 wires, 0.028=-inch O.D., covered with a
polyethylene jacket to 0.32-inch O.D. This cable has an
17
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estimated breaking strength of 2800 pounds. FM telemetering
with a seawater return is used to send a large number of
signals over several miles of cable. This technique offers
some definite advantages, particularly in simplifying the .
connector problem, although its use does require a complex
electronic telemetering system both within the instrument
package and at the shipboard recording station,
These possible designs were considered at length, and
discussed with members of organizations engaged in oceano-
graphic research. As a result, it was decided to select
a double-armor cable, with either a co-axial or multi-conductor
core, aS the basic configuration for the system. This selec-
tion does not preclude the possibility of using a single-
strand combined strength and electrical conductor, however,
Since the basic design can be readily adapted to such use.
Consideration was also given to the problem of adding
fairing to the cable to reduce its drag and vibration. Al-
though the use of fairing seriously complicates the problems
of storage and handling, and adds significantly to the cost,
the achievement of great depths at reasonable towing speeds
without the use of fairing is impractical. Unfortunately,
obtaining comparisons of configurations that might satisfy
requirements for depth and speed involves laborious calcu-
lations, using methods as described in (3). The
tediousness of this task motivated the development of the
18
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simplified engineering design procedure presented in (1).
Since the earlier report, (1), constitutes an integral part
of this study program, the details of these calculations
will not be repeated here.
If we refer to the analysis of (1), a comparison of the
unfaired- and faired-cable system requirements necessary to
achieve a 5000-foot depth can be made. In the faired=-cable
case, it is shown that, if the tension at the water surface
is limited to one-third the breaking strength of the cable,
the minimum value of ¢> required to reach a depth of 5000
feet is 42 x 10% 88 Here, d is the diametér of the
£t
cable and V, the towing speed. Corresponding to this ratio,
ay
QO. . lbs : :
the value of g> is 1.14 x 108 fre. ° Here, T, is the required
downforce on the bottom end. The required cable length, s,,
is 6200 feet, and the horizontal distance from the bottom
end of the cable to the tow point is 3500 feet.
In the unfaired-cable case, as a result .of the choice
of the hydrodynamic loading functions, the aurves do not
exhibit a minimum value for = >» This may be seen in Figure
1, which presents a comparison of the requirements for the
faired and unfaired cases.
In carrying out these calculations, the methods of (4)
were employed. The tension in the cable at the water surface
was assumed to be one-third the breaking strength of the
19
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Cable Length, 8), in Thousands of Feet
Comparison of Requirements for Faired and Unfaired Cable to Reach a Depth of
5000 Feet.
Figure 1.
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double-armor cable. The fairing was assumed to be weightless
in water. Other assumptions are noted in Figure 1.
Significant advantages in the use of faired cable for
achieving the 5000-foot depth are apparent in Figure l.
From the minimum value, 42 x 107° sec*/ft for oe , the minimum
allowable diameter of faired cable may be determined, once
the highest desired towing speed is selected. The curves
show that if unfaired cable of the same diameter were employed
for the same requirements of depth and speed, more than twice
the length of cable would have to be used. Moreover, the
reguired downforce at the lower end would be about double
that required for the faired cable. For these reasons, and
because of the greater cable-life expectancy attributable to
fairing, faired cable was selected for this design, in spite
of the additional handling problems and increased costs.
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Selection of Cable Size and Downforce
Since we have now chosen the basic configuration, and
have determined that the minimum value ss is 42 x 1075
sec“/ft for the 5000-foot depth, the selection of seisile size
becomes a matter of balancing requirements for a reasonable
upper limit on the towing speed against the required size of
electrical conductors and the practical problems of handling
the system. Figure 1 shows the cable size and downforce
required as a function of the maximum speed of tow, the down-
T
force being obtained from the value 52 = 1.14 x 10° 25 ;
corresponding to the minimum value of Be - Note that, at the
Maximum allowable speed corresponding to the cable size
selected, the cable length and horizontal distance of the
bottom end from the tow point remain the same: namely,
6200 feet and 3500 feet, respectively.
Upon examination of Figure 2, it becomes evident that
the required cable size and dowmeonee increase rapidly with
increase in speed. This is due, of course, to the fact
that the hydrodynamic forces acting on the system increase
aS the square of the speed. If we adopt the position that,
in consideration of difficulty in handling and system costs,
it is desirable to keep the cable size as small as possible,
then the required size of electrical conductors becomes the
22
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To in Tens of Thousands of Pounds
Effect of Towing Speed, V, on Required Downforce, To, and Cable Diameter, d.
d in Inches
Figure 2.
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dominant design factor. The size of the conductor, depending
as it does m the characteristics of the instrumentation,
cannot be definitely established at this time. Rigid speci-
fications of cable size must await delineation of specific
applications on which instrumentation choice, and hence
conductor size, depends. However, it appears likely that
cable of at least one=half-inch diameter will be required for
most applications. To allow for some flexibility in the
instrumentation, cable of three-quarter-inch diameter was
selected for this study. On this basis, maximum towing speed
attainable without allowing the tension to exceed one-third
the breaking strength of the cable, is about 7.2 knots. The
downforce required at this speed is about 4450 pounds.
24
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| “sebhaon 4 oenb tid es paar EL 38 cesusset
Design of the Towed Body
Two methods may be used to produce the downforce required
on the bottom end of the cable. One is to attach a stable
towed body, with weight in water equal to the required force;
the other is to employ the hydrodynamic force produced by
depressing wings attached to the body.
Disadvantages of using weight alone are:
1.
The heavier the body the more difficult the
problem of shipboard handling; and
With constant weight and a given cable length,
depth of tow decreases with increase:.in. speed.
Advantages of using weight alone are:
107
The towed body is less responsive to disturbances
from the flow and from motion of the towing vessel;
Design of the towed body is less critical and less
difficult;
The body is less subject to serious damage in handling;
and
Accelerative forces during launching and retrieving
while under way are less severe than transient hydro-
dynamic forces experienced with a winged body.
25
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In applications where the required downforce is small
(less than 1000 pounds) and the speed low, it is generally
conceded that downforce can best be produced by the use of
weight alone. There are exceptions to this: in a helicopter-
towed system, weight becomes a critical factor. The con-
figuration considered herein requires a downforce of 4450
pounds at a deSign speed of 7.2 knots. Users of oceano-
graphic equipment were asked for comment on the shipboard-
handling problem of such a heavy body and were unanimously
of the opinion that the maximum practicable weight, for ease
of handling aboard most oceanographic vessels, should not
exceed 1000 pounds. They also concurred in citing a maximum
acceptable linear dimension of seven feet.
In view of this unanimity of opinion, our configuration
was designed to achieve the required downforce by a combina-
tion of weight and dynamic depression. An arbitrary weight
of 1000 pounds in water was assumed, and calculations were
made (see Appendix I) to determine the wing and tail configur-
ations needed to produce the additional 3450 pounds of down
force at a towing speed of 7.2 knots. A biplane configura-
tion was selected to keep the span small for easier handling.
With the calculated necessary effective hydrodynamic lifting
area of 39.75 square feet distributed equally, each wing,
and the tail, has an area of about 13 square feet. The re-
sulting configuration is shown in Figure 3.
26
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INSTRUMENT
HOUSING
cisner -
VERTICAL PROFILE | smaesttterct
INSTRUMESITATION
DEPRESSOR
Nh
Boise Re ee
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The wings are swept back to reduce the danger of fouling
by seaweed and debris. Provision is made for an instrument
capsule with a volume of about one cubic foot, to house equip-
ment required at the maximum depth. The volume of the housing
was selected arbitrarily and can be increased considerably
without significant change in the system characteristics.
Since the total weight of the body in water will be less than
1000 pounds, the additional static downforce required is pro-
vided by ballast weights. This provision facilitates static
trim of the body and also increases the metacentric stability.
The stability of the body has been treated only for the
static case. However, the margin of static stability, deter-
mined by past experience, should ensure satisfactory dynamic
stability. This and other towing characteristics of the body
can best be verified by limited tests in a towing basin. Such
tests are usually desirable in any event in order to make
final adjustments to ballast, location of tow point, and
settings of wings and control surfaces.
The effect of variation in speed on downforce and drag
was calculated. Results, presented in Figure 4, show that
the cable angle at the body is about 84 degrees at the
design speed, this angle being arctan — » where Ly is the
total downforce and D the total drag. With decrease in speed,
the angle increases to a maximum of 90 degrees, since the
weight is a constant and the hydrodynamic forces vary
28
secs to oa st colatiors
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approximately as the square of the speed. This result is
consistent with the assumption made in (1), that the cable
angle is not significantly less than 90 degrees.
30
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ra ie ga
Effect of Variation in Speed and Cable Length
The basic design configuration of the cable-body
system having been determined, it is of interest to determine
the effects of changes in the speed and length of cable payed
out. Using the results of Figure 4, and the tabulated func-
tions in (4), calculations of these effects were made and
results presented in Figures 5, 6, 7, and 8. Figure 5 shows
that, as the speed is reduced from 7.2 knots to zero, addi-
tional cable can be payed out to achieve a maximum depth
of about 17,000 feet without exceeding a static tension of
one-third the breaking strength of the cable. For the chosen
three-fourths-inch double-armor cable, this limiting tension
is approximately 15,000 pounds. Figures 6, 7, and 8 show
the effect of speed variation on the tension at the top, T,,
the depth, y, and the horizontal didpiacenent of the body,
x, for fixed cable lengths of 1000, 3000, and 6000 feet. The
figure for maximum attainable depth shows a small discrepancy
between this computation and (1). This discrepancy derives
from tke assumption made in (1) that the cable angle at the
bottom is 90 degrees. The curves in Figures 5, 6, 7, and 8,
based on the calculated values of cable angle shown in Figure
4, represent a refinement of the original design approximation.
Further examination of Figures 6 and 7 shows that the
full speed capability has not been utilized since the tensions
31
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v in Knots
Effect of Towing Speed, V, on Depth, y, Cable Length, s, and Horizontal
Displacement of Towed Body, x, for a Constant Tension at Top
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Vv in Knots
Effect of Towing Speed, V, on Depth, y, Tension at Top, Tj, and Horizontal
Displacement of Towed Body, x,
Figure 6.
for a Cable Length of 1000 Feet.
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4
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cae PH agea ster ait sues cRrEEER seer tities! Hh SerHES EEcrinat Fe rH
eg ae eee
3202 JO spuesnoyL ut A pue x
V in Knots
Effect of Towing Speed, V, on Depth, y, Tension at Top, Ty. and Horizontal
Displacement of Towed Body, x,
Figure 8.
for a Cable Length of 6000 Feet.
Ae ee Rs
ae
Y
teenie ey
: \
4b
t
\e Advavtoce bee
a
7
;
“i
'
re
» A
+
ae aee
a
at 8 knots are below the imposed limiting value. The tensions
vary nearly as the square of the towing speed in this speed
range; we may estimate the maximum towing speed for a cable
length of 1000 feet to be 11 knots and for a cable length
of 3000 feet, 9 knots.
36
Bact OS Heth! ae, er
‘ he ee j f f ep
a tual en i“ i
i y i fre nwt x |
ARB Be = ‘tomas ered
Lox
Cable Fairing
Considerable effort has been expended, during the past
ten years, on the development of a satisfactory design for
cable fairing. The most outstanding development of this
period was the David Taylor Model Basin enclosed fairing
design (DTMB No. 7). This fairing, of molded rubber in a
streamline cross section, completely encloses the cable.
The fairing was used in continuous lengths for such aplicacions
as the air-towed and ship-towed sonar. Success was tempered by
serious problems in handling and storing, as fairing of the
enclosed design did not lend itself to running oer drums
and sheaves under load. Canadian researchers partially
solved the handling problem when they modified the DTMB design
and clipped the fairing to the cable. Certain improvements
in this modification were introduced at DTMB as a result of
model studies. It was found that the fineness ratio (the
ratio of the chord length of cable-plus-fairing to the cable
diameter) could be reduced to 4:1. It was also found that
the ideal fairing thickness was about eight-tenths the diameter
of the cable. A clip-type fairing for a three-quarter-inch
cable designed according to these specifications, is shown in
Figure 9.
The tendency of fairing to stretch more than cable under
load constitutes a serious design problem. Even with fiber
reinforcing strands molded into the leading edge, long sections
of fairing tend to stretch along the cable and bunch up at
37
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& Wisin vo sees
20 Sinvees
a
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Jats banmvistal
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Sraio
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iy
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‘een’ new ‘onbasat ane on a)
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SECTION A-A
ET
Clip-Type Fairing
Figure 2 - Double-Armor Cable with
the lower end, Attempts to use swaged rings on the cable to
support the clips have thus far been unsuccessful because the
rings become loosened when the cable elongates under load.
Recently, studies have been initiated to develop better
methods of securing supporting rings on the cable but this
problem is not yet solved. The problem of fairing stretching
is minimized in our present design because each section of
fairing will be less than 200 feet long. Each section would
be supported at the upper end by a swivel attached to the
lower end connector of each instrument module. The problem
of bunching can be easily avoided if provision is made for
slight stretch of the fairing sections at the bottom ends.
In specifying the use of cable fairing it is important
to consider the manufacturing cost. Most fairing is made of
natural rubber which is hand-layed to approximate Size and
then cured in a heated mold. This process is expensive, and
even fairing of small section costs as much as five or six
dollars per foot. Although studies of alternate materials,
and possible development of an extrusion technique, have been
initiated, no material has yet been found to possess as
Many desirable features as a rubber compound. Furthermore,
extruded plastic fairings are subject to non-uniform stresses
which cause asymmetries in shape and consequent erratic towing
characteristics.
39
whaident givin’ os boandsind temas ‘ma ena gouct
a. Kies pfalas ST opens ‘peta soadine row ie ey
at
nlitoaese) pte 70 OR Nt one Z Paani
Bites
| thivow mak Iooe oie oe t beet | 008: ‘acts want ed
i i Jn8 3 rode whe: pt thd mikes: Xo) woud rls ait
ao oben ah wri tet PRON ROR’ eas ciidomzwnee ads
bis, bute adamboe wage oat bevel tat ak a
it i Ties evienemte ad chen ante
The most feasible means of cost reduction seem to lie in
improved methods of rubber-fairing production. The Navy has
recently contracted with the Marsh and Marine Manufacturing
Company of Howeton: Texas for the development of a new manu-
facturing technique and the production of sample fairing
lengths. This development has been discussed with represen-
tatives of Marsh and Marine; they expect their studies to
lead to production of clip-type fairing at considerably re-
duced cost.
40
Beil yall) eve! P Accmtitaaand! ipa |
end Aco tM, Bak sai brut Ceram’ eitd ae Su
“CTE. welett 6 a ita wit 410% meres Ki ‘0
‘pakstas a iigninay Bo nok spubesg, mitct bite ‘ENG She
opera ano Attw BeMeioehb peed ‘amet taenqatovel ‘
OF aoifud sors, preqgKe: Bid Vath TBM bine
“8% yYideteainaed: te pit shat saxydmqlla ko nod 2
Design of the Instrument Housings
The instrument housings for attachment at points along
the faired double-armor cable must fulfill a number of
requirements, They must:
a
Be watertight;
Be designed to house sensors of a variety of
sizes and shapes;
Provide for necessary electronic equipment for
transmission;
Provide watertight electrical connectors;
Be compatible with the shipboard handling system;
Provide for free-swiveling attachment of the
sections of cable fairing;
Be of modular design, easily and rapidly connected
to or removed from the cable;
Be of materials compatible with the steel cable
in sea water and resistant to chemical corrosion.
It is vital that none of these stipulations adversely
affect the towing characteristics of the system.
41
ots 46. Speustons +e enkLow wise 103 as
Pek thes attne do
In order to fulfill these requirements, and recognizing
the impracticability of controlling twist in the cable under
load, it was decided to design an instrument housing circular
in cross-section concentric with the cable.
In the absence of definite instrumentation details, the
size of the housing was fixed arbitrarily. A cylinder with
a minimum inside diameter of three inches, and a usable
inside length of 12 inches, to provide space for housing a
thermistor bridge and associated telemetry equipment, was
selected fac the preliminary design. Specifications were
prepared, and an assembly, shown in Figure 10, was procured
from the Marsh and Marine Manufacturing Company to demonstrate
the feasibility of the design.
In this design, a mechanical clamping arrangement is used
to secure the armor wires, but the quality of performance of
this method has not yet been proven. Some difficulty can be
expected, since the inner and outer armor wires are not of
the same diameter. An alternate design, which shows consider-
able promise, consists of a poured fitting with epoxy as the
potting material. The David Taylor Model Basin has been
experimenting with a fitting of this type for some time and
have found it to be completely satisfactory. If it can be
established that a poured epoxy fitting will stand up for
long periods, then it would appear to be the best solution to
the armor-wire connector problem.
42
sso bets oldies ora a se zw' | "pin Lheacsene se ee ons
‘ae tuons patavod DoMOIRtS PEE OO epee ot boise saw ot bsol he
oldeo edt fd.tw sesbowtieg (ok frewsetor> a
an {OL isdeb ACitssnonuiten estates Io Sale one od
maiw so brdl i> fi ieee boxe ‘sew pakenod ont 26 osha
‘eldaal’ a tong) «wate wordt Fo todome.tby otto, mamakin sm |
‘ en ievor 40% once ob: vou od | aerious SE a tome ebine a as ih
uit a
eye iat daeeN eh | okaak rusethinl.074 ony a
_egexzeccnet o3 “amo balsdostuten onbiem torn al
Chiron! ody to»
9 ao. Aton) 3A20 oo is
Duheabisian csp 4
CABLE END’ TERMINATION INSTRUMENT MODULE
2
"0" Ring
Rubber Molded Cable WA
Protector Sleeve d Ze
Removable Female Receptacle Assembly
Wi 4 Rubber Molded Water-Tite Plug
Bell
<— Nut
NOTES
@ > See Drwg."N-3482 for details of SPLINE ASSEMBLY and INSTRUMENT CASE
DRWG.* N-349/)
® See Drug *N-3493 for detoilr of BFLL, NUT, SPLINE NUT ond WASHERS, FEMALE RECEPTACLE ond RUGBER MOLDED MALE PLUG
ARMORED CABLE
SECTIONALIZING ASSEMBLY
DESIGNED FOR PreumoDynamics
DATE: 2-3-6/ Bethesda 4, Marujiand
T
DRAWN: REVISED
approveo: WW!
|
MARSH @ MARINE
5123_Gulfton Dr. Houston 36, Texas
FIGURE [0 43
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Shipboard Handling Equipment
Probably the most important consideration in the use of
any faired-cable, system is the design of handling equipment
for reeling in, paying out, and storing hundreds of feet of
cable. The design of such equipment is even more critical in
the system under consideration, since a number of instrument
modules attached to the cable must also be handled.
It appears certain that, in handling long lengths of
faired cable, it will be necessary to use a traction system
which is separate from the cable-storing system. There are
two ways in which this might be accomplished; one is to
use twin load-drums and the other, to press the cable between
tractor-like treads coupled to a drive motor. Either may be
used in conjunction with one or more storage reels or with a
cable well.
In the twin load-drum system, the cable is wrapped around
two conventional drums as though they were a single unit.
Projections of the drum axes are parallel in the plane of the
deck and intersect at a small angle in a plane perpendicular
to the deck. This angle determines the axial displacement of
the cable as it passes from one sina to the other and this
"canting" of the axes prevents "walking" of the cable along
the drums. The diameter of the drums is determined, as in
44
0a i
1) i Ney
Seamed | tsa oO > aia. ont a. oe oto toni bat
, oa a, sipemuse 6 eore wvotgezeb iene) soba anges ontd
ba base mad pals sawn bof das arth oe
i a actapsiod gene: prisbomit fk da vere ame
VN okdisheo ao 20833
ar) bay 109 ninatine. edt Sell ak
conventional designs, by the minimum bending diameter of the
cable. The length of the drums, however, need only be enough
to accommodate the number of wraps required to absorb the
tension in friction. Figure 11 shows a typical design using
this principle.
The difficulty in using the twin-drum system (or any
other drum system for that. matter), lies in the necessity of
passing the instrument modules under tension over the drums.
The modules may be expected to be of large diameter in
comparison with the cable, and of a length not significantly
smaller than the drum radius, As a result, the concentrated
loading on the module and the sharp bend in the cable at the
connector may exceed strength limitations. The magnitude of
this problem cannot, of course, be properly assessed until
specifications are developed for a particular system.
Nevertheless, it is likely that a drum system will not be
acceptable for many such applications unless the drums are
made considerably larger than would normally be required.
For the system proposed here, tests with a small model twin-
drum system are in progress, but results were not available
in time to be included in this report.
Although the basic idea of a tractor-type capstan system
has long been used in handling metal tubing and cable during
the manufacturing process, the idea has only recently been
applied to shipboard cable-handling problems. The principal
45
i i
ca) ina 3 Bg mane utd pnanu oh abe
0. ‘ciate ata ah onad, oe asta 0 f
en a
15a 4
Wonaaiainese Jats Mgaok Pa to. =i od a oak
— DIESEL ENGINE
BIAXIAL DRUM ASSEMBLY
y—CABLE STORAGE CONTROL ASSEMBLY
A
/ FORWARD REVERSE m
vA € REDUCTION UNIT
/
/ CONTROL PANEL {
BRAKE PEDAL
CABLE STORAGE DRUM ASSEMBLY —{
— SPEED REDUCER
1. DIMENSIONS SUBJECT TO CHANGE
NOTES:
eB:
"
i
i
{
i i
iN
Oi
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sonora Mgtay
proponent of this system is the Entwhistle Manufacturing
Corporation of Providence, Rhode Island. This Company
manufactures a number of different types of tractor-type
capstans under the trade name "Caterpuller." The Navy
some months ago purchased one unit (Similar to that shown in
Figure 12) andinstalled it on the destroyer USS GLENNON.
Tests of this unit have been made by Destroyer Development
Division, Group II at Newport, Rhode Island in connection with
the installation of a deep=-moored buoy system. It is reported
that the unit on the GLENNON has successfully handled one-
quarter-inch wire rope. Shackles and fittings up to two
inches in diameter have been passed through the treads with
no apparent difficulty and with no change required in the
setting of the machine,
The use of a "Caterpuller" for the application proposed
herein has been discussed with representatives of Entwhistle.
The incorporation of a fail-safe system was emphasized,
insuring that, if a failure in the equipment should occur,
there would be no possibility for release of traction
thereby allowing the cable to run free. Entwhistle repre-
sentatives are of the opinion that a "Caterpuller" can be
designed satisfying all system requirements and incorporating
a fail-safe system insuring that any failure will cause
sufficient pressure to be applied to the treads to restrain
the cable under a load equal to the breaking strength. They
47
|
it
‘gn bin don iva maa
=
“wns ge od oat |
‘aadoane He"
oa sie gD: ,
| eee Bh si assays ous, bawoon nat le ae ea .
ay bok bned Mieheceres ‘Rest veoingeas ait ne i)
CLASS D
TYPE D-VA-72
CATERPULLER
Track Design: Floating.
Track Arrangement: Vertical.
Loading: Single Track - Multiple Pneumatic.
Effective Track Length: 45 Inches.
Maximum Recommended Operating Speed: 650 FPM.
Maximum Pull; 4000 Lbs. at 90 FPM.
Maximum Horsepower Input: 15 HP.
Cable Capacity: 3/16 to 6 inches in diameter.
Total Weight: 4500 Lbs. with drive.
Required Floor Space: 110 inches long, 64 inches wide.
Drive: Powered and Controlled to suit application.
Application: Cable Extrusion Lines.
Courtesy Entwhistle
Manufacturing Company,
Providence, R. I.
FIGURE NO, 12 ae
br FY is aBALO
Si AVed SE¥T
ASIIUGRATAD
also feel that the instrument modules can be passed through
the treads without damage either to modules or to tread
faces.
As for the size of "Caterpuller" required for this
application, (5) reports that a track loading of 500 pounds
per inch is a reasonable design value. With such a loading
"tractive pulls of from 100 to 300 pounds per inch of effec=
tive track have been achieved." Thus, to provide a maximum
pull of 10,000 pounds, an effective track length of 33 to 100
inches would be required.
Figure 8 shows that at one or two knots, the tension in
the cable, attributable chiefly to the combined weight of the
body and cable is only about 6000 pounds. If the traction
unit is designed to inhaul only at low towing speeds, the
power required would not be large. Since inhaul and payout
at frequent intervals should not be necessary, it would seem
unreasonable to deSign for inhaul at the highest towing
speed. Even if the inhaul load is not high, however, there
is still a question regarding the normal loading that can be
applied to the cable by the tread faces. This question arises
as a result of the fairing. Even though the fairing is of
rubber and of a thickness equal to Slene-vSnens the cable
diameter, prevention of slippage of the cable relative to
the fairing has not been demonstrated. The friction coeffi-
cient for the armored cable in contact with the tread faces
49
i
a be
moana iN Leia, ‘gy ‘hee ad ene
04,0
‘oat baal cave ‘ati | “seuley noseeb Lepsios
A A ,
Hip te ath om), ae sbaion 0 008 ot
could conceivably vary between 0.05 and 0.3 depending on the
presence of water or some form of preservative on the cable.
This will be a factor in determining cable slippage. A further
problem could arise in connection with the clip deSign. If
the clips are made of spring steel to prevent permanent defor-
mation by traction-unit pressure, they may be hard enough
to damage the cable. A possible alternative is the use of
some type of plastic clip, but this requires further study
before actual selection of a clip design can be made.
The "Caterpuller" appears to offer the best solution
to the design of an acceptable traction unit for the applica-
tion discussed in this report. There are, however, many
questions tobe resolved before such a system can be considered
acceptable. These questions can be resolved only by experi-
ments with an existing "Caterpuller" unit in handling faired
cable under tension.
Coping with the tension in the cable constitutes only
part of the over-all handling problem; the other part in-
volves storage of the cable on the low-tension side. One
method is to store the cable on one or more reels which might
be either separately driven or coupled to the load system to
provide a small amount of back tension. Approximately 1000
feet of three-quarter-inch faired cable could be stored ona
Single, thin reel eight feet in diameter, with a two-foot
diameter core. By uSing six such reels, and breaking the
50
He LE NLL a
HR UE NO:
Oya ha hei
oie Lehi kat a pr
’
bg Ad hy i! pts sy Jeon fhm hea is
; Ch! Loo emuatne
“oh Pe inane ne ane eerie
te
Te:
& Horered hen el eal ein ‘gia lt exneite wei ‘bow
A a a man we
| ; J eM De we yi iiheao ry fo : \
um RRL Ry ae ae heer. at if fi diet ahs oy kd fh 8
ns ar yen ere , ‘ oA q ik ‘
Pilon A ok a oS MS ert Tin ee 5 a8 aca 6 bi
oD Cpe: eld has thee keh ve etdasgasom: 8 Ao
/ if ens
= cu |
TUS SPIE eau:
‘Bare bt anes od 1h ‘od art ve Ayes
~k-texres wel line bay ties % bet, ae ‘eno sadiiek oad
p mya as eh
(4 a
Bowker oat ba
Ki
ee ee ebiae sa apr
i Fp
cable with a connector at 1000-foot intervals, the entire
6000 feet of cable could be stored. An alternate method
would be to stare the entire 6000 feet of faired cable ona
Single reel six to eight feet in diameter and three to four
feet wide. This would, however, require a level-wind device
to provide for uniform spooling on the storage reel.
The use of one or more storage reels provides advantages
in transporting the cable to and from the ship and in elimina-
ting any need for manual handling during stowage operations.
There is at least one disadvantage, however, in that the
stored instrument modules are not readily accessible for
inspection, servicing, or replacement.
Another method feeds the cable from the traction unit
to a tank or cable well where it would be stored in a figure-
eight to eliminate any kinking tendency. Considerable manual
labor is involved in this method, but simplicity and easier
access to the instrument modules are advantages. When this
method was first proposed, the main objection concerned the
safety hazard in the event of a failure in the traction unit.
As noted previously, however, it is necessary to provide a
fail-safe traction unit regardless of the selected storage
system.
Since the proposed system will be comprised of short
lengths of faired cable coupled by the module connectors, it
51
i aon
a
ve
has been suggested that each length be de-coupled and stored
along the deck during cable inhaul. Inasmuch as provision
is to be made for quick disconnection of the modules, this
appears at first glance to be an attractive solution. Upon
further reflection, however, it can be anticipated that
serious problems would arise from fouling of the electrical
connectors by dirt and moisture. Once the array is
assembled and checked out it should be de-coupled only when
absolutely necessary to alter spacing, to change instrumen-
tation, or to repair faulty elements.
52
bea bas: besa sosrol od arya ‘
‘nous aot to ‘evi vohatae cr a of
aay
Ne
re
INSTRUMENTATION
Although it was not the intent of this study to analyze
requirements for instrumentation and data transmission, it
was impossible to omit such considerations completely.
Studies related to typical instrumentation housing and infa@ -
mation transmission led to the design of a system for moni-
toring the temperature and pressure at many points along
the cable. Some of the critical circuit elements were
"breadboarded" to check the design. A detailed description
of the instrument circuitry is given in Appendix III. In
this Loe binary coding is employed to sige possible the
sequential sampling of 128 sensing gages by the use of only
seven wires for gage selection, one wire for gage output,
one wire for calibration, and one wire for power. The ground
return is provided either by an additional wire or by the
steel jacket and the seawater. The number of sensing gages
may be doubled for sack additional gage-selection wire. A |
feature of the system is that failure in one of the instrument
packages will not affect theoperation of the rest of the system.
Although this instrument system offers distinct advan-
tages over a co-axial FM telemetering system, there is no
reason why a system employing coaxial cable could not be
designed. The only requirement to be met is that the
electrical conductor must be small enough to occupy the
53
~ phn hee patois Lea dca
; Raga tn, balsa 6 to aetnot ‘a2 ees + ba ‘nodinad
core of the double-armor cable. Since the core diameter of
a three-quarter-inch cable iS approximately one-half inch,
there would be ample room for either type of telemetering
system. Admittedly, either system involves the use of complex
electronic circuitry but, even with relatively wide spacing
of the sensors, it does not appear possible to avoid the use
of a somewhat sophisticated electronic system. This
Should not, however, be cause for great concern since far more
complex telemetry systems are currently in wide use and im-
provements in reliability at decreased cost are being made
continually. The development or selection da satisfactory
telemetering method, therefore, should not be a Significant
obstacle in the development of the proposed measuring system.
54
yal wi ei |
a
‘wie Lagann
wht iaiebaiionis Oh say. ao
Deira sxc ‘08 ete Sara Me pan marty ee va re ‘
oo hi ioral sok WOLO. i
ans s00b,) a) anti iat a
@ Darn operk evel A) FA | EN
bi
oe lene af
th Bes ened Se
anh Leis mF 40 sha hi :
Py eyed. by ny,
bale ayer, Fado WRC eM nds Ro ia pk haven oats
tae ree BeU
i
DISCUSSION
55
Bitton AC 9
Aca
Dany tian
ne
DISCUSSION
This study was conducted to provide a design for a cable-
towed system capable of making simultaneous measurements at
a great many depths in a vertical profile down to 5000 feet,
with continuous monitoring of the instrumentation, The
result is a generalized design (shown diagrammatically in
Figure 13), satisfying the basic requirements of such a system.
The most promising means for achieving such depths at
reasonable towing speeds is the use of double-armor cable
with clip-type fairing. The fairing must be limited to
relatively short lengths, probably no greater than one or
two hundred feet, and the upper end of each fairing length
must be tied back into the cable by means of a Swivel support.
The required downforce on the bottom end of the cable may
be obtained by a sonindigeveilen of weight, and hydrodynamic
force produced by depressing wings. To facilitate handling,
the body weight should not exceed 1000 pounds.
A depth of 5000 feet can be attained with only 6200 feet
of cable at a towing speed of 7 knots, using three-quarter-—
inch-diameter double-armor faired cable, without exceeding
one-third the breaking strength (approximately 15,000 pounds).
The "Caterpuller" offers the most promise in shipboard
handling of systems containing rigid instrument modules dis-
tributed along the faired cable, A twin load-drum should be
Satisfactory for systems not containing such modules,
56
ih! ( i
“wa wt a a ed
omy om aioe feist wilt 6 7 nny note wo
Fit
a ‘th ehiiaiat ton erie ion) ‘pet ‘toxem » pike ina
SHIPBOARD HANDLING
EQUIPMENT
CABLE AND
FAIRING
INSTRUMENT
MODULE AND
CABLE CONNECTOR
DEPRESSOR
AND INSTRUMENT
HOUSING
Figure 13 - Generalized Design of a Cable-Towed
Instrumentation System 57
Several questions remain to be resolved in the deSign of
the equipment, but it appears that solutions can be obtained
by developmental modifications of existing devices, and
predevelopment tests to obtain certain basic data.
Selection of the maximum length of cable fairing between
terminal points can be made on the basis of the Eames’ hydro-
dynamic loading assumptions (4) once the maximum towing
speed has been set and the "stretch" characteristics of the
fairing determined, An answer derived from the Eames' loading
functions should be conservative, as noted earlier.
With respect to the problem of connecting the double-
armor cable to the module terminals, an alternate method is
available, uSing swaged lead fittings, Several companies
have developed this art to a fairly high level of saphistica-
tion, It thus appears reasonable to expect that the problem
can be resolved with only a moderate amount of development.
Two problems were mentioned in connection with the
handling equipment: passage of module “lumps" through the
"“Caterpuller" and slip of the cable relative to the fairing.
The existence and severity of these problems can be established
with relatively inexpensive tests, Simulated modules of various
sizes could be clamped to a three-quarter-inch-diameter cable
and passed through a "Caterpuller." Similar tests can be
conducted with a short length of almost any existing fairing,
58
kes ae ik Ae
‘on Laie
ot aan
utilizing cables of various diameters to simulate a range of
t/d ratios. Questions concerning the use of metal clips on
the fairing can be resolved at the same time,
The remaining impediment, the high unit cost of cable
fairing, requires the development of mass-production techniques
and procurement orders for large quantities. It is understood
that a contract for the development of such techniques has
been awarded to the Marsh and Marine Company of Houston,
In consideratim of the solution of many seemingly more complex
mass production problems, it appears reasonable to expect
success in this area.
59
20 wenn a etetone ‘of 8 sesometb) aa
mo Rgh so bachlk ho ne ot en
LS aos, Ot a6 hasty
sidaw Ba. +80 i)
boodariebnv wd +n
NE LAGROD DACaT ‘ylpninees syeueen to poktvice ont to cod saamiitnon> ri
sooqxe od sidnncanes Raneaae ah emo do aostouten wenn
CONCLUSIONS AND RECOMMENDATIONS
60
\\ ay
, i i
i ;
\ ii ah ages f
1,
f , (hia OR a TPE: ica FPA the Sha Pee a ete TD, adr
— y ' 4 \ 7
7 ‘i Hae hy ale rey
i Pee Sh na or)
Fi ‘ | iy i
fh Van
T ; he ‘ i ( i Hi
i { i BO ily
{ yt be ee iy he i) nee wid ML
Wt ; tee
i Mah) ipl
Vy tie ) th "
i ; i
| I : i
i 1 i v
J Rs a ; i i ee
Ai i } f ml i Tab)
i ,
; iy ' i hy a f
t | H
i 4 We ah
Y i f ‘ iy
' Ta Rg oe
j i , ; F f a 0)
Rasa a fh
mia
CONCLUSIONS AND RECOMMENDATIONS
The results of this study indicate that a towed oceano-
graphic instrument system capable of measuring and recording
data from depths as great as 5000 feet is now possible. Cer-
tain problems remain to be solved; they are primarily of a
mechanical nature, however, and should be solved by a moderate
additional development and test program.
It is felt that the inherent advantages and increased
capabilities offered by this concept justify a development
effort to produce an operational system.
In concurrence with the majority of oceanographers con-
sulted, it is recommended that such developmental work be
directed toward the demonstration of feasibility of hydro-
mechanical specifications with minor emphasis on instrumen-
tation problems. It is further recommended that work be
initiated at an early date to resolve the few remaining
technical problems.
61
se 90204 Se03 bas te pte
i
' Me “a9 exerts xp008920 30 oo ont tiiw pass:
et ‘sew + stemaraatovet 1 our: sas » totonmases “
‘te
i
BAG
nee
if i
APPENDIX I
PRELIMINARY DESIGN OF A DEPRESSOR FOR THE TOWED, VERTICAL~
INSTRUMENTATION ARRAY
62
| ean
| bathe’ weit ta uiias go lreed-snemar3en4 eit Miatenes or
wits cr.) bettas wea Fume bua Leng Socieorxe, to onnotawob « hase
bontnasyeb esw at eoibote alder etd ont Bim boprondva \ 0 id
yal sozottwoo A \etont S,3 20 heaga avhape ede ae 2 ack
ho bored axew asd bide oft BA \bexkuper ed bLuew: ebavos Oa
Oo) |
“ox wedded Baw D1 aks Q@ So eLpae olden’ fatezrer 08
mere Ritonens bd ON, okies pexb-FELL itd oat Bextun
i A) ‘ae
x *sa\au) ebay. bregn moabe. ve oidatheve, teed oberg, - of
| beitepes wel blow hokes xpi ROD pantar stom * a
spe Baum banoadtit x01 ebdadtoe imonsens rss
dl ett as 9 bss ed
this heavy type of depressor. Moreover, the present design
Should have relatively high damping, so that the effect of
disturbances should not prove serious,
Although a detailed structural investigation was not
undertaken, an abbreviated analysis was made and the results
indicate that no serious structural difficulties need be
expected.
64
if ghaob snaweare site ae
we ose wey , be, oben nsw enayi
ny
‘ ied, poe BOE ILuOAAAEO teowiae eugsze8 os
ane pes.
HYDRODYNAMIC DESIGN
Weight, Lift, and Drag; Pitching Moments
The DEFINITION SKETCH shows the depressor with biplane
wing and biplane horizontal stabilizer and defines, by illus-
tration, the principal linear dimensions relating the positions
of the wing, stabilizer, and towpoint. The distances xy and Xy
are the horizontal spacings of the mean quarter-chord points
of the wing and stabilizer forward and aft of the towpoint,
respectively. A longitudinal reference axis fixed on the body
and passing through the towpoint is chosen so as to lie in
the intended streamwise direction when the depressor is in
steady tow. The sketch also illustrates the pitch angle, 06,
defined by the inclination of the longitudinal reference axis
with respect to the direction of motion. The incidence angles
Lay and iy are likewise defined as the inclinations of the chords
of the cambered wing and horizontal stabilizer, both with
respect to the longitudinal reference axis of the body.
The sketch illustrates also the lift and drag forces, Lay
Li» D._, and Di? produced by the wing and horizontal stabilizer,
and the hydrodynamic moments My and Mi» all referred to points
at the quarter-chord and mid-gap poisitions of the biplanes.
These last points on the wing and tail are further related
to the reference axis by the vertical spacings hy and Rue
To attain the desired hydrodynamic downforce and the trim
condition, ca 0, and to provide static stability in pitch
65
sJapnolk pihiiodhs.
locliiee bat addi ntkeee age’ ods aworts | etd “worstiarsac atte ean
| women LA, yal |, pore itl Bing toukitdege fescor aod foto baat prtke a
eadtdiwend end heh eat oe atehansats “seal L Leahogd'tg, with ek SH48, | i,
rad teu ie weonazabh edt sdatogwod bus tokk Lite pate ‘Sit ‘ho!
niniog Grotor9didup aaem werd to ‘aenkosge Ledaoms nad, ous ite
tatoquad ont 20 35 bas Srawrs0® westlidase bee este seis basil
sh ens a0 hextd atxa Boe Le tox Lan buatpnet A
‘weloas: ode tions andy .tetdom oo nordnentb ods: od.
sical tru to, nabs sen! font okt 8 mama b aelwons au
huey
Ud
N
Towpoint
Longitudinal
Body Axis
Definition Sketch for Hydrodynamic
Design of the Depressor
66
about the towpoint, three conditions must be satisfied:
2g =) b= Wi [1]
2M = 0 [2]
gq
qq uM< 0 Le
when @ = QO,
Here 2 L is the total vertical hydrodynamic force; = M
is the total force moment about a transverse axis through
the towpoint; and W is the weight of the body in water.
We now define the following:
Pp » Gensity of the fluid;
U , velocity of tow;
q ,° dynamic pressure, pU*/2;
D., , ‘ drag of wing and tail, respectively;
(i Tsk
ce Cy » mean chord of wing,and chord of horizontal
tail surface;
Su Ss, » Lifting surface area of wing and horizontal
taal:
€ ,: “downwash" angle (inclination of fluid stream-
lines relative to the remote flow) at the tail;
Ly Ls » lift coefficients, L,/4 Sip Ly/4 Sy?
: drag coefficients, D/4d Sy D,,/4 Si
Mi» Ms » Moment coefficients, M/4 Si (cle 5 M./4 Su Cr ?
With the further notation that an appended subscript "9"
denotes differentiation with respect to pitch angle, conditions
67
a 9n08 oLmummybo xb yal imo,
Aigiossts ais ‘eurtevean st & ‘cig sees peaitiry 4
-tatew at ybod agit ‘ho ae ect hiiad Ww bi arr
[1], [2], and [3] may be written:
U
oy = i x = =-
2 iy Sg St Bes (Li € D,,) 1h W (elvan
(os)
i
a 4 ¢ =
= Tay Sig Sy t Dw Sw Pe + My Sw ow
os be fe é / é
(Le € De) SE (D,, te Li) Sy h,,
fie Soir [2a]
oO
V
(Ling * Diy) Sp my (Dir 7 1g) Sy Bw
ie Seu he ewe te are Dea eC! = ea) Ds, | Sy %y
ratte etl iaveg) Oe Deeg en Cl aaee a) | S Ry [3a]
Equations [2a] and [3a] do not include the moment due to
the body's weight-in-water. It is intended, however, to specify
the location of the ballast so as to place the effective center
of the gravitational forces directly below the towpoint when
the depressor assumes the design condition, 9 = 0, in tow.
In the preliminary choice of the dimensions of the depressor,
the drag was neglected and various ratios of S, to Soy aspect
H
ratios, and wing-tail separations were tested until a suitably
compact configuration was obtained. Moderately large gap-to-
span ratios, G/b, and gap-to-chord ratios, G/C were chosen to
minimize biplane interference effects. Also, biplanes of
equal span and area and with zero stagger were selected. On
this basis, a preliminary configuration was obtained and the
values of the areas, aspect ratios, and overall length and height
fixed. At this stage, camber and wing and stabilizer incidence
68
tnt) mi Be wick)
m ve wht ve 7
Ce ene gee belo a
lies) a 7 i bial | " Md
a { , v : ’ ‘ i y en ‘
aah Let hae 7) Ate y a + ge tee + 1) “ ie]
pe pes, aeoumeont ect) atatid oad Jon eb (et), bag ico rs
NBtonae oo nowantod babs ant et +t + t936w-ah— ~lphow
ane pce ott Soni oF a8 0g inal oad 2 |
oe mts ba cee : ig of teaohis
had not been fixed. The complete equations were then used
to refine the estimates of wing and tail incidence and camber
needed to satisfy design requirements. For this purpose, all
gGuantitites in [la], [2a], and [3a] are expressed
of the effective angles of attack of the wing and
Stabilizer. For the condition, @ = 0, the latter
respectively, iy + By and i - €. Here (-B)
--
H Br
of zero lift in the free-stream characteristic of
wing or tail.
in terms
horizontal
are
is the angle
the biplane
If, for brevity, we write w for i+ 6B am designate
by “a" the slope of the lift curve (i.e., the derivative of
the lift coefficient with respect to angle of attack), the
required identities may be written, in the case, 9 = 0:
Leg = ay Oy 7 Ly = ay (a, — €)
Di Henle sep! ene) ee j—aDeey ty Ds
W we Wi H Hp Hi
aN A al peu
Mi Mow Bie MoH
r) = e 4 =
me 0 oN 7 Lig = a: (1 - &)
t aa ‘ . G = :
Die ~ Pwie 1 Pag) annie
[4]
Here Ds is the profile drag coefficient, assumed independent
/
of angle of attack; and Dy is the induced=drag coefficient
assumed given by
69
Veter
| ai i
\ppen nosed Cecil ‘avvotinsupe asotun |
apa hinigg o fbrun ys seo onenh Sopa bas eet koe Saas
secomarshupes ey Ache
(se) baa tas) teat i gu skIomm
its Joaoersi akitd ‘tai
rere) i, peaeatexo Pot),
“peat eats elt te Nosaae, ae aieag
ine
i on
“detoost i
ek socal eri 0 q aotaBBan® one et
ahyna and al (a) ‘agen v3, 4 yh * e
oneiats pea 20, sigalassoeaeie nun s8t-n0t out a std Bee es MG
Ro. evideviasb att af ) eviws, sas on
orks . (insta ag eipas , ot soaqees etait
om vf 9b odd nk settee at a vot
ano 833900)
where A is the the aspect ratio, b/s; b is the span; 5 is a
tip correction factor for the isolated monoplane of equiva-
lent aspect ratio; am o is the biplane interference factor
for finite aspect ratio (Reference 6).
The values Mew and Mon depend upon the camber of the
airfoils, being zero for symmetrical foils. Reference 6
gives MS So t B. Also, Mo is independent of angle of
attack so that Me does not appear the expression for static
Stability, eaquacion Salle
For thin airfoils of small circular arc camber,Zzp is
half the angle subtended by the arc. Thus the camber £
(maximum height of the mean camber line above the reference
chord)i=aseS C/2.
The lift curve slope, a, for a biplane may be deduced
from the expression for the induced angle given by Reference 6;
a
5 ie)
———————
where ay is the lift curve slope of the lifting surface for
infinite aspect ratio; tT is a second tip correction factor for
the isolated monoplane airfoil of equivalent aspect ratio;
and 6’ is the biplane interference correction for infinite
aspect ratio. The equivalent aspect ratio of a biplane con-
Sisting of equal areas and spans is identically the aspect
ratio of the isolated wings.
70
i fr nt : conan | pie i
rt p< secns O78 me LUO Lise by ‘attonste nts,
3 rode ont eure 936 eds ha bebnoadie as
The downwash angle is expressed in terms of the value
obtaining at the position of the idealized lifting line for
an elliptic spanwise load distribution. The latter quantity,
designated Eo? is equal to Li / TA, e The downwash angle far
behind the wing approaches twice the value Eo: Some reduc-
tion, however, occurs from viscous losses. Also the value
is reduced in the region above and below the vortex sheet.
An estimate of the latter reduction is given by Glauert
(Reference 6) for spanwise position as a function of the
ratio of height above the vortex sheet to the semispan.
The approximate value of the average height of the horizontal
Stabilizer planes above the zero lift lines of the two wings
for the initial configuration is 0.46 "a » The value of the
downwash at that position above the wing was taken to be Eo:
On the basis of the equivalence in the induced drags,
the downwash of the biplane is greater than the downwash for
and the
a
the equivalent isolated monoplane by the amount Ske
A 3
expression for the downwash angle at the tail plane is
finally EG (1 + go) (Reference 6, p. 187).
Finally, to express equations [la] and [2a] completely
in terms of Oo and Os» we need only fix 6. This was done by
imposing the condition that the remote flow be tangent to
the mean camber line of the airfoil at the leading edge.
Since, for small circular arc camber, this condition is
71
1 a lg pray Imist test eit 0, meme “is ge
| swthyaagy moasret an sokswaitmrakb aot senensga “abit
“mt agit aitirob en? x gh Na os eupe. ‘aa 1 v0 i,
ious) ‘ert oa au ley mind actus aodsao sity Rey i m
oaLey tad ota 290008, suooaly ni aalrdae
Laxqubiu ‘eat! Qa seeds seus yay overs seated eo: pi
adteos nth ott 20 aneLodt ogaseye arth 20 onlay = aan ame
od: to ‘eutiey ade * ae ab. 0 et’ aren kakaras
1 od ik ee? paw pink bana svods: | te
satisfied if i = 28, the middle pair of Equations [4] become
OH
ae
63)
WA reas a) 2
Values of the parameters defining the final configuration
are given in Table 1, and the resulting geometry is shown in
Figure 3 in the body of the report.
The gravitational force and moment were then estimated
to verify that the values initially estimated could be obtained
with reasonable volume of ballast. This was found to be the
Case.
Since considerable uncertainty attends the prediction
of the downwash angle, provision must be made for adjusting
the horizontal stabilier incidence. As it is not convenient
to adjust the entire stabilizer assembly, an elevator should
be provided for this purpose.
The uncertainty in the actual effective value of the
downwash is, at most, Eo From Table l, Le = 0.75. Therefore
0.0734
m
|
J
Il
4,2 degrees.
The elevator must thus provide for a minimum rotation of the
horizontal stabilizer zero-lift-line of + 2.1 degrees.
For design purposes, we shall arbitrarily triple the required
range by requiring a shift in the horizontal stabilizer
72
amgoedt (S, arb saus to pee arbbn od . my
los feat ee hl) vom
tue ae ahve ete
poLseugl? 409 onus eit meV sgasiered ‘443 36 : ae
BE nvoM Bt ative paitivags odd bo uf Aaah bi 7
Sebibhibes “36s over aeekdae ta eae pean
Dos scant we Blues bosmmitee viletsint doula’ edd seit Vs
edd od o3 eater” ‘asw eter gantind Ye omulov ot
Noks2abora ont abnesve Winiadsesas esdasebieao9,
eri | Ba 70% ebant pa ch roLakvorg oipas ¢
"— mtakeevaoe toa at Jt ah seonobinmt teLkadads |
: Avo xosevels is Sac ton Lidase ug ae ont a
ig h) ty ry,
ye) 6 putay avignpiite © tanto oe « ? ay
va Ph
; HN wf
te }
zero-lift line of 6 degrees for a 20-degree elevator deflec-
tion, i.e., an elevator effectiveness (a0,,/45) of Ops.) ahis
condition is theoretically satisfied for a flap-to-stabilizer
chord ratio of only 0.05 (Reference 7). Effectiveness factors
of this magnitude are rarely obtained in practice, however,
and experimental evidence (Reference 8) indicates that the
flap-to-stabilizer chord ratio should be as much as 0.125
for installations with sealed gaps. If a sealed gap is not
used, a ratio of not less than 0.2 should be selected.
Lateral Forces; Yaw and Roll Moments
The balance of forces in the lateral plane must satisfy
the relations
> Fy = 0 [5]
2a 0 [6]
SL = ) zal
a (= M,.) =70 [8]
oF GS © [9]
Here 2 Fy is the sum of all lateral forces; 2 M, is the sum
of all moments about the vertical axis; 2 M,. is the sum of
all moments about the longitudinal axis. It is, of course,
required that the above conditions be met for zero values of
roll angle » and yaw angle vy.
Conditions [5], [6], and [7] are met if the depressor
73
ou tem kotevote te beds 6 20% sootiges
eka wh 0 Ae | OR os) saodtavavoasio. ‘rosevere a
awsilkdaverod-aqld 8 ‘tok botkedsas Bie ashi souls
exons? | Aoonievi soothe
ass " as Apion 28 od bivorts OLiet bea nist
iby ee ane baleen % az ‘ a ld belsse Far nee
t
20 awe boast a +
oe ord to Aad:
\)
is symmetrical about the x-z plane while [8] is satisfied by
positioning the center of weight-in-water below the towpoint.
With respect to yaw, the principal destablizing elements
of the configuration are the vertical struts connecting the
main wing panels and, since both the wing struts and vertical
stabilizers are symmetrically disposed, we may write for
Equation [9]:
= (eM) ka SK. Gea aS xg
dy Stos . Sis Ve OV re
where subscript s denotes the forward struts and v the verti-
cal stabilizers. The tail efficiency factor, a,./4; must be
considered since the span of the vertical stabilizer passes
through the wake of the lower wing. Since the gap-to-chord
ratios of both wing and vertical stabilizer struts are large,
and since each is effectively end-plated by the wing and hori-
zontal stabilizer, we may assume, a_ =a_=a_. Then assuming
s Vv fe)
a,./4 = 0.8, we need only require 0.8 sy x, > S, Xo: From
Table 1, Ss, = 4.6 sq ft; aos Saf? £t; s.> Les? sqG. it:
and x2 = 0.51 £t. A more refined estimate of stability in
yaw would include the contributions of the horizontal lifting
surfaces, the bulbous housings, and the remaining parts of
the structure. But this appears to be unnecessary.
74
hy
“piatowes ads) py ! sett sto 4
TABLE 1
GEOMETRIC PARAMETERS FOR THE VERTICAL PROFILE
INSTRUMENTATION DEPRESSOR
GENERAL
Total Wing Area iS} Se) 7/5) Ser see
Towpoint Location 30% ith
Tail Length xy 4.5 £t
Overall Length L* 6.42 fre
Overall Height SO) se
Overall Width 6.54 ft
WING _
Biplane Area Sy 26.5 sq £t
Aspect Ratio Ay 3.425
Mean Chord ae 202 fet
Taper Ratio ug 0.6
Span bi 6.56) Be
Camber Factor B = 2£/c 0.0788
Lift Coefficient Lv 0.755
Lift Curve Slope Le (3618
Incidence iy 9°
Gap Gy Zod) ie
Camber of Root f. G7 10> fr
Camber of Tip f. OnOGR Et
75
HORIZONTAL STABILIZER
Biplane Area Si 13.25 sq £t
Aspect Ratio 4.1
Chord Cy oA) athe
Span bi, SOME
Taper Ratio re Lo®)
Camber Factor 2£7,€ 0.024
Lift Coefficient Le 0.255
Lift Curve Slope Le 3.56
Incidence | vee Spel
Gap Gi Pro) ake
VERTICAL STABILIZER
Biplane Area s. 4.6 sq ft
Chord Cy dbo dS) | ake
Taper A 1.00
Rudder Chord Cu. Q,ASS ie (0.2 Cc)
Lever Arm ee S50 a9
WING STRUTS
Effective Strut Area S, 1, 38\sq. £t
Chord Cc. “O5275;-£6
Taper Ratio ve 1.00
Lever Arm x Onow se
TORT 310
et eS8t hh Ue ee:
APPENDIX If
INSTRUMENTATION FOR MEASUREMENT OF TEMPERATURE PROFILE
79
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} ; ie lay Vea ii 1 ih
er ie a iN i ues ay ‘i
APPENDIX IL
INSTRUMENTATION FOR MEASUREMENT OF TEMPERATURE PROFILE
INTRODUCTION
This section presents the design of an electronic instru-
ment system for continuous temperature recording at each of
a large number of points along the 6000-foot cable of the
towed system described in the preceding sections of this
report. The purpose of the detailed design is to provide an
embodiment of the basic aemease of the deep-towed vertical
chain of sensors, first, as a demonstration of feasibility
and, second, as the preliminary design of a practical instru-
ment system for ebtai nine data of primary imeesede in oceano=
graphy.
A towed, vertical-profile, temperature-sensing chain,
currently in use by Woods Hole Oceanographic Institution,
is described in (2). It contains 22 thermistors equally
spaced along its 900-foot length. The cross-sectional area
of the faired chain is large enough to accommodate separate
electrical leads connecting the thermistors to the shipboard
Sampling and recording apparatus.
By contrast, the present system calls for one hundred
or more measuring points spaced along 6000 feet of cable, the
cross-sectional area of which is sufficient to accommodate
only about twenty electrical leads of reasonable size and
insulation.
80
~ ane pine xii Le ng ’0 apiged eds asoone3q no) some stan | i AN
xo tina Ye paibicoss sisseuegne? suguns tans Ox masa doom . ,
ais te witiso TaRA OS ods onols asatoq. be steoctntnat ound 8
Rds Bo ano.soe4 pubbsoeig od? nk Bedtxpaeb mptaye, bowos
ih eBtve 29 at al dpteob beltnsed ed? lo eaoqiug ed? suger
“feptstev bowos-geob ad? to sqeonop ohund add zo snambbodm
yet bedbane to aotsersecome) 6 o4 |, Ie7Ly \et0mmoe 0 tri my)
~pideat Lasidosiq 6 so apteeh yrectadloag ots an basset as
oir:
“onseoe ni tnoztat “fama 10 s2ab pal nade 108 mae ae
é
I 19 i i ‘
j i '
it
chads palsaseomtsreges ,oltioug>lsotaiey sige +
nok anstgnce. aides zonses0 | oer. eboow A mine at y
be DOT Gs
In the scheme adopted, the sampling of the various
temperature and depth sensors is accomplished by time-sharing
multiplexing employing a binary code transmitted along seven
electrical conductors extending the length of the cable.
The use of a seven=-digit binary code allows the use of any
number of modules up to 128. The number of modules may be
doubled by the addition of another digit. The electronic
equipment for decoding the switching signal, which interro-
gates each sensor in turn, is contained in the individual
module. The module, when interrogated, transmits a carrier
the frequency of which is controlled by its temperature or
depth sensor. All power and switching signals are shipboard
generated.
The electronic measurement system thus conforms to the
modular concept of the basic cable-and-body vertical sensing
array. The number of modules, and hence of measuring points,
is variable and essentially unlimited. Modules are completely
interchangeable (except for an identifying binary number
carried on an easily removable coded card) and the type of
sensor may be varied from module to module without change in
the remainder of the system.
Figure 14 is a simplified block diagram of a telemetering
system which incorporates switching circuits to control the
action at each module. Additional features and details are
given below in descriptions of the various sub-divisions of
81
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ya, style= yet partis [ epatcaeytaah om pynanor: Asa bis oxyaiared |
| ne yan gad ‘paddimase | pba? ir mie ry worvetan, eabeskataiom Hh
wide: mele! ee adr ol, ae end Boestie esd douhaing Eabhaaoe lo
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vengtron: Le ott vets orton +0 aaidibbs arty yt beisued
aise foie. Lope partido: thwe oat ent Bode 103 “apamehope,.
| bondbx Baad mart he bomistdae ad asus ret LOS dso ode)
ims uD addmmini x3, be saparse ann hades \eiubom ad? weittok ia "4
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f a
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heey!
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ey one wotyten, ‘elite Ltatsoonne! tae 6
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the systen. Critical sections of the electronic switching
and gage circuits have been breadboarded. Stated scanning
rates and signal frequencies may be considered merely as
typical, since these may be fixed variously as required in
an actual system.
83
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(i ig i
SHIPBOARD EQUIPMENT
Figure 15 shows the shipboard equipment in block
diagram, For purposes of description we consider in order:
the power supply; the gage-selection control circuitry;
Gigital display and printer; and the analogue display.
The power to operate all gage packages is derived from
a Single power supply. A variable transformer is adjusted
either manually or automatically to maintain the current at
one ampere regardless of the number of gage packages operative
in the chain. The power is led to the individual packages
through a transformer in each module where the output of the
secondary is rectified and used to power the package. The
primary windings of all the gage packages in the chain are
connected in series. Thus, in the event of a short or open
circuit anywhere in the secondary side in a module, the
remaining modules will continue eo receive power in the pro-
per amount. This "fail-safe" arrangement is employed also in
the control and calibration circuits described below.
Approximately 330 volts will be required to operate 128
gages with 5000 feet of cable if a conductor of No. 22 copper
wire is used for the power. The return wire will be the outer
Steel armor of the cable or an internal heavy gage lead. The
power-supply frequency may be 60 cycles, although 400-cycle
power is preferable in that it allows smaller transformers
84
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|
|
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!
|
GAGE SIGNALS
TO CABLE G2. K.C.to
10 LEADS 11.0) (KeGs
PLUS 1
COMMON GROUND
CALIBRATE SIGNAL
|
DIGITAL DISPLAY © PRINT |
GAGE NO. TEMP.
+
— BIT 7
=- BIT G
GAGE at 5 —_— — —_ —
SELECTION ~~ BIT +
SIGNALS ——— ; BIT 3
= TBIT € -
rai |
|
|
na NO 22 WIRE
san
POWER TO GAGES:
FOR (28 GAGES
a30 Vv |
1A =.
|
|
|
|
!
VAR\AC
STEP-UP
SHIP POWER &
TRANS FORMET
AMPERE
V) 350 VOLTS
te
Ryr
oF
(oe)
GALE
OPERATE
6.2 KC= 0.CO'C =
1 1OKC=30,00° |
|| EPUT Eee COUNTING
R | SEC. sic.
METER
(MODIFY)
3 DIGIT PRESET
DECIMAL COUNTER DELAY
A A SEC OR
AUTOMATIC RESET
AFTER PRESET NO,
| SYNC FROM
ROTATING DRUM
OF RECORDER
(SCHMITT TRIGGER)
AS REQUIRED
ANALOGUE DISPLAY
TEMPERATURE PLOTTER
0° 30°
ON- OFF SIGNAL
TO CHART PAPER MOTOR
SQUARING
CIRCUIT FRED PULSE
WIDTH GEN
FIRING
CKT.
FREQUENCY REPRESENTED
LEVEL
BY VOLTAGE
LEVEL
CHANGE FULL SCALE
BY CHANGING RAMP SLOPE
GAGE SELECTION TIMER
@) auromanic MODE | PULSE / 2 SEC
MANUAL.
| PULSE /pUSH BUTTON
L) MANUAL MODE
SCAN CYCLE TIMER
ADJUSTABLE
FIGURE
SHIPBOARD EQUIPMENT
IS
85
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in the modules, Other conductors in the cable will be:
seven gage-selection control wires; one or two calibration
control wires; and one conductor for returning the gage
signal.
The gage-selection control consists of a timer which
generates pulses at two-second intervals, a seven-bit binary
counter which operates seven relays in such sequence as to
range through all the binary digits from 0000000 to 1111111,
and a 3-digit decimal counter the function of which is to reset
the binary counter after the latter has covered the range that
includes the total number of instrument packages. Each of
the relays, when operated, sends a CW signal derived from the
power supply down one of the seven gage-selection control
wires. The combination of seven "on" or “off" CW signals
‘is decoded in each package in such a way that only one of
the packages sends back an FM gage-reading signal. Provision
is made for a manual reset of the binary counter and for
manual selection of the binary-coded sampling signal.
Thus, in automatic operation, the control circuit interro-
gates the whole chain at the rate of one reading each two
seconds and automatically repeats the cycle. The operation
may be interrupted and varied manually at any time.
Since the primary purpose of this study was to determine
the feasibility of obtaining data from a chain of sensors
86
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strung out on a 6000-foot cable, no detailed consideration
has been given to the display and recording problem. [In fact,
no aspects of the display, recording, or processing in the
system shown are peculiar to the use of a deep-towed instrument
chain. The display and recording equipment indicated in the
block diagram may therefore be considered as illustrations of
a wide class of available equipment.
A feature of the digital display and printer shown is
that the digit representing the temperature or depth is
obtained directly by counting the number of cycles in the
FM gage signal for a selected interval of time. The display
and print-out may be made direct reading in, for example, ~
degrees Centigrade simply by proper selection of the counting-
time interval and a “bias count” which the counter adds to or
subtracts from the total count of cycles occurring in the
counting-time interval. The only requirement on the relation
between themeasured quantity and the gage-signal frequency
is that it be a linear one. As an example, suppose that the
gage-signal frequency is 6200 cycles per second at 0° Cc,
11,000 cycles per second at 30° Cc. A decimal counter which
counts for 0.625 seconds and sores 3875 from the result-~
ing count will read out temperature directly a hundredths of
a degree C.
The analogue temperature plotter indicated employs conven-
tional circuitry to convert the frequency of the gage signal
87
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to a proportionate voltage. The display gives a temperature
profile graphically. More sophisticated apparatus for pre-
senting the data in various forms is readily adaptable to the
gage system described.
88
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GAGE PACKAGES
Figure 16 details the electrical circuitry of a modular
package for measuring temperature, The temperature sensor
consists of a pair of thermistors which control the frequency
of a Wien-bridge oscillator. Tests have shown that, with
suitable padding resistors, the frequency can be made a
linear function of the temperature. Typically, the oscillator
frequency may be made to vary from 6000 cycles per second
at 0° C to 12,000 cycles per second at 30°C. In this way,
by means of a shipboard counter and timer, direct digital
readout of temperature may be obtained.
Figure 16 shows also the seven "bit" circuits which
decode the control signal. Each bit circuit has two
outputs of opposite polarity. The polarities are interchanged
when the primary winding of the transformer is caused by the
control signal to carry current. The binary number identi-
fying a package is determined by the seven binary choices
involved in connecting one of the two outputs (A or A 9
B or B, etc.) of each of its seven bit circuits into the
7-input “and" circuit. The carrier oscillator, the frequency
of which is controlled by the measured temperature or
pressure, will be turned on only if all seven inputs to the
"and" gate are of the proper (same) polarity. Thus, each of
128 different packages can be interrogated separately by
the proper combination of the presence or absence of exciting
89
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—_—_»>
POWER SUPPLY CKT.
LEADS TO SHIP ADS TO LOWER | Sanur enunte
528 ee “GAGE PACKAGES | TO.GAGE SELEGTORNGKIS: Aokm Gg OY +
> POWER SUPPLY - | | QQ0 BorB
CTE | — SE Core
ve -ve | POS. FEEDBACK . Dex
on For F
ee as | | Eo:
Vani | EXAMPLES
GAGE NO.7 GAGE_NO.28& GAGE NO. 8B , a
a | TEMPERATURE MEASURING a a A 2-INPUT AND'GATE
$7 B -——_e | THERMISTOR é e é s
B q Ea) | E E E
| a F F
BIT 3 6 cG
|
Sit | == REGULATED
G C |
———
[574 BiT CKT.
CKT ) |
oh : Qo)
| eye 5 O————— |
= ALL BIT CKTS. SAME LY
i ' ey | _—_——+>—-& TO SIGNAL
MS | AMPLIFIER a
CKT — > (LOCAL SIG
F F TCAL CKT TEMPERATURE
MEASURING
oe | THERMISTOR
|
|
— “SIGNAL.
AMPLIFIER
CKT.
LOCAL SIG. |
FROM LOWER
COMMON GROUND oo GAGE PACKAGES
FIGURE 16 90
+V toca «=o TEMPERATURE MEASURING GAGE PACKAGE
SIGNAL
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current in seven control lines. The primaries of the "A"
transformers in all of the packages are connected in series;
similarly the "B" transformers; etc. Thus, the control
circuits have the same "fail-safe" feature as the power circuit.
Calibration of the temperature and pressure sensors is
accomplished by remotely switching the frequency control of
the telemetering oscillator to one or more sets of calibrated
resistors, Switching is accomplished by sending a control
Signal which excites the primary windings of the calibration
circuit transformers of all packages. The output from the
secondary is rectified and caused to operate a relay which
effects the necessary switching from sensor to calibration
resistors. In order to avoid the unnecessary power drain
incurred by operating relays in all packages, the calibration
signal is applied to a 2-input "and" gate along with the output
of the 7-input control "and" gate so that only the relay in
the package being interrogated is operated, Inclusion of
one calibration circuit allows the control of the oscillator
frequency to be switched from sensor to one set of calibration
resistors. Addition of a second calibration circuit would
add two more calibration points, should this be desirable.
It is probable that one circuit will suffice since the real
‘purpose of the “calibration” is to apply a check on the
proper operation of the telemetering system,
on
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A very small number (perhaps three) of pressure measur-
ing packages will be required to indicate the depth of the
temperature sensors, The pressure gage will control the
frequency of an oscillator and the package will be scanned
in the Same manner as the temperature packages. To obtain
the required accuracy of pressure measurement pressure
transducers of a preciSion strain gage type may be required.
For use with these, precision sub-carrier type oscillators,
commercially available, will be modified to suit the require-
ments of the system.
The signal Snpieeier contained in each package serves
a double purpose: it amplifies the FM carrier generated by
the signal oscillator in its own package and, when a gage
farther down the chain is being sampled, transmits the FM
signal from below on up the chain. The fail-safe feature
afforded by the use of transformers in the power, control,
and calibration circuits is provided in the signal amplifier
by isolation resistors. If, for example, one gage package
becomes flooded the signal from the lower gages will feed
around that amplifier through resistor Re The next ampli-
fier will be able to raise the signal to the standard level.
92
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REFERENCES
93
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if
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At
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ln
REFERENCES
Ellsworth, W. M.: General Design Criteria for Cable-
Towed Body Systems Using Faired and Unfaired Cable;
Systems Engineering Division, PneumoDynamics
Corporation Report No. TN-SEDU-6634-1, October, 1960,
Hubbard, C. J. and Richardson, W. S.: The -Contouring
Temperature Recorder; Woods Hole Oceanographic
Institution, Reference No. 59-16 (Unpublished
Manuscript), April 1959,
Pode, L.: Tables for Computing the Equilibrium Configur-
ation of a Flexible Cable in a Uniform Stream;
David Taylor Model Basin Report No. 687, March 1951,
Eames, M. C.: The Configuration of a Cable Towing a
Heavy Submerged Body from a Surface Vessel; Naval
Research Establishment (Canada) Report PHx-103,
November 1956,
SSS SS S255 : Description and Application of the "Caterpuller"
Tractor Type Capstan; brochure issued by the Entwhistle
Manufacturing Corporation (no date).
Glauert, H.: The Elements of Aerofoil and Airscrew Theory;
Cambridge University Press, 1948.
Fehlner, L. F.: The Design of Control Surfaces for
Hydrodynamic Applications; David Taylor Model Basin
Report C-358, January 1951.
Abbott, I. H., et al.: Summary of Airfoil Data; NACA
Report No. 824, 1945.
94
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DISTRIBUTION LIST
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PucumoDynamics (Cleveland Pneumatic) Reports
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Attn: Mr, George L, Scielstad
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Main Navy Building
19th & Constitution Ave,, N.W.
Washington 25, D. C,
3 Canadian Joint Staff
2450 Me cachuaetts Ave., N, W
Washington, D. CG.
1 Admiraity Research Laboratory
Teddington
Middlesex, Engiand
Via: Chief of Nava] Operations (Op~705)
Department of the Navy —
Washington 25, D, ©.
1 Commanding Officer
Underwater Detection Establishment
Portland, England
Via: Chisf of Naval Operations (Op-703)
Department of the Navy
Washingtou 25, D. C.
1 Cdr. Destroyer Development Group Two
U.S.N. Base
New Port, Rhode Island
1 Cdr, Destroyer Development Group
prigeacitic
San Diego, California
‘1 Great Lakes Research Division
Institute of Science & Technology
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‘ohns Hopkins University
Tyan Maryland Hall
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M. nile Park, California
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5 Bermuda Field Station
ie Georges, Bermuda
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Virginia Ke
Miami 49, Flerida
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Meteorology
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Texas A & M College
College Station, Texas
memt of Oceancyrarhy &
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Scripps Institution of Oceanography
La Jolla, California
1 Depariznasnt af Engineering
University of California
Berkeley, California
1 Head, Department of Oceanography
University of Washington
Seattle, 5, Washington
1 Director, Hawaiian Marine Laboratory
University of Hawaii
Honolulu, Hawaii
1 Director
Arctic Research Laboratory
Box 1070
Fairbanks, Alaska
1 Director
Bermuda Biological Station for Research
St, Georges, Bermuda
I Laboratory Director
Bureau of Commercizl] Fisheries
Biological Laboratory
450-B Jordan Hall
Stanford, California
1 Department of Geodesy & Geophysics
Cambridge University
Cambridge, England
1 Allan Hancock Foundation
University Park
Los Angeles 7, California
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