DTNSRDC-81/012 MON AND HYDRODYNAMIC EVALUATIONS OF A CONTROLLED-DEPTH TOWED DEPRESSOR ED TO HOUSE A CONDUCTIVITY, TEMPERATURE, DEPTH (CTD) INSTRUMENT SYSTEM ge / DE | 120. W/2. 9 (2-80) superseaesysynu44) DUN SIS OG 5), O12, DAVID W. TAYLOR NAVAL SHIP RESEARCH AND DEVELOPMENT CENTER Bethesda, Maryland 20084 OPERATION AND HYDRODYNAMIC EVALUATIONS OF A CONTROLLED- DEPTH TOWED DEPRESSOR DESIGNED TO HOUSE A CONDUCTIVITY, TEMPERATURE, DEPTH (CTD) INSTRUMENT SYSTEM by R. Knutson R. Singleton APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED SHIP PERFORMANCE DEPARTMENT RESEARCH AND DEVELOPMENT REPORT W. u 0 i DOCUMENT a March 1981 ‘OLLECTION DTNSRDC-81/012 MAJOR DTNSRDC ORGANIZATIONAL COMPONENTS DTNSRDC COMMANDER 00 TECHNICAL DIRECTOR 01 OFFICER-IN-CHARGE CARDEROCK 05 OFFICER-IN-CHARGE ANNAPOLIS SYSTEMS DEVELOPMENT DEPARTMENT 11 AVIATION AND SHIP PERFORMANCE DEPARTMENT SURFACE EFFECTS 15 DEPARTMENT 16 a eae COMPUTATION, STRUCTURES MATHEMATICS AND DEPARTMENT a LOGISTICS DEPARTMENT 18 SHIP ACOUSTICS Pleat easou ee DEPARTMENT | LIARY SYSTEMS DEPARTMENT 57 SHIP MATERIALS CENTRAL ENGINEERING INSTRUMENTATION DEPARTMENT 95g DEPARTMENT 49 MBL/WHOI MO INVA UL 0 0301 O032c4%b & UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) READ INSTRUCTIONS | | REPORT DOCUMENTATION PAGE BEFORE COMPLETING FORM 1. REPORT NUMBER 2. GOVT ACCESSION NO./ 3. RECIPIENT’S CATALOG NUMBER 1 DTNSRDC-81/ 012 4. TITLE (and Subtitle) 5. TYPE OF REPORT & PERIOD COVERED OPERATION AND HYDRODYNAMIC EVALUATIONS OF A CONTROLLED-DEPTH TOWED DEPRESSOR DESIGNED TO HOUSE A CONDUCTIVITY, TEMPERATURE, 6. PERFORMING ORG. REPORT NUMBER DEPTH (CTD) INSTRUMENT SYSTEM . AUTHOR(s) 8. CONTRACT OR GRANT NUMBER(S) R. Knutson R. Singleton . PERFORMING ORGAN! ZATION NAME AND ADDRESS - PROGRAM ELEMENT, PROJECT, TASK AREA & WORK UNIT NUMBERS David W. Taylor Naval Ship Research N6230678P085023 and Development Center Bethesda, Maryland 20084 Work) Unit) 15485801 - CONTROLLING OFFICE NAME AND ADDRESS - REPORT DATE Naval Oceanographic Office, NSTL Station March 1981 Bay St. Louis, Mississippi 39522 ” NUMBER OF PAGES 88 » MONITORING AGENCY NAME & ADDRESS(if different from Controlling Office) - SECURITY CLASS. (of this report) Naval Oceanographic Office, NSTL Station UNCLASSIFIED HEDUL | . DISTRIBUTION STATEMENT (of this Report) APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED . DISTRIBUTION STATEMENT (of the abstract entered in Block 20, if different from Report) - SUPPLEMENTARY NOTES - KEY WORDS (Continue on reverse side if necessary and identify by block number) Towed Body Control System Oceanographic Survey . ABSTRACT (Continue on reverse side if necessary and identify by block number) A controlled-depth cable-towed depressor designed to house a conductiv- ity, temperature, depth (CTD) instrument system is described. Design con- siderations are discussed, and the results of basin and preliminary at-sea evaluations conducted to ensure hydrodynamic performance are presented. The evaluations indicate that the basic design objectives were satisfied. De- tailed hydrodynamic performance predictions as well as operation and main- tenance guidelines are included in Appendices. FORM DD , jan 73 1473 EDITION OF 1 Nov 65 Is OBSOLETE S/N 0102-LF-014-6601 Lh UNIGNORE ae | SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE (When Data Entered) UNCLASSIFIED SECURITY CLASSIFICATION OF THIS PAGE(When Data Entered) TABLE OF CONTENTS TEI Ol WIWGUINSS6 6 6 6 6 6 0 0 O10 6 6 6 50:0 0 6 WyCGMD OF IWNRS 5 o 1 '5 69 66 OOo 6 6 6 6 5 Oo INCIWAMILON 5 Gg G6 0 0 6 O86 Oba INBSMIRAGIE Go doo o 0 0 9.6 66 6 6 a ADMINSTRATIVE INFORMATION. PN TRODUCLITON Se ee DESIGN CONSIDERATIONS. .. . PRELIMINARY DESIGN CALCULATIONS. .... REMOTE SENSOR CABLES TOWCABLE AND DEPRESSOR. . . DESCRIPTION OF EQUIPMENT . DRIES SORNG 6 6 0.6.0.0 0:0 00.0100 56 0.0 WOMGONHHS 5 6 6660000000000 00 VON COME, SISO MOINES 6° 6 6 6 6 6 6 6 6 0 6 O10 oo Oo DEPTH CONTROL SYSTEM . BASIN EVALUATION. . . EQUEPMENT uve fc) eh roe aM yee ap sitclatacne? ss PROGEDURES# SON LAD uid cies ca AR OO aos) eairt RESUITS Hane i Le Aeon Saban’ sya a os eee ATE SEAGE VAT WATNON Wamu tinien ine ae wee ehna ee ule FOUPPMENDS ihc 4) 0 Rae ne Bes Shy BA ACK: PROCEDURE Samer y iver Mi wadtasah tauthyn patios he a runwe RESUBES ES so0hs alcde Me ey oe oem REE Ge ALY CONCLUSIONS AND RECOMMENDATIONS. ........ APPENDIX A - PREDICTED HYDRODYNAMIC PERFORMANCE CURVES APPENDIX B - MAINTENANCE AND OPERATION GUIDELINES. APPENDIX C —- HARDWARE CONSTRUCTION DRAWINGS. .... . iii Page APPENDIX D - CONTROL SYSTEM CIRCUITRY AND CABLING DIAGRAMS. IIMS > (6 6 oo 6 6 6.0/0 0 510 6 1 10 ial 12 13 14 ES) LIST OF FIGURES Schematic of Conductivity, Temperature, and Depth Towing Comidiemcaeilom 5 oo 916 60 60600500006506000 65 Predicted Tension in Remote Sensor Cable at 10 Knots as a Function of Cable Length for Two Remote Sensor Distances Above Depressor . Predicted Towcable Length and Towing Tension to Achieve a Depth of 200 Meters at 10 Knots as Functions of the Tension Produced by the Depressor (Depressor Lift-to-Drag, L/D = 4.0). IDYSpISASEHOIN: 6° G6'o 56 6 69S 65 6 5 6 6 6 O80 66 Ol Schematic Cross Section of Toweabile . 2. 3. 2. 2 2 = « Reanoes Sensor Wowie 6.65 5 6b og 0 6 6 66 6 6 6 6 Oo Attachment of Remote Sensor Mount to Towcable ......... oaloroewacl Copneroll IMLAeesOmes 6 616 6 6 6 6 6 6 616 0 6 0 6 Depressor Coefficient of Tension as a Function of Control Flap Deflection for Various Speeds and Horizontal Stabilizer Iimeigence ANBIES> 6 5600.00 00 0000000065665 500 Depressor Response at 10 Knots to a Square Wave Control Input for Two Flap Gain Values (Towcable Length, 4.5 m) Depressor Response at 10 Knots to a Sine Wave Control Input CiOCAIDILG Ikemee, AoS m))>o 6.6 9:6 00 00°00 0006000 Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 250 m; Depth Set, 87 m) Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 250 m; Depth Set, 100 m). Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 115 m; Depth Set, 50 m) Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 115 m; Depth Set, 60 m) iv Page 75 79 De. 23 Ds) 28 35) 38 16 17 18 19 20 21 Control Flap Response to Sine Wave Input (Bench Test) Following Sea Evaluation ..... Estimated Cable Angle at Depressor as a Function of Depressor Coefficient of Tension. . Predicted Depth as a Function of Depressor Coefficient of Tension for Various Wetted Towcable Lengths and SESS 615 5 650 6.0 O16) a ola in Cyclic Depth Attenuation Factor as a Function of Cycle Frequency for Two Wetted Towcable Lengths. Predicted Remote Sensor Distance Above Depressor as a Function of Depressor Coefficient of Tension for Sensors at Two Locations Along the Towcable.... Predicted Towing Tension as a Function of Wetted Towcable Length for Various Depressor Coefficients of Tensions amel SECIS 5 i656) 6 6 6% olo' 6 6) 6) e LIST OF Depressor Physical Characteristics Basin Evaluation Data. ....... At-Sea Evaluation Data ....... Control Calibration. ... Towcable Calibration ........ TABLES Page 43 5ill 54 10 20 Zi 63 NOTATION Static depth variation corresponding to control flap deflection Dynamic depth variation corresponding to control flap deflection Cable normal drag coefficient Depressor coefficient of tension Depressor Drag Cable diameter Cable tangential drag factor Tail incidence angle Depth attenuation factor (K = A,/A,) Depressor lift Reynolds number Wing projected area Towcable tension produced by the depressor Towing speed Control flap deflection Water density Towcable angle vi ABSTRACT A controlled-depth cable-towed depressor designed to house a conductivity, temperature, depth (CTD) instrument system is described. Design considerations are discussed, and the results of basin and preliminary at-sea evaluations conducted to ensure hydrodynamic performance are presented. The evaluations indi- cate that the basic design objectives were satisfied. Detailed hydrodynamic performance predictions as well as operation and maintenance guidelines are included in Appendices. ADMINISTRATIVE INFORMATION This work was funded by Naval Oceanographic Office Project Order N6230678P085023 of 29 March 1978, David W. Taylor Naval Ship Research and Development Center Work Unit 1548-801. INTRODUCTION The David W. Taylor Naval Ship Research and Development Center (DTNSRDC) was requested by the Naval Oceanographic Office (NAVOCEANO) to provide a controlled- depth towed depressor to house a conductivity, temperture, and depth (CTD) instrument system. In addition to sensors located at the depressor, provision for two sets of remote sensors to be located on the towcable were requested. This report discusses design considerations and calculations to establish towing configurations and depressor wing forces; describes the resulting hardware and control electronics; and summarizes the results of basin and preliminary at-sea experiments conducted to examine towing performance of the depressor. Predicted performance curves as well as information concerning operation and maintenance of the equipment also are given. DESIGN CONSIDERATIONS The depressor is required to maintain selected depths to 200 m at speeds up to 10 knots. During steady towing, depth excursions no greater than + 150 mm-are desired, although excursions up to + 300 mm are acceptable. Cyclic depth control of the depressor at frequencies from near zero to 0.2 Hz is required. Cycle ampli- tudes up to 7.6 m are desired at frequencies below 0.01 Hz; at frequencies above 0.01 Hz, cycle amplitudes up to 600 mm are desired. Instrument space for the control electronics should be located in an area sep- arated from the CTD electronics to avoid interference. An internal space 152 mm in diameter and approximately 540 mm long is required for the CTD electronics. A single COAX conductor or an equivalent set of conductors is required in the tow- cable to transmit power and receive signals for the CTD; depth control functions should be provided by separate conductors. The two remote sensor units will be positioned at various locations along the towcable. Maximum vertical separations from the depressor of 20 m and 10 m are re- quired. Ideally, the vertical separations, relative to the depressor, should re- main constant during cyclic depth control. The remote sensor units should be easily removable from the towcable to facilitate handling and repositioning. PRELIMINARY DESIGN CALCULATIONS A sketch of the general towing configuration is shown in Figure 1. An open loop configuration for the cables leading from the depressor to the remote sensors was selected as the only practical means of allowing variable positioning of the remote sensors. The remote sensor cable loops, however, will add substantial drag to the system. This extra drag will increase the variations in the remote sensor vertical separation during cyclic depth control; it also will increase the local stresses in the towcable at the attachment points as well as cause an increase in the overall towing tension. Preliminary calculations were preformed to establish the length and tension of the remote sensor cables, the maximum length and tension of the towcable, and the maximum depressor force. Details of the calculations are presented below. A more complete set of performance predictions based on the selected towing equipment is presented in Appendix A. REMOTE SENSOR CABLES Es Gallerinetonsy were performed to determine the remote sensor cable length for minimum cable tension. A cable diameter of 13 mm was assumed. This diameter should provide adequate area for both electrical conductors and a suitable strength member. Also, the cable was assumed to be faired over its entire length with ribbon fairing to prevent excessive strumming. Normal and tangential hydrodynamic loading func- ; - 7 : Caps : : Saaiee tions determined from basin experiments, with the tangential function multiplied *A complete listing of references is given on page 79. TOWCABLE REMOTE SENSOR REMOTE SENSOR CABLES REMOTE SENSOR DEPRESSOR Figure 1 - Schematic of Conductivity, Temperature, and Depth Towing Configuration by a factor of 0.55 to reflect DINSRDC at-sea data, were used to calculate the cable configurations. The normal drag coefficient, C based on cable diameter, R? also determined from at-sea data, was assumed to be Cc. 35523 5 O85 log, Re (Ribbon Faired Cable) (1) where Re is the Reynolds number based on diameter. Predicted tension in the remote sensor cable as a function of cable length is shown in Figure 2. The results indicate that the length should be approximately twice that of the vertical separation of the ends for minimum tension. TOWCABLE AND DEPRESSOR A readily available, stock cable manufactured by Rochester Corporation was se- lected as a suitable towcable. This cable is double-armor construction utilizing galvanized improved plow steel as the strength member; it has nine electrical con- ductors in the core; the overall diameter is 0.343 in. (8.71 mm); and the rated breaking strength is 42.3 kN. For purposes of calculation, the towcable was assumed to be ribbon-faired for a length of 120 m starting from the depressor to gain the maximum depth advantage provided by the reduced normal drag of fairing. The remain- der of the cable was left bare to prevent excessive tension buildup along the cable. odes loading was used for the normal and tangential components of drag for bare cable. The normal drag coefficient C, based on cable diameter and the tangential R drag factor f were assumed to be 5 6433 Ce = 1.727 + Thou (Bare Cable) (2) 25) 0, Une oe ee Re The above equations were determine from DINSRDC at-sea data. The calculated towcable length and towing tension required to achieve a depth of 200 m at a speed of 10 knots are shown in Figure 3 as functions of tension pro- duced by the depressor. The resulting towcable breaking strength factor of safety 2.4 20 m 2.2 TENSION (kN) 0 10 20 30 40 50 60 70 80 LENGTH (m) Figure 2 - Predicted Tension in Remote Sensor Cable at 10 Knots as a Function of Cable Length for Two Remote Sensor Distances Above Depressor 2.0 = = = 1.5 ke Oo Zz Lu Tales Lu ed ca an ta — Le = ) bh oO ee ee WN 0 0 0 0 -0 0 0 -0 0 -0 0 0 0 .0 -0 Se Ee) io) 6 co ANMNSTNOMmMOD Figure FLAP DEFLECTION, 6 (deg) DEPTH (m) TENSION (kN) 12 - Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 250 m; Depth Set, 87 m) -30 -20 -10 15 1 2 3 4 5 6 7 8 TIME (min) Figure 12a - Frequency, 0.0016 Hertz; Amplitude, Full (Run 13) 28 Figure 12 (Continued) OSCILLATOR DEPTH (m) 0 ] Z 3 4 5 6 7 8 TIME (min) Figure 12b - Frequency, 0.0033 Hertz; Amplitude, Full (Run 14) 29 , 6 (deg) 1 i] i) = Do w (j=) (=) ‘SS FLAP DEFLECTION TENSION (KN) Figure 12 (Continued) OSCILLATOR 20 OFF 10 i 20 ] 2 3 4 5 6 J 3) TIME (min) Figure 12c - Frequency, 0.0063 Hertz; Amplitude, Full (Run 15) 30 Figure 12 (Continued) -30 -20 OSCILLATOR -10 FLAP DEFLECTION, 6 (deg) DEPTH (m) 0 ] 2 3 4 5 6 TIME (min) Figure 12d - Frequency, 0.0132 Hertz; Amplitude, Full (Run 16) 31 Figure 12 (Continued) 4 w oOo 1 4 Sp oS ©& So — SS Sr & w (j=) FLAP DEFLECTION, 6 (deg) 85 DEPTH (m) = on TENSION (kN) S 0 ] 2 3 4 5 TIME. (min) Figure 12e - Frequency, 0.0132 Hertz; Amplitude, Half Full (Run 17) Si Figure 13 - Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 250 m; Depth Set, 100 m) OSCILLATOR ON i] t — (=) oOo oO ro — aS & FLAP DEFLECTION,& (deg WwW oO 85 0 ] 2 3 4 ar) 6 7 8 TIME (min) Figure 13a —- Frequency, 0.0100 Hertz; Amplitude, Half Full (Run 20) 33 FLAP DEFLECTION,S (deg) DEPTH (m) TENSION (KN) Figure 13 (Continued) OSCILLATOR »s OFF 0 ] 2 3 4 5 TIME (min) Figure 13b - Frequency, 0.20 Hertz; Amplitude, One-Third Full (Run 21) 34 Figure 14 - Depressor Response at 10 Knots to Various Sine Wave Control Inputs (Wetted Towcable Length, 115 m; Depth Set, 50 m) OSCILLATOR OFF FLAP DEFLECTION, (deg) DEPTH (m) TENSION (kN) oS 0 ] 2 3 4 5 TIME (min) Figure 14a - Frequency, 0.0067 Hertz; Amplitude, Full (Run 30) 35 FLAP DEFLECTION,6 (deg) DEPTH (m) TENSION (kN) Figure 14 (Continued) -30 OSCILLATOR -20 0 ] 2 3 4 5 TIME (min) Figure 14b - Frequency, 0.0067 Hertz; Amplitude, Half Full (Run 26) 36 eg) FLAP DEFLECTION, (d DEPTH (m) TENSION (kN) Figure 14 (Continued) ' 1 ine) w oO j=) -10& OSCILLATOR 20 ON ] 2 3} 4 5 6 TIME (min) Figure 14c - Frequency, 0.0200 Hertz; Amplitude, Half Full (Run 22) 37 Figure 15 - Depressor Response at 10 Knots to Various Sine Wave Control - Inputs (Wetted Towcable Length, 115 m; Depth Set, 60 m) 2 a -30 2) SA) S -10 G 0 cm td 10 =o iw 30 45 50 55 = H 60 = 65 as & us 70 75 80 85 . 90 0 ys = S jo (a) a to 5 20 0 1 2 3 4 5 TIME (min) Figure 15a —- Frequency, 0.0067 Hertz: Amplitude, Full (Run 29) 38 Figure 15 (Continued) ' ' 1 _ ipo) 1eS) S S) (=) FLAP DEFLECTION,6 (deg) CS) DEPTH (m) —S =) TENSION (kN) oS 2 3 4 TIME (min) oO = Figure 15b - Frequency, 0.0067 Hertz; Amplitude, Half Run (Run 27) Figure 15 (Continued) — -30 FLAP DEFLECTION,8 (deg DEPTH (m) TENSION (KN) S 0 ] 2 3 TIME (min) Figure 15c - Frequency, 0.0200 Hertz; Amplitude, Half Full (Run 23) was never smooth, responding instead by a series of steps. This undoubtly degraded the towing behavior. Also, the relatively low flap gain value of 6.6 deg/m neces- sary to maintain depressor stability at low coefficients of tension compromises the depth keeping performance at the higher coefficients of tension where the depressor should usually operate. For all cable lengths and depths investigated, the maximum specified cyclic depth amplitude was achieved at an oscillator amplitude of approximately one-half maximum. At this oscillator amplitude, the depth response was, in all cases, very close to the sine wave control input. The depth profile shaped did tend to deterio- rate somewhat with the shorter towline length. This result may have been influenced by increased coupling with the ship motions and by the magnitude of the ship motions, which were greater during this portion of the evaluation. At maximum oscillator amplitude, the cyclic depth response exceeded the maximum specified depth response by a factor of approximately two. Even at these large amplitudes, the depth profile shape was quite good except for two notable exceptions: the first case occurred during Run 16 (Figure 12d), when the flap fully deflected during the deeper depth portion of the cycle. This resulted in a sharp peak in the depth profile. The second exception occurred during Run 30 (Figure 14a), when the flap was operating in a region corresponding to a low coefficient of tension. At this low tension condition, the depressor transient response apparently was very lightly damped, which resulted in a secondary oscillation superimposed on the primary depth profile. This resulted because depth response is quite sensitive to changes in flap delfection at the lower limit of depressor tension, and unless the flap operates in a smooth manner, depressor motions will be aggravated. As noted earlier, the flap response was less than ideal; the flap often responded in steps of roughly 3 to 4 deg increments. A high-frequency (0.20 Hz) cyclic depth profile is shown in Figure 13b. For this case the oscillator amplitude was set at approximately one-third maximum. The resulting depth variation was + 400 mm. Since to achieve this motion, the flap de- flected over most of its range, it is doubtful that a much larger depth profile can be achieved at this frequency. The transient response of the depressor after turning off the oscillator is shown in several of the recorder traces of Figures 12 through 14. The transient response traces indicate that the depressor has good vertical plane damping, although 41 damping does decrease somewhat at the lower coefficients of tension. Again, these results probably are adversely affected by the less than ideal control flap response. Following the evaluation, an attempt was made to improve flap response (Figure 16). Figure 16a shows the flap response as measured in the laboratory prior to any adjustments to the electronics. The response after adjustments were made is shown in Figure 16b. The adjustments consisted of reducing the servo amplifier gain and increasing the input current from 1.3 A to 1.6 A. These adjustments reduced the steps in the flap response from approximately 4 deg to a value somewhat less than 2 deg. CONCLUSIONS AND RECOMMENDATIONS The following is concluded: 1. Based on limited evaluation data, the depressor will meet or exceed all performance specifications except at the higher cyclic frequencies (near 0.2 Hz), where the magnitude of the depth excursion is substantially attenuated. 2. Although not necessarily recommended, a cycle amplitude, at lower frequen- ies, which exceeds the specified value by a factor of two is achievable. 3. The control response is not ideal. Some reworking of the control electro- nics to improve response probably would improve the overall towing performance of the depressor. 4. Depressor dynamic stability is not excessive at coefficients of tension Cp below 0.6. This situation is aggravated by the lack of a smooth control response. Consequently if the depressor is operated at the lower coefficients of tension, depth excursions will increase. However, unless a very shallow towing depth is required, operation of the depressor in this tension region normally should not be required. 5. The design towcable breaking strength factor of safety is marginal. It will be adequate only if the towcable is properly maintained and the remote sensor cable drag does not cause undue localized stresses. The following is recommended: 1. Operate the depressor at the highest coefficient of tension condition pos- sible consistent with achieving the required magnitude of cyclic depth control. This will minimize the variations in the relative vertical separations of the remote sensors during cycle excursions (Appendix A). This also will operate the depressor in the region of greatest stability. 42 = (<3) i 240 = 27290 ke — —) uw 90 we o 20 Qa. mee {0 a 0 Sete 10 15 20 TIME (sec) Figure 16a - Before Adjustments to Electronics oO (<3) wm < -40 = 2 | onl oO eel LL Lu = 2 a. = AO os 0 5 10 15 20 TIME (sec) Figure 16b - After Adjustments to Electronics Figure 16 - Control Flap Response to Sine Wave Input (Bench Test) Following Sea Evaluation 43 2. Investigate improvements to the control electronics. 3. To decrease the chances of towcable breakage, meticulously inspect and maintain the towcable. Cable maintenance guidelines are discussed in Appendix B. To further reduce the risks, consider a reduction in the operational towing speed from 10 knots to 8 knots. This will increase the static tension factor of safety from 2.7 to 4.2. Lower speed also will proportionately decrease the dynamic tow- ing loads. 44 APPENDIX A PREDICTED HYDRODYNAMIC PERFORMANCE CURVES The forces produced by. the depressor along with cable parameters provide the necessary input for calculating the configurations and forces of the towcable. The depressor tension characteristics measured during the basin experiment are presented in Figure 9. In addition, the towcable angle at the depressor must be known. Tow- cable angle has not been measured. However, an estimate based on data from another depressor of similar design is presented in Figure 17. Predicted depressor depth as a function of depressor coefficient of tension is presented in Figure 18 for various towcable wetted lengths and towing speeds; the predictions assume that the remote sensors are positioned along the towcable at locations 10 and 20 m above the depressor. Figure 18 allows selection of a towcable length to satisfy a given depth requirement. It also provides an indication of the tension variation (flap angle variation) required to achieve a desired depth profile. Data from the at-sea evaluation also are plotted in Figure 18 for comparison with the predictions. For the cable lengths and speeds evaluated, the measured depth values are consistently deeper than the predicted values by 5 to 10 m. This differ- ence is possibly related to the previously discussed discrepancy between the set depth and measured depth; or it may be the result of predictive errors. The accuracy of using Figure 18 to predict cyclic depth variation will degrade as oscillation frequency increases. An indication of this degradation is shown in Figure 19. Dynamic data from the at-sea evaluation in conjunction with the static depth predictions of Figure 18 were used to obtain the cyclic depth attenuation factor of Figure 19. The attenuation factor k is define to be (4) where A, is the measured dynamic depth variation corresponding to various cycle frequencies, towcable lengths, and flap deflection ranges; and Ais the static depth variation for the same towcable lengths and flap deflection ranges (predicted using Figure 18) 45 CABLE ANGLE, @ (deg) 0 OSA ORL O28 O38 VO oe Veh Vo6 COEFFICIENT OF TENSION, Cy Figure 17 - Estimated Cable Angle at Depressor as a Function of Depressor Coefficient of Tension 46 sjouy 4 - egT oan3ty (62p) 9 ‘NOILO37143q0 dv14 49 ‘NOISN3L JO LN31I9I443509 OL vL cL OL 870 9°0 v0 70 0 —— 0S 4 —— GL 0s _— 0S __— 002 OOL _— 008 -__— 000 OSL 008 = 909 00z _— 004 __— 008 ane SYOSNAS 006 3LOWS3Y ae LNOHLIM wW 000L 00 (WwW) H1ldaG (6ap) 9 ‘NOIL93144G0 dv14 GL OL Gg 0 g— OlL— GL- 0z— +5 ‘NOISN3L 40 LN319144309 ob Ph 2h = Oh Oe OM wD 20) ooL OSL (Ww) HidaG 002 occ SYOSNAS JLOWSAY HLIM 00e Speeds pue syq3ue] oTqeomoy, pez}aM SNOTIeA OF UOTSUaT Fo qUueTITJJe0) ATosseideq fo uotTjOUNY e se yjday peIITpedd - QT e4an3TY 47 sjJouy 9 - qgT eansTy (6ap) 9 ‘NOIL931430 dv14 GL OL Gg 0 Gc Ob GL- 0z— 49 ‘NOISN3L 40 LN3IDI44509 OL VL rans OL 80 9°0 v0 20 0 0s ool Osi 00z oz SHOSNAS aLOW3Y LNOHLIM o0€ (4!) 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OSL 002 —-——— NolLoIGaud O © .Lnawiysadxs oSz SLL (w) aTavo (eT SYOSNAS ose JLOWSY LNOHLIM (W) H1d3G (6ap) 9 ‘NOILD3144q0 dv14 GL OL G 0 g— OlL- SL- oz— 15 ‘NOISNAL 4O LN310144309 vL cL OL 80 9°0 vo 20 0 Zz — 0S GL: 44 — 00l G, 05 _— 00% ‘4 _— 008 | oot v7 S Se oe OSL ae —a S 6 Q0' — . goo" 002 _— 0SZ2 SYOSNAS 3LOWSY HLIM O0O€ (penutjuoj) gT eansty (Ww) Hidad 50 One SUIBUST eTqeOMOT perjeM omy, AOF AdUeNberzyg aToAQ Jo uotTjzoOUnNY, y se 10R0Pq UOTIeNUSIIY Yadeq DTTDAD - 6T 2an3Ty (ZH) ADNANDAYS 0 L0°O L00°0 X “YOLIVS NOILVANSLLY 51 The predicted changes in the vertical separations of the remote sensors rela- tive to the depressor corresponding to changes in depressor coefficient of tension are shown in Figure 20. The predictions assume that the remote sensors are 10 and 20 m above the depressor when the depressor is operating at a tension coefficient Ce of 1.5. This figure indicates the importance of operating as close as possible to the maximum coefficient of tension to minimize relative height variations during cyclic control. Predicted towing tension as a function of wetted cable length is shown in Fig- ure 21 for various speeds and depressor tension conditions. The sharp increases in tension near the depressor indicated on some of the plots result from the drag of the remote sensor cables. At-sea data are not compared to the predictions in Figure 21 since the available tension results apparently were strongly affected by the depressor depth cycling. However, inspection of the data indicates that the pre- dictions are at least nominally correct and adequate for the purpose. ay SENSOR NO 2 DISTANCE (m) O52 Woh Oslo Osa o1e@ » Ws2Z Lote “Held COEFFICIENT OF TENSION, Cy 20 -15 -10 -5 0 5) MNO Ve FLAP DEFLECTION, 6 (deg) Figure 20 - Predicted Remote Sensor Distance Above Depressor as a Function of Depressor Coefficient of Tension for Sensors at Two Locations Along the Towcable 53 0 0 (W) HLONIT 31989 00v SUYOSNAS JLOWSY INOHLIM 40) GQeO°. O° “Gel (W) HLONAT 31aW2 8 009 00+ 002 SYOSNAS ALOWAY LNOHLIM GW YO OL -9¥ll sjouy 9 - qTzZ ean3Tq O0oL (N4) NOISN3L s}ouy 4 - eTz ein3Ty 0 0001 (NX) NOISNIL 008 GW YO Of 008 (Ww) HLONIT atava 009 00 002 SYOSNAS JSLOWSY Sel (W) HLONST 319v2 009 00b GW S19 OF, rl Speeds pue uotsus], Jo sjUeTOTJJe09) Aosseidaq snotaea OF YISuUST eTqIBIMO], peijemM JO UOTIOUNY e Se UOTSUa], BUTMO], peOTperg - Tz ean3ty HLIM 002 SYOSNAS JLOWAY HLIM NOISNAL ) NA ( NOTSNAL ) Ny ( 54 OOOL C08 ( w ) HLONAT 31aV9 009 00v 00¢ SUYOSNAS JLOWSY LNOHLIM sqouy 8g - O[Z eAan3Ty O00L NOISNAL ) NI ( 008 (penutjuo)) [TZ eansty (wi ) HLONAT 319V9 009 00t 002 SUYOSNAS JLOWSY HLIM NOISNAL NO») ( 55 ( Ww) HLONAT 319v9 009 004 s}ouy OT - PTZ e1n3Ty 002 SUYOSNAS JLOWSY INOHLIM OOOL NOISN4L ) NI ( 8 (penutjuo)) [zZ ean3tTyq 008 ( w ) HLONAT 41aVv9 009 00v 002 SUYOSNAS ALOWAY HLIM 0) NOISNAL ) N> ( 56 APPENDIX B MAINTENANCE AND OPERATION GUIDELINES The following sections provide maintenance, inspection, and operating guidelines for the CDT depressor equipment. EQUIPMENT INSPECTION AND MAINTENANCE The depressor should be inspected visually after retrieval and prior to launch- ing to ensure that there is no damage. Some hairline cracks may appear at the wing/ fuselage junction. This indicates that the surface paint has cracked due to flexure of the wings during towing and is of little concern. Paint also may chip away at various surface locations on the depressor. This is of no real concern unless it occurs on the convex surface of the wing, particularly near the leading edge. If large areas of paint chip away on this surface, hydrodynamic performance, primarily lateral trim, can be adversely affected. The wing surface should be kept relatively smooth by sanding and refinishing as required. Serews and bolts should be checked frequently to ensure that they are tight. If any screws have loosened, they should be cleaned, coated with "lock tite," and rein- serted (self-locking screws can be used in lieu of lock tite). The roll-pin which secures the roll-trim pendulum also should be checked periodically. If the roll-pin has worked loose, it should be replaced. Also, the roll-trim tab should be exercised before the depressor is launched to ensure that it pivots freely. If the roll tab is not operating properly, it will adversely affect depressor performance. Although not necessarily required, all aluminum hardware should be washed with freshwater after daily towing operation to remove salt buildup and to retard cor- rosion. If the equipment is to be put into storage for an extended period a thorough washing with freshwater is highly recommended. Whenever a pressure housing is disassembled, the O-ring and O-ring contact sur- faces should be cleaned and inspected for nicks; ideally the O-ring should be re- placed. O-ring surfaces must be recoated with silicone grease or a similar nonwater- soluable grease during assembly. 57 Before assembly of underwater connectors, make sure all connector O-rings are in place and in satisfactory condition. Coating these O-rings with grease also is recommended. Otherwise, manufacturer instructions should be followed. The towcable armor should be inspected during each retrieval and during launch- ing, particularly at the remote sensor locations, for signs of abrasion and for broken wires. The remote sensors will induce a degree of stress concentration in the towcable and increase susceptibility to local fatigue failure. If more than one or two armor strands are broken at a particular location, the cable should be cutoff at this location and reterminated. To decrease the likelihood of cable fatigue, the remote sensors shoud be shifted to slightly different locations each time they are secured to the towcable. If experience with the system indicates that the cable fatigue at the remote sensor location is a problem, a rubber liner in the brass clamp may reduce this tendency. Otherwise, alternate methods of securing the sensors will have to be examined. The towcable will begin to show red-colored corrosion as the galvenizing is abraded away. Washing the cable with freshwater during retrieval will help prolong the life. With proper care, the towcable probably can be used for about 500 hours of towing. If the towcable is put into storage for an extended period, it should be thoroughly cleaned of any saltwater deposits. A coating of grease may also help. Recently, Rochester Corporation has begun to manufacture this cable design using Nitronics 50, a material which apparently is not susceptible to corrosion. As a further measure to prolong cable life, the minimum cable bend radius should never be less than 150 mm (12 in.). Some ribbon-fairing normally will be stripped from the cable by sheaves, etc. during streaming and retrieval. Approximately 50 percent of the fairing can be lost before performance of the fairing is appreciably degraded. CONTROL ELECTRONICS OPERATION To operate the control electronics, preset the following switches and control on the shipboard instrument package prior to connection to the ac line. Control Unit 1. ON-OFF SWITCH - to OFF position 2. RANGE SWITCH - to position O 3. RANGE VERNIER - to 0050 58 Kepco Power Supply 1. POWER SWIICH - to OFF position 2. VOLTAGE CONTROL - to maximum counterclockwise position Function Generator 1. LINE SWITCH - to OFF position DC OFFSET LEVEL - to O position - FUNCTION SWITCH - to SINE position 2 3 4. OUTPUT LEVEL control —- to maximum counterclockwise position ) - RANGE SWTICH - to 0.001 position 6. FREQUENCY DIAL - to any setting desired The following turn-on procedures are recommeded. 1. Make sure all connections between the control unit and the depressor control housing are correct. Refer to DINSRDC Drawing C-588-2. Bo dae voltage control lead is connected to 5, 6, and 7 of the Kepco rear terminal board as the system is being checked out with the towcable in line, make sure the shown on C-588-1. Note: CAUTION The voltage control lead connected to 5, 6, and 7 of the terminal board at the rear of the Kepco power supply must be disconnected whenever the system is operated without the towcable. Operating the control electronics out of water for an extended period (45 min or more) will cause overheating of the depressor control housing if the control flap remains stationary. When the towcable is not used in checking the system and the servo- motor is running, the Kepco power supply voltage will increase by 30 V to 60 V at the instrument housing in the depressor which may cause destruction of the two positive 12 V regulators in the housing if the voltage lead is not disconnected from the terminal board as mentioned in the above CAUTION. SY) 3. Check to see that the ac plug, de power supply cable (P.S.) and deck cable (from the towcable) are properly connected to the rear of the control unit. A read- out of the depressor stabilizer angle, depth and delta depth may be obtained by in- terconnecting between the control unit and a voltmeter or preferrably a multi-channel strip chart recorder. 4. Connect the three power plugs from the control unit, Kepco power supply, and the function generator to a 110 V, 60 Hz power source. 5. Turn the ON-OFF switch of the control unit to ON. 6. Turn on the power switch of the Kepco power supply and adjust the voltage control to obtain 1.3 to 1.6 A on the ammeter. 7. Turn the LINE switch of the function generator on ON. The system is now active and can be operationally checked on deck as follows: 1. Adjust the RANGE VERNIER potentiometer of the control unit from 0500 to- wards a 000 reading (counterclockwise rotation) and at some point near zero the flap should start to move. When the flap moves to a new position observe the current reading of the Kepco power supply; it should increase towards 1.5 to 1.7 A when the flap is actually moving and may drop to 0.6 A when the flap is at rest but not at a limit position. 2. Adjust the OUTPUL LEVEL control on the function generator to cause the flap to oscillate synchronously with the frequency setting of the generator. 3. The measurement of flap angle, depth, and delta depth may be obtained using a strip-chart recorder and setting the sensitivity of the recorder to obtain the cal-step readings listed in Table 4. The calibration sequence is ZERO CHECK (ZC), CAL1 (C1), and CAL2 (C2). The electrical calibration steps are generated by momentary depression of the CAL START pushbutton on the control unit. TOWING OPERATION The amount of towcable length will depend upon the maximum desired towing depth and to a lesser extent on the towing speed. For best dynamic performance, the depressor should be operated at near maximum coefficient of tension (Cy. eb = 5h), Also at high tension coefficients the vertical separations of the remote sensors will remain more nearly constant during cyclic depth control (Figure 20). The proper operating condition can be achieved using the following procedure. 60 TABLE 4 - CONTROL CALIBRATION Function Flap Deflection, deg +15 -15 101.6 203.2 Depth, m Delta Depth*, m 101.6 203.2 *Delta depth sensitivity is a factor of 10 greater then depth. 61 1. Using Figures 18 and 19, estimate the length of towcable required to obtain the depth and the desired cyclic depth variation. A tension coefficient Cy near 1.5 should be selected for the deepest portion of the depth cycle for the reasons discussed above. 2. Launch the depressor and begin paying out towcable. CAUTION If the towcable is on the winch at little or no tension, ship speed should be maintained at 3 knots or less during launching operations to prevent the outer towcable lays from burying themselves under subsequent lays. The towcable is marked at intervals using patches of ribbon fairing to provide a measure of the amount of cable payed out. The marking scheme is listed in Table 5. A metering device, such as a metering streaming sheave, also can be used to determine cable payout. 3. After paying out the desired cable length, secure the towcable to the ship towpoint. Always install a tension dynometer to monitor towing tension. 4. Set desired towing depth and commerce towing at operational speed. CAUTION Do not allow the towcable tension to exceed 18 kN (4000 1b). If sea conditions or other factors cause tension surges to approach this value, decrease towing speed. Also, if median tension vary greatly from those predicted in Figure 21 the depressor should be retrieved and inspected for damage. 5. Observe towing depth and fine tune the depth setting, as required, using the depth readout (ideally the CTD depth readout). To change the depth, dial in a new setting and allow sufficient time for depressor depth transients to settle before making any further adjustments. 62 TABLE 5 - TOWCABLE CALIBRATION Dis tance* Cable Marking (meters) Towstaff One Bare Spot, 150 mm long Two Bare Spots, each 150 mm long Three Bare Spots, each 150 mm long Four Bare Spots, each 150 mm long End of Ribbon Faired Section One Patch, three ribbons Two Patches, six ribbons each One Patch, three ribbons Three Patches, six ribbons each One Patch, three ribbons Four Patches, six ribbons each One Patch, three ribbons Five Patches, six ribbons each One Patch, three ribbons One Patch, six ribbons One Patch, three ribbons Two Patches, six ribbons each One Patch, three ribbons Three Patches, six ribbons each One Patch, three ribbons Four Patches, six ribbons each One Patch, three ribbons Five Patches, six ribbons each *Ribbon Fairing extends from 0 to 125 m along cable. 63 6. Cycle the depressor at the desired frequency and amplitude. If the towcable length is adjusted properly, the control flap will deflect to a maximum dive angle of approximately 15 deg. If the flap dive angle is exceeding this value, towcable length should be increased slightly using Figure 18 as a guide. If, however, the depth cycle does not cause the flap to approach this value, the cable length should be shortened. Turns, when required, should be made at a gentle rate. Always monitor depth and tension in a turn. As long as depth is maintained and tension does not become excessive, the turn rate can be judged satisfactory. If towing behavior does be- come erratic, decrease the turn rate and/or the speed. 64 APPENDIX C HARDWARE CONSTRUCTION DRAWINGS 65 °S$S2ss70 FN prin eng errede) Periy enhepte | | very eere n | | | | iin [x] iS i SHE wy | | | ce [wi] SEES irl! SCCOBSRCSESSIGE CSCSSSSESESSSAE aaa GGGEH OATH SOOAODORIGOEED == = rom ts{4 He jay ce oe mos HS [=] ey a ee oo (— I=) 66 : : x ee — =—— CW WA MOGS su. 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(37224 OvsTE 207 1344 COE W/¥6 9) WOIDNGNO? 226 “W398 W/1r994 yOLIOND? Blu v2 | Lee-N-6 YS4saNI0N dvvis Ww? \ ' ' 1 ' ' . \ Ne v 3 7 \ a an Ingine. aaron Aras wares | wun = sssas annoy nagse Jynsvessur nmowo- 7190 0w4NOD Hdd 30 2NO7E L923 \cb) ATewassh i 319¥2 2220 JNIN- dS 2 37802 mot 1 = Y—=0= v ' ' = 7 > i> O- 1 iS, < S I-26 a ! > ' eens ON] O- 2 | warmed \ 024¥ 9093 poe ! ac \ M wie H Dexinios\emv/inen 1 Ardans waned q ins. Copies Pe FP FP FP uF bt oO Code 1544 1548 1548 D2 1556 156 1564 1568 SAL Jk 522.1 D222 Name Robert J. Boswell Reece Folb Richard K. Knutson Thomas T. Huang Gabriel L. Santore Grant R. Hagen Jerome P. Feldman Geoffrey G. Cox Reports Distribution Unclass Lib (C) Unclass Lib (A) 82 DTNSRDC ISSUES THREE TYPES OF REPORTS 1. DTNSRDC REPORTS, A FORMAL SERIES, CONTAIN INFORMATION OF PERMANENT TECH- NICAL VALUE. THEY CARRY A CONSECUTIVE NUMERICAL IDENTIFICATION REGARDLESS OF THEIR CLASSIFICATION OR THE ORIGINATING DEPARTMENT. 2. DEPARTMENTAL REPORTS, A SEMIFORMAL SERIES, CONTAIN INFORMATION OF A PRELIM- INARY, TEMPORARY, OR PROPRIETARY NATURE OR OF LIMITED INTEREST OR SIGNIFICANCE. THEY CARRY A DEPARTMENTAL ALPHANUMERICAL IDENTIFICATION. 3. TECHNICAL MEMORANDA, AN INFORMAL SERIES, CONTAIN TECHNICAL DOCUMENTATION OF LIMITED USE AND INTEREST. THEY ARE PRIMARILY WORKING PAPERS INTENDED FOR IN- TERNAL USE. THEY CARRY AN IDENTIFYING NUMBER WHICH INDICATES THEIR TYPE AND THE NUMERICAL COPE OF THE ORIGINATING DEPARTMENT. ANY DISTRIBUTION OUTSIDE DTNSRDC MUST BE APPROVED BY THE HEAD OF THE ORIGINATING DEPARTMENT ON A CASE-BY-CASE BASIS.