RE: [PSUBS-MAILIST] safety issues

["Alec Smyth" <Alec.Smyth@compuware.com>]

I'm no student of military subs, but I remember reading somewhere that
one of the concerns was reaching crush depth due to a malfunction of the
dive planes. With the speed and mass of the big boats, if you're moving
fast and your controls jam in the "dive" position, apparently you would
hit crush depth before you could stop. Not exactly one of my concerns in
a K boat!

Alec

-----Original Message-----
From: owner-personal_submersibles@psubs.org
[mailto:owner-personal_submersibles@psubs.org] On Behalf Of Ian
Roxborough
Sent: Thursday, January 05, 2006 2:52 PM
To: personal_submersibles@psubs.org
Subject: Re: [PSUBS-MAILIST] safety issues


On Thu, 5 Jan 2006 09:41:08 -0800 (PST)
Robert Ossian <rob_neptune@yahoo.com> wrote:

>   - 3 seperate and emergency independent surfacing
> methods, not including "bail out"

Do you have a last resort "bail out" option?

>   - Additionally, crush depth will actually be around
> 400 feet, but the sub will only be rated for approx
> 250, giving wide margin for safety.

One way of looking at the the margin is "how long do you have to solve
you problem before you hit crush depth".  With 150feet safety margin, if
you are sinking at 1 foot per second, the time from max opteration depth
to crush depth is 2.5 minutes.  If you are decending at 2 feet per
second, your time is 1.25 minutes. 

Ian.


>   - Primary & secondary escape points on differing
> ends of the sub, each of which can be opened from the interior.  This 
> way, if one is blocked the other shouldn't be.
>   - Many other safety features...
> 
> Also, the AutoCAD designs for the sub are being
> created in easily segmentable stages so that ASME
> certified folks can check my designs thoroughly for
> accuracy before the first seam is welded.
> 
> Many of these could easily be quantified as "wastes of
> money" or unnecessary to some, but when compared to
> the average cost of a funeral they seem pretty cheap
> to me.  ;-)
> 
> 
> --- rick miller <rickm@pegasuscontrols.com> wrote:
> 
> > guys
> > 
> >     the safety issues are paramount in the design of
> > a 1 ATM sub, redundant everything. A wet subs issues
> > are a lot easier to deal with, all else fails get
> > out. The hull of a 1 atm sub is about the only thing
> > that can not be made redundant. a one test to 1.5
> > times working pressure is a good start that does
> > nothing to tell use about the effects of pressure
> > cycles or minor damage. Remember that comet
> > aircraft, or another of the many that have had
> > fuselage failures.
> > 
> >     abs specs are a pain and expensive to comply
> > with as said before they come from a history of
> > failure. With that said, there are some areas that
> > money can be saved. gas piping for example, using
> > swagelok valves rated for the working pressures and
> > hydroed after installation stops the need for
> > certified valves. total redundant systems that share nothing are the

> > way to go.
> > 
> >     ports are not a place to save money, while have
> > them built and tested to pvho standards is expensive
> > there are no backups so bite the bullet a spend the
> > money. if we design view ports to aircraft standards
> > a k-250 window would be 6.7 inches thick and come
> > with certs that would track back to the individual chemicals in the 
> > acrylic. those of you who are using off the shelf acrylic sheets 
> > should at a minimum test one port to failure.
> > 
> >     
> >     Rick m
> > 
> > 
> > 
> >     
> 
> 
> 
> 		
> __________________________________________
> Yahoo! DSL - Something to write home about. 
> Just $16.99/mo. or less. 
> dsl.yahoo.com 
> 
> 
> 
> 
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