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order to stabilize the trim somewhat and to avoid creating negative buoyancy. The depth of the anchorage should be changed by taking in or letting out the anchor cable. The trim should not exceed several degrees.

In anchoring with a way on, the following steps must be taken:

1) dive to a depth exceeding the anchorage depth by 5-10 m;

2) adjust the trim of the submarine so that at a speed of 2-3 knots and zero trim it will maintain the ordered depth;

3) let out the anchor with an electric motor as the submarine reaches the anchorage site;

4) stop the engines when the distance between the anchor and the bottom is about 10 m, with the submarine diving slowly under inertia.

As soon as the anchor bottoms, the trim of the submarine increases by the head due to inertia, and if there is no inertia it increases by the stern. Subsequent steps are similar to those taken when the submarine anchors without a way on.

In weighing anchor, a slight trim by the stern should be developed and while simultaneously pumping water overboard from the forward trim tank, take in the anchor, preventing large trims by the head. As the anchor is weighed, there should be a trim by the head.

After at least 1/3 of the anchor cable has been taken in, the submarine must get under way in order to maintain the ordered depth.

15. Handling a Surfacing Submarine

The following orders are given before surfacing: to the sonar men-make a careful 360° listening sweep with the sonar; to the engine room personnel-rig one of the diesels to blow the ballast, either with a way on or while dead in the water.

After receiving reports indicating that the aforementioned orders have been carried out by the crew, with the command "Rise so many meters with a trim of so many degrees," the planesman begins surfacing.

As periscope depth is reached, the trim is reduced to zero, the submarine proceeds at low speed, the periscope raised and the Commanding Officer of the submarine quickly observes the horizon.

Then, if the situation permits, the periscopes are lowered and the submarine rises to diving trim.

During surfacing, the submarine is brought to a slight trim by the stern and the submarine, by adjustment of the speed and planes, rises to half of periscope depth. At this depth the midship tanks are blown and their kingstons closed.

After these measures have been taken, making certain from the depth gauge that the midship tanks have been completely blown, the kingstons closed and the fore and aft superstructures are above water, the Commanding Officer of the submarine dogs down the upper conning tower hatch and goes to the bridge, from which vantage point he examines the position of the submarine and sizes up the situation.

In heavy seas, it is recommended that a bubble be admitted to the forward main ballast tank and the stern planes be reset for surfacing.

Later, with the command from the bridge "Blow the ballast," the diesel main air induction is opened and the diesel turned on to blow the ballast. The main ballast is blown in accordance with diving and surfacing instructions.

The head of the engineering department supervises blowing of the main ballast tanks, which is done from time to time, since it is not evident to the Commanding Officer of a submarine under way which tanks have been blown.

In the process of blowing, heel must be carefully observed, making sure it does not increase. The heel is corrected by opening or closing valves for the two sides on the low-pressure air manifold.

As blowing of the main ballast is begun the negative tank is filled.

After blowing the ballast the Executive Officer of the submarine indicates the condition of readiness and the number of the oncoming watch section. The command "Secure from general quarters" is given after the oncoming watch relieves.

Under the supervision of the officer of the watch, personnel may go to the bridge after surfacing with permission of the Commanding Officer of the submarine, in accordance with regulations he has established. No one is authorized to descend from the bridge to the deck without special permission of the Commanding Officer or his Executive Officer.

16. Emergency Surfacing of a Submarine

Emergency surfacing is resorted to in event of a significant loss of buoy. ancy, resulting primarily from entry of water into the submarine and into tanks situated in the pressure hull, and with an increase in defective trim.

Emergency surfacing is achieved by blowing the ballast with high-pressure air when the command "Blow the main ballast" is given.

If the buoyancy loss is not accompanied by an increase in trim, the midship tanks must be blown while simultaneously attempting to maintain depth by means of speed and trim. In order to do this, the speed must be increased to full speed and the diving planes set for surfacing. If these measures are inadequate, the fore and aft main ballast tanks must be blown.

If the buoyancy loss is accompanied by a rapid increase in trim, it is necessary to admit a bubble into the midship and appropriate end tanks. In this case, there is an increase in trim by the head, the submarine must go full speed astern, and if there is an increase in trim by the stern, the submarine must proceed full speed ahead.

In addition to the aforementioned measures, whenever there is a buoyancy loss, water in the negative tank and water entering the submarine must be pumped out using the drainage system and pumps.

SECTION 10. USE OF SUBMARINE PROPULSION MACHINERY

1. Steering and Depth Control Equipment

In order to control propulsion, a submarine is fitted with the following equipment for communication with compartments:

1) a small shipboard speaker assembly;

2) engine order telegraphs (for communication between the conning tower and control room and the engine and motor rooms);

3) speaking tubes from the control room and conning tower;

4) telephones (connecting the control room with the engine room,

motor room and forward and aft compartments);

5) a howler signaling system.

While rigging a submarine for a voyage and for diving, the engine order telegraph is checked and matched for communication between the conning tower and control room and the engine and motor rooms.

Checking of the engine order telegraph is preceded by the command "Check the engine order telegraph," transmitted to the engine and motor rooms. When the engine order telegraph is matched its signals are not executed-they are merely repeated back. Upon completion of checking and matching, the order "Execute the signals of the engine order telegraph" is given.

2. Use of Main Engines While Operating Surfaced

When secured at base (to a pier or at anchor), if the temperature of the circulating oil is below +15°C, the engine must be warmed up by idling or with the generator cut in.

In warming up the engine, the transition from one mode of operation to another must be made according to instructions.

The mode and duration of heating for each engine are indicated in the instructions. The engine cannot be cut in until the water and oil outlet temperature rises to 50-60°C.

3. Maintaining an Operating Engine

The basic speeds for a propulsion engine operating on the surface should be 1/3 speed, 2/3 speed, full speed and flank speed.

Cruising speeds are achieved with combination propulsion in which one of the engines operates with the propeller engaged and with the generator cut in so that the electric motor on the opposite side will operate with the propeller engaged.

With simultaneous operation of an engine with the propeller engaged and a storage battery charging, particular care should be taken to avoid overloading the engine. In this case it should be determined in advance how much current can be drawn from the generator while the engine is operating with the propeller engaged and charging.

The generator can be switched to the distribution unit in order to operate auxiliary machinery if one or two engines are operating at any speed up to and including 2/3 speed (at full speed only if 2-3 engines are operating).

The engine is started up in the following manner. With the command "Stand by the engine," "Stand by the engine" is rung up on the engine order telegraph. In the engine room the command is repeated, "Stop" is rung up on the engine order telegraph and preparations made to start up the engine. The order from the engine room is repeated in the control room (or conning tower), i.e., “Stop” is rung up on the engine order telegraph and the command "Prepare the engine" is given to the main control room. When the engine is ready to start up in the engine room, "Stand by the engine" is rung up on the engine order telegraph. This order is repeated in the control room (or conning tower) and the command "Stand by the engine" is given to the control room. With the order from the main control room "Such and such an engine, 1/3 speed," the engine is started up in the engine room and this fact reported to the main control room.

The engine is stopped in the following manner. First the generator must be disconnected if it was charging or was on "distribution," and then the engine must be stopped from full speed by gradually cutting it off over a period 8-10 minutes. If need be, it can be stopped from full speed in 3-4 minutes or immediately. In this case, in addition to lubricating the engine and running the crankshaft for 4-5 minutes, it is also necessary, if the situation permits, to cool the engine water jacket with a pump, until the engine exhaust water attains a temperature of 40-45°C.

With the established mode of operation, with the propeller engaged or with charging, the engines should not smoke. The appearance of smoke indicates that oil has seeped into the combustion chambers (bluish smoke), or it might indicate overloading of the engine, abnormal distribution of the load between cylinders or other causes (black smoke).

4. Use of Electric Propulsion Motors

Submarine electric propulsion motors can be used as follows:

1) as an electric motor with the propeller engaged, operating surfaced and submerged, ahead and astern;

2) to operate as a generator in charging a storage battery while surfaced or snorkeling, and also to power the auxiliary electric equipment under way and at anchor;

3) to operate as an electric motor in turning and driving a diesel when the latter is operating as a compressor to blow the main ballast tanks.

Whenever electric propulsion motors are used as generators or motors, their cooling fans must be turned on.

Electric propulsion motors may be operated on one armature. This is an emergency procedure and is used when one of the armatures is out of commission. The electric motors may operate with one armature only when the groups of storage batteries are connected in parallel. Reverse with one armature is not permitted.

If one group of storage batteries goes out of commission (assuming there are two groups), two electric propulsion motors may be operated from one group of batteries only at 1/3 and 2/3 speeds. It is permissible to operate up to full speed with one engine.

5. Instructions for the Use of Main Power Plants

The engine order telegraph may be disassembled while a submarine is under way only with the permission of the Commanding Officer, and matched only with the permission of the officer of the watch. This must be recorded in the deck log.

When a submarine is moored or making way in harbors, bays, channels and fairways, the engine order telegraphs may not be switched, or power to auxiliary machinery switched from one group of storage batteries to another, or from one control panel to another (except in case of an emergency).

When the power plant control gear goes out of commission, the officer of the watch personally decides whether to switch to other control equipment.

With prolonged, continuous operation surfaced, the engines must be alternately stopped periodically (once a day) and the moving parts examined.

The propulsion machinery and control equipment is shut down after mooring or anchoring from the bridge through the control room with the order "Armament and machinery in initial position. Stopper the kingstons and vent valves."

SECTION 11. RULES GOVERNING THE USE OF A
STORAGE BATTERY

1. Charging

When a submarine is under way, the battery should be charged immediately in order to avoid the necessity of doing it later and to avoid the possibility of using the battery in a discharged state.

The charging procedure is established in accordance with the state of discharge of the battery, the temperature of the electrolyte before charging is begun, the operating condition of the mechanical electrolyte mixing system and the water cooling system, as well as the strength of the charging medium.

During the first, second and third stages the storage battery is charged at a constant current, and in the fourth stage at a constant voltage equal to the transient voltage, by decreasing the charging current. The charging current for each charging stage is indicated in the battery instructions. The transition from one charging stage to another occurs when the transient voltage is achieved in most of the batteries checked.

All charging should be done using the mechanical electrolyte mixing system. When the mechanical electrolyte mixing system is not operating properly and it

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