SEAEYE PANTHER TECHNICAL MANUAL
SEAEYE PANTHER PLUS No.910
MANUFACTURED FOR ROVTECH 2002 Unauthorised reproduction of this publication or any part thereof without prior permission is strictly prohibited.
WARNING System Compatibility Issues
SEAEYE Systems utilise major assemblies which may appear, on casual external examination, to be generic items common to allystems s in the modern SEAEYE fleet.
However, the use of ncreasingly i complex technology and the freq uent implementation of customer-requested system-specific modifications above baseline specifications may result in a Health and Safetyisk R to personnel and dam age to equipment and materie l should such modified equipment be substituted between systems. CONSEQUENTLY, SEAEYE TECHNICAL DIRECTORATE ADVISE THAT SERIALNUMBERED MAJOR ASSEMBLIES SUPPLIED WITH A VEHICLE SYSTEM SHOULD AT ALL TIMES REMAIN WITH THAT SYSTEM. SEAEYE ARE UNABLE TO ACCEPT RESPONSIBILITY OR LIABILITY FOR EQUIPMENT IF THIS IS NOT OBSERVED.
Should major assemblies (eg SPDUs, TMS EPODs, ROV EPODs, Junction Boxes, SPSUs, Umbilicals,Softwareetc) from one system be utilised(as spares provisions or as repair-by-replacement items in the field) on another system, Health and Safety risks to personnel and risks of damage to equipment and ateriel m exist.
Operators possessi ng SEAEYE ROV Systems who wish to intercha nge major assemblies between one system another and do so at their own risk.Where any doubt exists as to the compatibility of major assemblies between one system build and another, SEAEYE may be contacted for advice prior to attempting such operational interchange.
In respect of the Electromagnetic Compatibility Directive 89/336/EEC, attention is drawn to the following: Ë
The SEAEYE PANTHER PLUS system 'as delivered' complies with the essential protection requirements of the EMC Directive 89/336/EEC.
Ë
In order to ensure that the SEAEYE PANTHER PLUS system complies with the Directive when installed for operational use, the installation instructions contained within this Technical Manual must be adhered to and the surface equipment installed within the screened enclosures with which they were supplied.
Ë
The end user of (or authority responsible for) the installation of the PANTHER PLUS system becomes responsible for the complete installation's compliance with the Directive, particularly under the following circumstances: !
additional equipments are used in conjunction with the system (unlessthey are upplied s b y SEAEYE MARINE LTD), or
!
modifications are made to the system (or part thereof), or
!
surface equipment is removed from its 'as-built' enclosures for subsequent installation in third-party racks or consoles.
Ë
During Maintenance Procedures, when the system is operated outside its normal operating environment and/or screened enclosures are opened for access, the e quipment may emit, or be susceptible to, electromagnetic interference EM(I). The equipment should be sited away from safety critical, essential communication, or navigation systems during such activities.It is advisable to site thesurface equipment away from critical electronic systems at all times.
Ë
It is recommended that electrical power for the SEAEYE PANTHER PLUS system is provided using a dedicated supply which is not also used to power safety critical, essential communication, or navigation equipment.
Ë
Any questi ons in respect of the Com pliance of any SEAEYE MARINE LTD e quipment with the EM C Directive, or any field repor ts of EMC related faul ts, should be address ed to theTechnica l Directo r at SEAEY E MARINE LTD.
PREFACE
The purpose of this Technical Manual is to provide the ROV maintainer/operator with concise information and instructions on the operating, technical and maintenance aspects of the Remotely Operated Vehicle (ROV) system. The book is written for a maintainer/operator with a reasonable understanding of electrical and mechanical principles and a sound understanding of safe working practices. It is recommended on receipt of the ROV system that the manuals are read in their entirety prior to assembly, installation and first operational use. If a specialist understanding of the technical and maintenance aspects of the system is required a training course can be provided by Seaeye Marine Ltd. It is not intended however, in the scope of this handbook to provide information on operational considerations, and related safety aspects that are extremely important for the safe operation of the ROV. It is recommended that operators and technicians attend the appropriate training courses required to prove competent in the safe operation of the ROV The Technical Manual consists of two books consisting of the following: BOOK ONE Section 1 – System Overview -Provides a general description of the main units as an introduction to the system, the ROV system technical specification and any related information Section 2 – Operating Information - Provides a description of unit controls and indicators for easy reference. Instructions on how to assemble, install, configure and operate the system Section 3 – Functional descriptions - Provides functional descriptions and block diagrams of the power distribution, video and control systems Section 4 – Maintenance Information -Provides maintenance instructions on how to remove, dismantle, assemble and refit the major units, procedures and diagnostics Section 5 – Spare parts list - Provides the ROV system spare parts list BOOK 2 Technical descriptions and drawings - Provides a series of technical descriptions with associated drawings of the system units and printed circuit boards
Preliminary page i
CONTENTS PRELIMINARY PAGES Preface Contents Warranty Statement General Information Notes To Readers List of Abbreviations Warnings Cautions Engineering Advice Notes (EANs) Important Advice Notice
CHAPTERS SECTION 1 – SYSTEM OVERVIEW
CHAPTER 1 – SYSTEM OVERVIEW SECTION 2 – OPERATING INSTRUCTIONS
CHAPTER 2 – CONTROLS AND INDICATORS CHAPTER 3 – ASSEMBLY AND INSTALLATION CHAPTER 4 – OPERATIONAL USE SECTION 3 – FUNCTIONAL DESCRIPTIONS
CHAPTER 5 – FUNCTIONAL DESCRIPTIONS SECTION 4 – MAINTENANCE INSTRUCTIONS
CHAPTER 6 – CORRECTIVE MAINTENANCE CHAPTER 7 – MAINTENANCE TASKS CHAPTER 8 – DIAGNOSTIC MAINTENANCE SECTION 5 – SPARE PARTS
CHAPTER 9 – SPARE PARTS LISTING
Preliminary page iii
WARRANTY STATEMENT
Products sold by SEAEYE are guaranteed to the srcinal purchaser and only as follows: Subject to the exceptions and upon the conditions stated hereafter, SEAEYE agrees to correct, either by way of repair, or at SEAEYE’s sole discretion, by way of replacement, any defect of material or workmanship which develops within 6 months (180 days) of dispatch of the product to the srcinal purchaser by SEAEYE or it’s authorised representative, provided that the investigation and factory inspection by SEAEYE disclose that such defect developed under normal and proper use. Repair or replacement are the exclusive remedies under this guarantee, and further provided that the guarantee granted hereby shall not include parts, materials, or spare parts which SEAEYE considers as expendables under normal operating conditions. The exceptions and conditions mentioned above are as follows: a) SEAEYE makes no guarantee concerning components or accessories that are not of it’s own manufacture. However, in the event of the failure of any component or accessory not manufactured by SEAEYE, SEAEYE will give reasonable assistance to the purchaser in obtaining from the respective manufacturer s own guarantee. SEAEYE shall have no obligation to repair or replace components or accessories manufactured by others. b) SEAEYE shall be released from all obligations under its guarantee in the events that repairs or modifications are made by persons other than its own authorised service personnel, unless such repairs or modifications by others are made with the prior written consent of SEAEYE. In the event of a failure, and the operator fails to take prompt and reasonable action to prevent further damage, SEAEYE cannot be held responsible for consequent damage. “Normal and Proper use” of a product includes without limitation performing routine preventative maintenance in accordance with the appropriate instructions within the appropriate service manual. c) There are no guarantees which extend beyond those expressly provided for herein and the aforesaid guarantee and SEAEYE’s obligations and liabilities thereunder are in lieu of, and the customer waives, all other guarantees, express or implied, and all other liabilities therefore arising by law or otherwise, including without limitation any implied guarantee of merchantability or fitness for a particular purpose, and all obligations and liabilities with respect to loss of use, revenue or profit, or indirect, consequential or incidental damages of any kind and from manufacture, sale, handling, shipment, repair, maintenance or replacement of said products. d) Representations and warranties made by any person, including dealers and representatives of SEAEYE which are inconsistent or in conflict with the terms of this guarantee (including but not limited to the limitations of the liability of SEAEYE as set forth previously), shall not be binding upon SEAEYE unless reduced to writing and approved by an officer of SEAEYE e) SEAEYE’s liability arising from the sale or use of a product sold by SEAEYE shall be limited to SEAEYE’s cost of correcting defects, as provided herein, or the total cost of such
Preliminary page iv
product as shown on the purchase order pursuant to which it was purchased, whichever is less. All such liabilities will terminate upon expiration of the guarantee period. f) This guarantee shall be provided for and governed by the prevailing laws of England.
Preliminary page v
General Information Specifications: SEAEYE reserves the right to change specifications at any time without due notice and without incurring any obligation to incorporate any new features in any of it’s previous products, whether or not they have been sold. Damage in Shipment: Each new product is carefully examined and checked prior to dispatch from SEAEYE’s premises. It should be carefully examined and operationally tested on receipt by the receiving party. If the product is damaged in any way, then a claim should be lodged with the
carrier. New or repaired product that has been damaged in transit should not be returned to SEAEYE without first obtaining specific shipping instructions from SEAEYE. Repairs: If any fault develops, the following steps should be taken:
Notify SEAEYE and give full details of the difficulty. Include in this notification the model type and its serial number. On receipt of this information SEAEYE may elect to either issue service instructions or provide full shipping data for the return of the equipment. After shipping instructions are supplied, forward the product(s) prepaid and repairs will be estimated and the client informed prior to any repairs to the fault(s) being carried out. The client may then issue SEAEYE an approved purchase order to cover the costs of the repair, if the fault has been caused by misuse or is not under guarantee.
Preliminary page vi
NOTES TO READERS Warnings, Cautions and Notes
Throughout this Publication warnings and notes are used to direct the readers attention to specific information. A WARNING is used to alert the reader to operational or maintenance activities which may, under certain circumstances, represent a threat to safety and health. A warning precedes the paragraph or procedure which gives rise to such a threat. A Caution is used to alert the reader to operational or maintenance activities which, may under certain circumstances, cause damage to equipment and/or material. A caution precedes the paragraph or procedure to which it refers. A NOTE contains information of a specific or general nature and is printed immediately after the paragraph to which it refers.
Preliminary page vii
List of abbreviations A AC ADC CCD CP CPU DAC DC Deg. EPOD FET Fig. GRP HCU Hz IGFET I/O
Ampere Alternating Current Analogue to digital converter Charge-coupled device Cathodic potential Central processing unit Digital to analogue converter Direct current Degree(s) Electronics pod Field effect transistor Figure Glass-reinforced plastic Hand control unit
Kilo baud kbd Line insulation monitor LIM MFIO Multi-function input/output Printed circuit board PCB Power distribution unit PDU Power supply unit PSU PWM Pulse width modulated
Hertz Insulated gate field effect transistor Input/Output
VAC VDC
Remotely operated vehicle Silicon-controlled rectifier Silicon-intensifier target Solid-state rate sensor Surface Transformer Unit Surface Unit Tether management system Volta AC Volts DC
W
Watts
ROV SCR SIT SSRS STU SU TMS
Preliminary page viii
WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. 5. POSSIBLE DANGER TO PERSONEL. THE THUSTER ENABLE SWITCH IS NOT AN INTERLOCK. SETTING THE SWITCH TO THE OFF POSITION DOES NOT ISOLATE THE 250 VDC SUPPLY TO THE THRUSTER MOTORS. 6. DANGER TO PERSONNEL AND EQUIPMENT. THRUSTER MOTORS MAY OPERATE WITHOUT WARNING WHEN THE SYSTEM DC SUPPLY IS ENERGISED. ENSURE THAT THE VEHICLE IS CLEAR OF ANY OBSTRUCTION AND PERSONNEL PRIOR TO ENERGISING THE DC SUPPLY. 7. POSSIBILITY OF DANGER TO PERSONNEL OR EQUIPMENT. DO NOT APPLY DC POWER TO THE VEHICLE DURING SYSTEM CONFIGURATION. 8. DANGER OF ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING ACCESS TO THE SLAVE (6065P) OR MASTER (6064P) PSU’s SUFFICIENT TIME SHOULD BE ALLOWED AFTER SWITCHING OFF FOR THE CAPACITORS TO DISCHARGE
Preliminary page ix
Cautions 1. Danger of damage to PCBs. Do not remove or replace PCBs unless the supply is switched off. PCBs must be handled i n accordance with electrostatic discharge handling procedures. Damage to PCBs could affect the safe operation of the equipment. 2. Danger of damage to equipment. When checking connections careis to be taken not to slacken them, otherwise their watertight integrity may be breached. 3. Danger of damage to equipment. When using an insulation meter ensure that the cable under test is di sconnected at both ends. 4. Danger of damage to Thruster Motor V-seal. Do not operate the Thruster Motor in air for longer than one minute 5. Danger of damage to lights. Do not operate the vehicle lights for longer than ten seconds in air. 6. Danger of damage to equipment. If installing in extreme heat conditions remove the vent plugs from the electronics pods to prevent excessive pressure build up. 7. Possibility of damage to equipment. Ensure all vent plugs are securely fitted and shut prior to immersing the vehicle 8. Possibility of damage to Thruster motor. Thrustersmust not be operated for longer than one minute in air or motor V-seal damage may occur. 9. Possibility of damage to lights. Vehicle lights must not be operated for longer than 10 seconds in air. 10. Possibility of damage to equipment. Ensure that the PSU transformer tappings correspond to the external 3 phase input power supply. 11. Possibility of poor vehicle handling. Addition of equipment or poor vehicle ballast or trim will affect vehicle performance. Ensure the vehicle trim and ballast is correct after adding or removing equipment.
Preliminary page x
ENGINEERING ADVICE NOTES (EANs) The purpose of an engineering advice note is to bring to the operator/maintainer’s attention any safety, maintenance or operational related information that may present a threat to health or cause damage to equipment and are to be used in conjunction with the manual Any relevant EANs raised after the publication of this handbook will be issued by letter and are to be inserted into this manual
Preliminary page xi
ENGINEERING ADVICE NOTE No. EAN 4 ADVERSE EFFECTS OF EXTREME CLIMACTIC CONDITIONS Part Nos. ALL SEAEYE MARINE SYSTEMS
Seaeye Marine Ltd. Technical Department advises that extremes of temperature and climate can adversely affect the performance of all systems in the Seaeye Fleets. In some cases, extreme climatic conditions can cause irreparable damage to sensitive electronic components. At particular risk is the Subsea equipment (ROV, TMS, etc) and black anodised enclosures, which if left exposed to direct sunlight (especially in equatorial latitudes and the tropics) may experience destructive temperatures. Similarly, equipment left exposed in Polar Regions will suffer performance degradation and/or irreparable damage. Operators should also be aware of the risk of condensation when moving equipment from cold areas into warmer locations. Operators are therefore advised to provide adequate protection against extremes of climate. When equipment is to be left exposed to direct sunlight, shade is to be provided (by means of tarpaulin covers or shelters, for example) and consideration should be given to frequent temperature monitoring and the provision of artificial cooling if necessary, In freezing conditions, subsea equipment is to be protected from direct exposure and if possible stowed “indoors”. Caution. Irreparable damage can occur to equipment exposed to extremes of climate. Do not expose to direct sunlight for prolonged periods. Do not expose to freezing conditions for prolonged periods. If equipment is to be stowed exposed to the elements, always provide adequate covering/shelter/shade.
All operators are to be made aware of the content of this EAN
ENGINEERING ADVICE NOTE No. EAN 20 PRODUCT DEVELOPMENT THRUSTER TYPE – SM4 and SM4/M 1.
Purpose
1.1
Components fitted to SM4 and SM4/M thruster motors have been superseded as follows: (1)
Nose cone Part No TH103-5 superseded by Nose cone Part No P01950
(2)
Shaft seal Part No TH111 superseded by Shaft seal Part no TH141
1.2
The new components are not compatible or interchangeable. The new shaft seal comes with seal platform combined
2.
Identification
2.1
Identification of the new nose cone is by two rings engraved around the nose cone body
3.
Fitting
3.1
Fitting instructions are described in new handbooks and with the issue of modified thrusters
ENGINEERING ADVICE NOTE No. EAN 21 DEPTH SENSORS It has come to our attention from technical queries that systems fitted with compass type 10DP/2 have been incorrectly configured in the field. EAF Depth sensors
EAF type depth sensors communicate directly with the MFIO PCB (6059P) and as such require correct selection during system configuration dependent on the depth rating of the vehicle 10DP/2 Depth sensor
This type of sensor outputs depth data in RS232 format and connects to the compass interface PCB. The serial depth information is combined with the compass data string and passed to the vehicle CPU for processing via the MFIO PCB. Correct selection is required, however the sensor is not dependent on the depth rating of the vehicle System Configuration
Full instructions on correct selection of the depth sensor is given in the handbooks: Old handbooks
Chapter 4-3 paragraph 2
New Handbooks
Chapter 4 –System Configuration Mode paragraph 4.6
The system prompt is as follow: “DEPTH RATING: ENTER=1000/1250m, YES=600m, NO=300m, ADEPTH=AUTO.”
EAF 500
300 m selection (Operate NO key)
EAF 1000
600 m selection (Operate YES key)
EAF 2000
1000/1250m selection (Operate ENTER key)
10DP/2
Automatic depth (Operate ADEPTH key)
Incorrect selection will cause INCORRECT reading of the depth sensor
IMPORTANT ADVICE NOTICE AR1 ADDITIONAL RECOMMENDATIONS The following recommendations and instructions have resulted from observations and reports experienced by operators in the field
Certain umbilicals and tethers contain aluminium conductors (as shown in the Wiring Diagram Manual). Aluminium conductors cannot be soldered using normal methods employed when soldering copper conductors. Only technicians familiar with the techniques required for soldering aluminium should undertake such work. Do not subject the ROV or associated equipment to shock or impact; do not drop, or allow objects to impact the equipment To prevent damage to or unnecessary stress on chassis components, always use the lifting point(s) factory fitted to ROV vehicles and TMS launch-systems Operating an ROV in close proximity to pile drivers will subject the vehicle to high levels of shock and pressure. This may well result in destruction of lamp unit filaments due to severe vibration. Over-pressure created by underwater equipment such as pile drivers or explosive processes may exceed the ROV’s proof-pressure test certificate, resulting in damage to seals and enclosures and subsequent flooding Do not remove electrical components, equipment or PCB’s while the system is electrically live Permitting thrusters or ROV lamps to operate in air for periods in excess of that described in the Technical Manual may cause irreparable damage. Observe the cautions obtained in the relevant sections of the Technical Manual Equipment should not be left exposed to direct sunlight as extreme temperatures can damage the electronic components Equipment should not be left exposed to freezing conditions. Provide suitable covers or stow in a protected area Do not disassemble equipment, particularly thrusters beyond the level described in the maintenance section Do not attempt to increase the performance of the thrusters by subjecting them to voltages in excess of specified levels. Ensure that the PSU is set up and compensated correctly for the umbilical being used System modifications carried out by customers or operators will not appear in either the Technical Manual or associated Wiring Diagrams Manual or in amendments issued by Seaeye
Preliminary page xiii
Adding or removing equipment from an ROV alters the vehicles payload and ballast, and therefore changes ROV performance. Always re-ballast and trim the ROV prior to operations when such payloads changes have been made Ensure that all surface and subsea connectors are securely mated. Subsea Metal Shell connectors must be completely dry, clean and their threadforms lightly coated with silicone grease. Ensure that all surface and subsea connectors are securely mated. Subsea neoprene connectors must be completely dry, clean and their end faces lightly coated with silicone grease before mating. It is usually necessary to carry out a complete Configuration procedure if PCB’s and items of control equipment have been removed or replaced in the system Conducting pre and post-operational checks reduces operational downtime Check for the security of fasteners, fixtures and fittings prior to and on completion of operational use When ROV operations are conducted in regions of poor visibility it may be advantageous to remove the vehicle lamp units from the pan and Tilt platform and secure them directly to the ROV chassis
Preliminary page xiv
CHAPTER 1 SYSTEM OVERVIEW CONTENTS Para. 1.1 Para. 1.5
THE REMOTELY OPERATED VEHICLE (ROV) SYSTEM POWER SUPPLY UNIT (PSU)
Para. 1.7 Para. 1.9 Para. 1.11 Para. 1.14 Para. 1.16 Para. 1.18 Para. 1.20 Para. 1.22 Para. 1.24 Para. 1.26 Para. 1.28 Para. 1.31 Para. 1.33 Para. 1.34
SURFACE UNIT (SU) HAND CONTROL UNIT (HCU) MONITOR AND KEYBOARD UMBILICAL VEHICLE Thrusters Electronics pod Pan and Tilt Unit Lights Video system Compass and Depth Unit TETHER MANAGEMENT SYSTEM (TMS) SYSTEM SPECIFICATION ASSOCIATED DOCUMENTATION
Fig. 1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7
General System Layout Power Supply Unit (Type 9PSU) Surface Unit (10PDU) Hand Control Unit (Type HCD/5A) Panther Plus Vehicle Thruster motor (Type SM/5) Port and starboard electronic pods (types 9EP Port Plus 1A and 9EP Starboard Plus 1A) Pan and Tilt Unit (Type PT02) Lights Fluxgate compass Depth Unit (Type 10DP/2) Tether Management System Type 3A
FIGURES
Fig. 8 Fig. 9 Fig. 10 Fig. 11 Fig. 12
Chapter 1 page 1
page 2 page 4 page 5 page 6 page 7 page 8 page 8 page 9 page 9 page 10 page 10 page 11
CABIN
Sonar Display
PSU Power Input
WINCH
Surface Unit
Hand Controller
Cabin JB
Power Input Deck Cable
Fixed JB
Slip ring
Main Lift cable
SURFACE PLATFORM
Bailing motor
Gearbox
TMS JB
TMS Bailing System
TMS garage
Tether cable Panther Plus
Fig. 1 General System Layout
Chapter 1 page 2
1.1
THE REMOTELY OPERATED VEHICLE (ROV) SYSTEM (Fig. 1)
1.2
The ROV is extremely versatile and can be employed to carry out a variety of tasks including surveying, searching and inspections. A pilot on the surface controls the vehicle remotely by sending commands to the vehicle via an electrical umbilical and tether. The vehicle can be moved in any direction or by using its autopilot facility remain accurately on course and depth to provide a stable platform. The pilot can also control the vehicles video system, lighting and any other equipment fitted depending on the system specification. Additional system features include: • • • • • •
Sonar Maniplulators CP probe Stills camera Low light cameras Additional lighting
1.3
The system software can be configured to suit individual pilot requirements.
1.4
The ROV system consists of the following major units:
• • • • • • •
Power Supply Unit (PSU) Surface Unit (SU) Hand control unit (HCU) Monitor and keyboard Umbilical and tether Vehicle TMS
Chapter 1 page 4
1.5
POWER SUPPLY UNIT (Type 9PSU) (Fig. 2)
1.6
The PSU provides the power supplies required by the ROV system and incorporates a series of protection devices, interlocks and a cooling fan. The PSU when switched on initialises internal AC and DC supplies, which are only distributed when they are remotely operated at the Surface Unit. The PSU requires a customer supplied power input.
Fig. 2 Power Supply Unit (Type 9PSU)
Chapter 1 page 5
1.7
SURFACE UNIT (SU) (Fig. 3)
1.8
The portable Surface Unit provides the switching and distribution of the PSU supplies and is the main interface for the ROV system. • • • •
AC and DC supply switching and distribution DC Current and voltage indication Control of video and video overlay A keypad for setting up system configuration
• •
Plugs and TMS sockets for system connection ROV and control systems
Fig. 3 Surface Unit (10PDU)
Chapter 1 page 6
1.9
HAND CONTROL UNIT (HCU) (Fig. 4)
1.10
The HCU provides the interface between the operator and vehicle by a series of switches and controls. The HCU controls the following: • • • •
Vehicle movement and speed Pan and Tilt unit Lighting Thruster enable
• • • • •
Sonar enable Stills camera Auto depth and heading Cameras TMS tether in/out
Fig. 4 Hand Control unit (Type HCD/5A)
Chapter 1 page 7
1.11
MONITOR AND KEYBOARD
1.12
The monitor displays the video information from the cameras and system information as overlay data.
1.13
The keyboard is a QWERTY 105 key and connects to the SU.
1.14
UMBILICAL AND TETHER
1.15
The umbilical cable is connected between the surface platform and the TMS and the tether cable is connected between the vehicle and TMS. Both cables are multi cored electrical and carry the necessary power and telemetry requirements for the system.
1.16
VEHICLE.
1.17
The vehicle is constructed from a rugidised polypropylene and stainless steel chassis and contains the following equipment: • • • • • • • •
Thrusters for propulsion Watertight electronics pods Pan and Tilt unit Camera/s Lighting Compass Depth sensor Manipulator
Fig. 5 Panther Plus Vehicle. 1.18
Thrusters (Fig. 6).
Chapter 1 page 8
1.19
The Panther uses six DC brushless thruster motors for propulsion, four horizontal and two vertical providing full three-dimensional control.
Fig. 6 Thruster motor (Type SM5). 1.20
Electronic pods (Fig. 7).
1.21
The vehicle has two pods, one port and one starboard. Each pod is manufactured from highgrade carbon fibre and provides the housing for the vehicle electronics as well as providing buoyancy.
Fig. 7 Port and starboard electronic pods (types 9EP Port1-A and 9EP Stbd Plus1-A)
Chapter 1 page 9
1.22
Pan and tilt unit (Fig. 8).
1.23
The pan and Tilt unit is oil filled and manufactured from anodised aluminium. The unit houses the mechanical and electrical components, which are used to pan and tilt the camera platform, attached to the unit housing. Pan and Tilt positional information is displayed on the system monitor as overlay.
1.24
Lights (Fig.9)
1.25
The Panther has two independently controlled lighting channels each containing two fused 150 W lamps.
Fig. 8 Pan and Tilt Unit (Type PT02)
Fig. 9 Lights (Type P00357-M)
Chapter 1 page 10
1.26
Video system.
1.27
The system uses two fibre optic multiplexed channels capable of providing four video paths to the surface monitor units.
1.28
Compass and Depth unit.
1.29
The Fluxgate compass (Fig. 10) unit located in the starboard electronics pod provides the vehicle heading data.
Fig. 10 Fluxgate compass
1.30
The depth unit, (Fig. 11) which is interfaced, with the compass unit is located on the vehicle chassis.
Fig. 11 Depth Unit (Type 10DP/2)
Chapter 1 page 11
1.31
TETHER MANAGEMENT SYSTEM (Fig. 12)
1.32
The Tether management system and winch assembly are capable of operating in up to a sea state 6 and enable the vehicle to reach its working depth much quicker as the rate of descent is governed by the speed of the winch not the vehicles vertical thrusters. The TMS eliminates the considerable drag effect of the umbilical on the vehicle and provides additional protection for the vehicle as it passes through the splash zone. The TMS is raised or lowered using a winch assembly and armoured mainlift cable. The vehicle when at its working depth is deployed from the TMS using a shorter and thinner tether cable.
Fig 12. Tether Management System Type 3A
Chapter 1 page 13
1.33
SYSTEM SPECIFICATION
Dimensions Electrical Requirement s
Dimensions
Dimensions
Dimensions
POWER SUPPLY UNIT (PSU) Width 600 mm Height 1300 mm Depth 470 mm Mass 211 Kg Input Three phase, 50/60 Hz, 380 - 480VAC at 14 KVA SURFACE UNIT (SU) With Case Width 515 mm (max) Height 448 mm (max) Depth 670 mm (max) Mass 33.52 kg Without case Width 484 mm Height 265 mm Depth 500 mm Mass 20.64 kg HAND CONTROL UNIT (HCU) Width 300 mm Height 190 mm (max) Depth Mass
150 mm 3 kg MONITOR (S) 14 inch – Dual Input ADU3 Deck cable Length Mainlift cable Length Diameter 31 mm (nominal) Breaking strain 240 kN Minimum bend radius 500 mm ROV 214 Tether Length Diameter 20.6 mm (nominal) Breaking strain 15 kN Minimum bend radius - Static 160 mm Minimum bend radius - Dynamic
200 mm
Chapter 1 page 12
Serial number Length Width Height Weight in air Payload Depth rating Forward thrust Lateral thrust Vertical thrust Lighting Camera Depth sensor Compass Autopilot
VEHICLE 909 1750 mm 1060 mm 1220 mm 558 kg 100 kg (in salt water) 1500 msw 110 kgF 85 kgF 75 kgF Two lighting channels (2 x 150 W quartz lamps per channel) Colour (2 off) Po1151 Colour Sit (1 off) OE1324 Accuracy ± 0.1% FSD Accuracy ± 1º Heading and depth hold TMS
Serial Number Length Width Height Weight
1.34
2000 mm 1400 mm 2200 mm (to lift pin) 823 kg (Inc base vehicle and tether)
ASSOCIATED DOCUMENTATION • • •
Book 2 Technical descriptions Vehicle records QA documentation
Chapter 1 page 13
CHAPTER 2 CONTROLS AND INDICATORS CONTENTS Para. 2.1
INTRODUCTION
TABLES Table 1 Table 2 Table 3
Power Supply Unit Controls and Indicators Surface Distribution Unit Controls and Indicators Hand Control Unit Controls and Indicators
page 2 page 4 page 7
FIGURES Fig. 1 Fig. 2
SU switch and indicator layout HCU switch and indicator layout
page 6 page 10
2.1
Introduction
2.2
The controls and indicators for the ROV system are located on the front panels of the SU and HCU. Their functions are listed in the following tables and their location identified on the switch and indicator layout diagrams
Chapter 2 page 1
TABLE 1 PSU CONTROLS AND INDICATORS CONTROL/INDICATOR •
Mains Isolator rotary switch •
•
AC circuit breaker •
ON indicator
•
•
AC Line Insulation Monitor (LIM) •
AC FAIL indicator
•
AC RESET press button switch •
Key-operated switch
•
•
START press button switch
STOP press button switch
•
•
DC Line Insulation Monitor (LIM)
FUNCTION When set to ON (clockwise) applies the external three phase power supply to the PSU The switch is mechanically disabled when the PSU door is open. When set to ON (up) AC supplies are made available for routing to the PSU output when the SU AC SURFACE switch is made. Provides overcurrent protection Illuminates GREEN when AC power is available Trips the subsea AC supplies when an earth fault condition is detected by the LIM across the AC power conductors that is below the resistance setting of that LIM Illuminates RED when a fault condition has been detected by the LIM circuits shutting down the subsea AC supply. Note. The AC FAIL indicator illuminates when the SU VEHICLE AC switch is OFF When operated the Subsea AC supplies are
reset and extinguishes the AC FAIL indicator (provided no AC earth fault condition exists) When set to I (clockwise) allows the START switch to be made (the key cannot be removed in this position). When set to O (anticlockwise) the switch acts as an interlock for the START switch (in this position the key can be removed for safety reasons preventing the START switch from being operated) When operated in conjunction with the Keyoperated switch energises the PSU DC supplies. Note. DC supplies are distributed when the SU MASTER DC switch is selected to ON When operated de-energises the PSU DC supplies Trips the DC supplies when an earth fault condition is detected by the LIM across the DC power conductors that is below the resistance setting of that LIM
Chapter 2 page 2
TABLE 1 PSU CONTROLS AND INDICATORS (continued) CONTROL/INDICATOR •
DC FAIL indicator
•
DC RESET press button switch DC Voltmeter AC ammeter
• •
FUNCTION Illuminates RED when a fault condition has been detected by the LIM circuits shutting down the DC supply. Note. The DC FAIL indicator illuminates when the SU MASTER DC switch is OFF When operated the DC supplies are reset and extinguishes the DC FAIL indicator (provided no DC earth fault condition exists) Provides a digital readout of the DC voltage Provides a digital readout of the DC current drawn by the system
Chapter 2 page 3
TABLE 2 SU CONTROLS AND INDICATORS CONTROL/INDICATOR AC SURFACE toggle switch
•
AC SURFACE indicator LED
•
AC VEHICLE toggle switch
•
AC VEHICLE indicator LED
•
AC TMS toggle switch
•
AC TMS indicator LED
•
•
AUX AC toggle switch
•
REMOTE 3PH toggle switch •
MASTER DC toggle switch •
VEHICLE DC1, VEHICLE DC2 & TMS DC toggle switches
DC Indicator LEDs
•
•
•
DC voltmeter DC ammeter
•
FUNCTION Routes the PSU Auxiliary AC output to the SU when set to ON (down) Illuminates RED when AC SURFACE switch is set to ON When set to ON (down) supplies the vehicle
with subsea AC and 3PHPSU are(provided switched the ON)AC SURFACE Illuminates RED when AC VEHICLE switch is set to ON When set to ON (down) supplies the TMS with AC (provided the AC SURFACE switch is set to ON) Illuminates RED when AC TMS switch is set to ON When set to ON (down) provides remote switching for a relay in the vehicle EPOD to control 220 VAC for specific customer requirements. Note. The AC VEHICLE switch must be set to ON). When set to ON (down) provides remote switching for a relay in the port pod to start the manipulator pump Acts as a remote switch for the PSU DC supplies. When set to ON (down) routes DC to the SU for distribution When set to ON (down) applies DC to the ROV and TMS. The switches must be preselected prior to operating the MASTER DC switch. Their function provides DC redundancy to prevent a single DC failure affecting the other DC paths Illuminate RED when the DC switches are to ON Provides an analogue readout of system DC voltage Provides an analogue readout of current drawn by the system
TABLE 2 SU CONTROLS AND INDICATORS (continued)
Chapter 2 page 4
CONTROL/INDICATOR •
SURFACE/SUBSEA video select toggle switch
•
•
VIDEO 1/VIDEO 2 select toggle switch
•
•
Surface Unit keypad •
BAILING DISABLE/ENABLE toggle switch •
•
BAILING IN/OUT centre biased three position toggle switch BAILING COUNT RESET push button switch TURNS COUNT RESET push button switch TMS LIGHTS toggle switch
•
•
•
•
•
FUNCTION When set to SURFACE (up) video overlay only is routed to the front panel OVERLAY socket When set to SUBSEA (down) the video overlay and video is genkeyed and routed to the OVERLAY socket When set to VIDEO 1 (up) video from a
camera connected to the video 1 and pathvideo is routed to the OVERLAY output socket from a camera connected to the video 2 path is routed to the DIRECT VIDEO output socket. Note. The SURFACE/SUBSEA switch must be set to SUBSEA When set to VIDEO 2 (down) the camera connected to the video 1 path is routed to the DIRECT VIDEO output socket and the camera connected to the video 2 path is routed to the OVERLAY output socket. Note. The SURFACE/SUBSEA switch must be set to SUBSEA Provides operator interface with the SU CPU. Full keypad functions are detailed in Chapter 4. When set to DISABLE (up) disables the TMS bailing motor preventing inadvertent tether bailing. When set to ENABLE (down) enables the TMS bailing motor control. When set to the BAIL IN position (up) the bailing motor bails in the tether. When set to BAIL OUT (down) the bailing motor bails out the tether When operated resets the bailing arm turns counter to zero (displayed on the system monitor). When operated resets the umbilical turns counter to zero (displayed on the system monitor). When set to ON (down) lights are switched on at full brilliance When set to OFF (up) lights are off
Chapter 2 page 5
Fig. 1 SU Switch and indicator layout
Chapter 2 page 6
TABLE 3 HCU CONTROLS AND INDICATORS
CONTROL/INDICATOR •
JOYSTICK
•
•
•
F/R SET potentiometer control
•
• •
SPEED potentiometer control •
LAT SET potentiometer control
•
•
LAT SPEED potentiometer control TURN SET potentiometer control
•
•
TURN control RATE potentiometer
FUNCTION Controls movement of the vehicle as follows: Forward and reverse motion is achieved by pushing and pulling the joystick respectively Lateral movement is achieved by moving the joystick to port or starboard Rotating the joystick either clockwise or anticlockwise turns the vehicle to starboard or port respectively Rotating the control clockwise or anticlockwise of the centre marked position trims the thruster motors to provide an amount of forward or reverse thrust respectively. This amount of preset trim (± 50% of full speed) may be used to offset the effects of submarine currents or tidal activity or to maintain the vehicle in forward or rearward motion. Trims the speed of the thruster motors Rotating the control clockwise or anticlockwise of the centre marked position increases or decreases motor speed respectively Fully anticlockwise represents 25% maximum speed, centre position 50% and fully clockwise 100% Provides lateral preset thruster trim similar to the F/R SET control Adjusts the speed of the thruster motors responsible for the lateral motion of the vehicle with respect to the lateral movement of the joystick (Gain Control) Provides rotational thruster trim for offsetting the vehicle against unbalanced drag similar to the F/R SET control Adjusts the speed of the thruster motors
responsible the turning motion of the vehicle withfor respect to the turning movement of the joystick (Gain Control)
Chapter 2 page 7
TABLE 3 HCU CONTROLS AND INDICATORS (continued) CONTROL/INDICATOR •
VERTICAL SET control •
VERT UP/DOWN pushbuttons
•
AUTO DEPTH push button switch
FUNCTION Rotating the control clockwise or anticlockwise causes the vehicle to ascend or descend respectively Operating these controls allows the operator maximum vertical thrust for ascending or descending. This control can be used to move
the vehicle quickly in an emergency. When operated engages the depth autopilot and operates the vertical thrusters as required to keep the vehicle at current depth, the autopilot status is displayed on the system monitor. Operating the switch again disengages the autopilot
NOTE. Operating the UP and DOWN switches or rotating the VERT SET control beyond 50% overrides the autopilot until the control is less than 50% when the vehicle will return to the previous depth. •
AUTO HEADING push button switch
When operated engages the heading autopilot and maintains the vehicle on current course, the autopilot status is displayed on the system monitor. Operating the switch again disengages the autopilot
NOTE. Rotating the control beyond 50% overrides the autopilot until it is returned to less than 50% when the vehicle will return to the previous heading •
STILLS pushbutton switch
When operated triggers the optional Stills camera on the vehicle. Each operation of the switch causes the camera to take a single frame
NOTE. At least 8 seconds must elapse between takes
LIGHTS 1 potentiometer control LIGHTS 2 potentiometer
•
• •
LIGHTS 2 toggle switch TILT control potentiometer
•
•
PAN control
Rotating the control clockwise increases light intensity, and anticlockwise dims the lights until they switch off Operates similar to LIGHTS 1 potentiometer When set to ON (down) lights 2 turns on at the brightness set by the LIGHTS 2 potentiometer Operates the TILT platform up and down, tilt position is displayed on the system monitor Operates the PAN platform to either port or starboard, pan position is displayed on the system monitor
Chapter 2 page 8
TABLE 3 HCU CONTROLS AND INDICATORS (continued) CONTROL/INDICATOR •
FUNC toggle switches
CAM1/CAM2 toggle switch CAM3/CAM4 toggle switch
•
•
• •
THRUSTER ENABLE switch
SONAR toggle switch HCU LED indicator BAILING IN/OUT centre biased three position toggle switch
When operated and Camera 2 switches between Camera 1 When operated switches between Camera 3 and Camera 4 When set to ON enables the thruster motors When set to OFF disables the thrusters from becoming operational
WARNING. POSSIBLE DANGER TO PERSONNEL. THE THRUSTER ENABLE SWITCH IS NOT AN INTERLOCK. SETTING THE SWITCH TO THE OFF POSITION DOES NOT ISOLATE THE 250 VDC SUPPLY TO THE THRUSTER MOTORS
When set to the ON position (down) power is routed to the sonar head for transmitting and receiving. •
•
•
•
TOOLING MOTOR centre biased toggle switch
FUNCTION Function switch four has been assigned CAM3/CAM4, Function switch three has been assigned TOOLING MOTOR. Function switches one and two can be assigned functions depending on customer requirements
Illuminates red when the HCU supply is available When set to the BAIL IN position (up) the bailing motor bails in the tether. When set to BAIL OUT (down) the bailing motor bails out the tether When set to UP operates an optional Tooling motor clockwise, when set to DOWN operates the tooling motor anticlockwise. In the centre biased position the motor is off
Chapter 2 page 9
Fig. 2 HCU switch and indicator layout
Chapter 2 page 10
CHAPTER 3 ASSEMBLY AND INSTALLATION CONTENTS Para. 3.1 Para. 3.5 Para. 3.9 Para. 3.18 Para. 3.24 Para. 3.28 Para. 3.33 Para. 3.36 Para. 3.47 Para. 3.48 Para. 3.50 Para. 3.53 Para. 3.70 Para. 3.74 Para. 3.77 Para. 3.81
INTRODUCTION RECEIPT INSTALLATION Three-phase transformer installation Earth and cable connection tests Voltage check Pan and Tilt Umbilical connection INSTALLATION TESTS Initial preparation Powering UP Installation system tests Powering down SYSTEM SET UP, COMPENSATION AND CONFIGURATION BALLAST AND TRIM FIRST DIVE
FIGURES Fig. 1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 9
Installation Block diagram PSU front panel access plate Three-phase transformer terminal block Single-phase transformer selector links Single-phase transformer Three-phase transformer selector links Pan and Tilt lifting tube Junction Box Junction box securing arrangement
page 2 page 5 page 5 page 6 page 7 page 7 page 9 page 9 page 10
TABLES Table 1
Pan and Tilt mounting options
Chapter 3 page 1
page 8
External AC Power Supply
Fig. 1 Installation Block diagram
SU
To throug uni Powe Um. Manip Kb d. Sona HCU Video Video Sock Sock Sock Sock Sock Sock Sock Sock
PSU
HCU
Externa 3 PS Powe inpu
Son
Cabin JB
Video O/P
Keyboard
Deck Cable Slip Ring
Umbilical Cable TMS
Manip HCU
Tether Cable
Chapter 3 page 2
Vehicle
3.1
INTRODUCTION
3.2
This chapter details the instructions for receipt and installation of the ROV system. On completion of installation a series of installation tests are carried out prior to the vehicles first operational dive. The installation tests ensure that the system is working correctly and allows the operator to become familiar with the units and controls.
3.3
The system has been set up for the equipment supplied, however after repair or maintenance theinstallation system mayand require settingtests up, compensating or reconfiguring to Para.3.65). The installation are to be carried out whenever (refer the system is relocated or the input supply changed.
3.4
Before and after the vehicle is dived the Pre and Post Operational Checks (Task 1 and 2, Chapter 7) are to be carried out and considered MANDATORY. The Pre Operational checks ensure that before diving, the vehicle is ready in all respects to dive. The Post Operational Checks are designed to detect any defects or damage that may have been incurred during operational use, allowing the operator to rectify them ensuring the vehicle can be stored operational and ready for its next dive.
3.5
RECEIPT
3.6
Unpack the system in a dry clean environment and check the contents and serial numbers against the delivery note. Should any discrepancy be noted contact SEAEYE MARINE LTD. immediately.
3.7
Prior to dispatch a stringent Quality Control Inspection is carried out. A copy is contained with the vehicles record document, however it is recommended that the contents be examined for any damage that may have occurred during transit. Refer to the Warranty information contained in the preliminary pages of this handbook.
3.8
It is recommended that all packaging and packing cases be retained for subsequent storage, transportation or return-to-works
3.9
INSTALLATION
3.10
Prior to system connection a series of tests are required to ensure the input supply is correctly earthed and the AC input voltages are correct for system operation. At the earliest opportunity after the installation checks the Subsea AC and DC power supplies are to be checked for correct compensation (Chapter 7)
CAUTION Danger of damage to equipment. If installing in extreme heat conditions remove the vent plugs from the electronics pods to prevent excessive pressure build up.
3.11 3.12
The surface equipment is to be set up in the area the system is to be operated, in a dry and clean environment. Position the surface unit and monitor(s) on a stable, clean and dry platform. Chapter 3 page 3
3.13
Check all leads and cables for damage and bent pins
3.14
Confirm the external electrical supply to be used with the system is disconnected and isolated.
3.15
Connect the following cables and leads to their respective units taking care not to damage their pins (Fig.1) • • • • •
Power in cable Keyboard HCU lead Monitor power and video leads Cabin JB Power supplies
3.16
Visually examine the vehicle to ensure all equipment is secure and undamaged.
3.17
Visually examine vehicle lamps and ensure lamp covers are undamaged
3.18
Three-phase transformer installation
WARNING. POSSIBLE DANGER OF INJURY AND DAMAGE TO EQUIPMENT. THE THREEPHASE PSU WEIGHS APPROXIMATELY 78KG, AND CARE SHOULD THEREFORE BE TAKEN WHEN LIFTING IT.
3.19
Ensure the external supply is isolated
3.20
Gain access to the inside of PSU
3.21
Using a suitable lifting arrangement carefully lift the three-phase transformer up and into the PSU and manoeuvre in position ensuring the transformer and PSU base securing holes are aligned.
3.22
Remove the PSU front panel access plate (Fig.2) and secure the transformer to the PSU base using the bolts supplied with the spares kit.
Chapter 3 page 4
Fig. 2 PSU front panel access plate
3.23
Carefully, route the transformer cables to the three-phase transformer terminal block and connect the wires (Fig. 3) in accordance with the drawing supplied in the pocket located in side the PSU.
Fig. 3 Three-phase transformer terminal block
3.24
Earth and cable connection tests
3.25
Ensure the external supply is isolated
3.26
Using a continuity meter check the continuity resistance between the ships structure and the input supply earth. The resistance must be less than 0.05 ohms.
Chapter 3 page 5
3.27
In cases where the umbilical/tether has not been supplied or terminated by Seaeye Marine Limited, it is advised that the cables are checked for insulation and continuity against the drawings to ensure correct termination. When carrying out insulation tests the cables are to be disconnected at both ends to prevent damage to system electronics. It is recommended that the insulation and continuity resistance readings be recorded for future comparison to identify any progressive deterioration of the cables.
3.28
Voltage check
3.29
With the input supply disconnected but available and taking precautions against electric shock measure and take note of the input supply voltage
NOTE. Unless otherwise stated the transformer tappings are factory set to match a threephase supply voltage of 410 VAC
3.30
Gain access to the inside of the PSU and locate the three-phase and single-phase transformers.
3.31
Adjust the links if necessary of both transformer primary windings to correspond to the nearest voltage above that measured at Para. 3.23. To adjust the primary links of the 3Phase transformer first remove four 10 mm nuts and remove the transformer cover (Fig. 4)
Fig. 4 Single-phase transformer selector links
Chapter 3 page 6
Fig. 5 Single-phase transformer
Fig. 6 Three-phase transformer selector links
3.32
Replace the transformer cover and secure with the four 10 mm nuts
3.33
Pan and Tilt
3.34
The Pan and Tilt Unit is drained of oil and requires filling before operation. Full instructions are given in the supplied Pan and Tilt handbook. The unit is fitted to the vehicle in accordance with mounting option 1, however if the mounting arrangement is changed the wiring connections are also to be changed as detailed in Table 1
Chapter 3 page 7
Mounting option 1
Pan/Tilt Pan
Tilt Mounting option 2
Pan/Tilt Pan
Tilt Mounting option 3
Pan/Tilt Pan
Tilt Mounting option 4
Pan/Tilt Pan Tilt
Feedback connections TB2 1 2 3 1 2 3 TB4 1 2 3 1 2 3 Feedback connections TB2 2 3 2 3 TB4 1 2 3 3 2 1 Feedback connections TB2 1 2 3 3 2 1 TB4 1 2 3 1 2 3 Feedback connections TB2 1 1
1 3 1 3
2 2 TB4 2 2
3 1
Penetrator connections TB1 4 5 4 5 TB1 2 3 2 3 Penetrator connections 4 4
TB1
5 5
TB1 2 3 3 2 Penetrator connections TB1 4 5 5 4 TB1 2 3 2 3 Penetrator connections TB1 4 5
5 4 TB1
3 1
2 3
3 2
Table 1 Pan and Tilt mounting options
3.35
The unit can be raised or lowered by adjusting the lifting tube (Fig.7) by loosening the two jubilee clips at the rear and moving the tube up or down until the required position is obtained.
Note. The Pan and Tilt unit has been factory set for maximum rotation in both x and y axes, care therefore must be taken when changing its mounting arrangement that the unit does not foul any adjacent or any customer mounted equipment.
Chapter 3 page 8
Fig. 7 Pan and Tilt Lifting tube. 3.36
Umbilical connection
3.37
Feed the tether in through the top of the vehicle and carefully manoeuvre the junction box through the top opening and into the vehicle chassis (Fig. 8). Ensure the Kellams grip is along the tether outside the vehicle.
Fig. 8 Junction Box
Chapter 3 page 9
3.38
Secure the junction box with the bracket securing screws to the chassis (Fig. 9)
Fig. 9 Junction box securing arrangement
3.39
Route the tether, secure with cable ties along the inside of the chassis. When securing the tether with the cable ties ensure that the thrusters, pan and tilt and manipulator are not fouled.
3.40
Ensure all the connectors are perfectly clean and dry and smear a light film of silicone grease to the tether connector threadforms
3.41
Connect the tether connector to the electronics pod
3.42
Pre-stretch the Kellams grip over the tether ensuring a little slack in the tether between the grip and the vehicle, such that the load is taken by the Kellams grip not the tether cable
3.43
Secure the other end of the Kellams grip with a Tie-wrap to prevent it slipping along the tether cable
3.44
Attach the Kellams grip to the vehicle lifting point using the shackle
3.45
Secure the shackle pin eye to the shackle bracket with a tie wrap to prevent the pin from coming loose during operational use
3.46
Connect the PSU power in connector to the external AC power supply
Chapter 3 page 10
3.47
INSTALLATION TESTS
3.48
Initial Preparation
3.49
Set the following unit switch and control settings: HCU
LIGHTS 1 and LIGHTS 2 controls VERTICAL SET control F/R SET control SPEED control LAT SET control LAT SPEED TURN SET control TURN RATE control THRUSTER ENABLE switch SONAR switch CAM switch TILT control PAN control Joystick joystick
Fully anticlockwise Centre position Centre position Centre position Centre position Centre position Centre position Centre position Set to OFF Set to OFF Set to CAM 1 Centre position Centre position Operate in all axes and ensure returns to the centre position on release
SU
ROV MASTER DC switch AC VEHICLE switch AC SURFACE switch AC TMS switch VIDEO switch BAILING DISABLE/ENABLE
Set to OFF Set to OFF Set to OFF Set to OFF Set to SURFACE Set to DISABLE
3.50
Powering Up
3.51
Connect and switch on the external power supply
3.52
Set the following unit switch and control settings: PSU
Mains Isolator AC circuit breaker Key-operated switch START switch
Set to ON Set to ON Set to I Operate
Chapter 3 page 11
SU
3.53
AC SURFACE switch AC SURFACE indicator
Set to ON Confirm illuminated
Installation System Tests
NOTE. The system is supplied fully configured, however, if any equipment (PCBs, tilt motors etc.) has been changed from the factory-supplied condition it is necessary to carry out a full system configuration as detailed in Chapter 4
3.54
Confirm the system monitor displays video overlay and prompts: “DO YOU WISH TO CONFIGURE THE SYSTEM?”
3.55
At the SU keypad
Respond NO
3.56
HCU POWER indicator
Confirm illuminated
3.57
Remove the vehicle camera lens cap(s)
3.58
Set the following unit switch and control settings: SU
AC VEHICLE switch AC VEHICLE indicator AC TMS switch AC TMS indicator VIDEO switch
Set to ON Confirm illuminated Set to ON Confirm illuminated Set to SUBSEA
3.59
Confirm the system monitor displays images received from the camera with video overlay (OVERLAY socket) and without overlay (DIRECT VIDEO socket).
3.60
If two cameras are fitted to the vehicle, operate the VIDEO 1/VIDEO 2 switch and confirm a video image from the camera is displayed on the monitor with video overlay.
3.61
Set the following unit and control settings: HCU
TILT control
Operate over full range and confirm vehicle camera platform rotates through its full range and its movement is unobstructed
Chapter 3 page 12
PAN control
Operate over full range and confirm vehicle camera platform rotates through its full range and its movement is unobstructed
WARNING DANGER TO PERSONNEL AND EQUIPMENT.THRUSTER MOTORS MAY OPERATE WITHOUT WARNING WHEN THE SYSTEM DC SUPPLY IS ENERGISED. ENSURE THAT THE VEHICLE IS CLEAR OF ANY OBSTRUCTION AND PERSONNEL PRIOR TO ENERGISING THE DC SUPPLY SDU
DC1 and DC2 switches TMS DC switch ROV MASTER DC switch DC indicators
Set to ON Set to ON Set to ON Confirm illuminated
CAUTION Possible damage to Thruster motor. Thrusters must not be operated for longer than one minute in air or motor V-seal damage may occur HCU
THRUSTER ENABLE switch F/R SET, LATERAL SET and TURN SET VERTICAL SET control
Set to ON Adjust until horizontal controls thrusters are stationary Adjust until vertical thrusters are stationary
CAUTION Possible damage to lamps. Vehicle lamps must not be operated for longer than 10 seconds in air
LIGHTS 1
LIGHTS 2
Operate and confirm lamps illuminate Operate and confirm lamps illuminate
HCU
JOYSTICK
THRUSTER ENABLE switch JOYSTICK
Operate in all axes and confirm thrusters respond to joystick demand Set to OFF Operate in all axes and
Chapter 3 page 13
confirm thrusters do not operate to joystick demand SU
BAILING DISABLE/ENABLE switch BAILING IN/OUT switch
BAILING DISABLE/ENABLE switch
3.62
Set to ENABLE Momentarily set to OUT and confirm vehicle tether bails out, then release to OFF. Momentarily set to IN and confirm vehicle tether bails in. Release. Set to DISABLE
The following tests require the vehicle to be suspended. Care must be taken when swinging the vehicle to prevent damage from surrounding structures.
NOTE. When carrying out the compass swing check the compass reading may be incorrect if the vehicle is surrounded by metal structures.
3.63
Slowly rotate the suspended vehicle and confirm that the compass rose responds to vehicle movement.
3.64
Confirm depth and CP (if fitted) indication is displayed as overlay on the system monitor
3.65
Set the following unit switch and control settings:
WARNING DANGER TO PERSONNEL AND EQUIPMENT.THRUSTER MOTORS MAY OPERATE WITHOUT WARNING WHEN THE SYSTEM DC SUPPLY IS ENERGISED. ENSURE THAT THE VEHICLE IS CLEAR OF ANY OBSTRUCTION AND PERSONNEL PRIOR TO ENERGISING THE DC SUPPLY HCU and SU keypad
THRUSTER ENABLE switch AUTO HEADING switch
Vehicle
AUTO HEADING switch
AUTO DEPTH switch
Set to ON Operate and confirm “A” is displayed in the compass data area as overlay on the system monitor. Rotate the vehicle and ensure the thrusters oppose rotation. Operate and confirm the “A” is no longer displayed Operate and confirm “A” is displayed in the depth data area as overlay on the system monitor. Operate the
Chapter 3 page 14
switch again and confirm the “A” is no longer displayed 3.66
Repeat the auto heading and depth test using the surface unit keypad
3.67
Taking care to avoid contact with the thruster motors jerk the suspended vehicle and confirm the gyro responds by operating the thrusters momentarily.
3.68
Set the following unit switch setting: HCU
THRUSTER ENABLE switch
Set to OFF
3.69
Test the 3-Phase PSU, sonar and manipulator as detailed in the manufacters handbook.
3.70
Powering Down
3.71
Set the following unit switch and control settings: SU
MASTER DC switch Set to OFF MASTER, VEHICLE and TMS DC indicators Confirm extinguished VEHICLE DC switches Set to OFF TMS DC switch AC VEHICLE switch AC indicator AC SURFACE switch AC indicator
Set to OFF Set to OFF Confirm extinguished Set to OFF Confirm extinguished
PSU
STOP switch Key-operated switch AC circuit breaker Mains Isolator
Operate Set to O Set to OFF Set to OFF
3.72
Switch off and isolate the external power supply
3.73
Lower the vehicle and replace the vehicle lens cap(s)
Chapter 3 page 15
3.74
SYSTEM SET UP, COMPENSATION AND CONFIGURATION
3.75
The system has been factory set for the equipment supplied, however when certain equipment is replaced or modified the system may require setting up, compensating or reconfiguring. Full instructions on how and when to carry out the various procedures are given in Chapter 7 – Maintenance Tasks. The following maintenance tasks may be required to be carried out depending on the equipment supplied: • • • •
DC compensation AC compensation Video compensation System Configuration (Chapter 4)
3.76
The DC and AC compensations should be carried out at the first available opportunity after the system operator is familiar with controlling the vehicle.
3.77
BALLAST AND TRIM
CAUTIONS 1. Possible damage to equipment. Ensure that all vent plugs are fitted securely and shut prior to immersing the vehicle in water 2. Possible poor vehicle handling. Incorrect trim will cause poor vehicle handling and performance
3.78
The vehicle is factory trimmed in fresh water and requires additional ballast for seawater use. The vehicle is given an even trim with slight positive buoyancy such that the yellow covers are just visible above the surface of the water
3.79
The lead ingots provided are to be secured to the vehicle chassis to give the vehicle a trim and ballast depending on operator requirements.
3.80
Any additional equipment fitted or removed must be compensated for and the vehicle trimmed to the new weights
3.81
FIRST DIVE
3.82
On completion of this chapter the vehicle is ready to swim. It is advised however, that the operator should familiarise himself with Chapter 4-Operational Use, and carry out a full system configuration procedure. should also be aware of the Pre and Post dive check lists detailed in Task 1The andoperator 2, Chapter 7-Maintenance Tasks
Chapter 3 page 16
CHAPTER 4 OPERATIONAL USE CONTENTS Para. 4.1 Para. 4.6 Para. 4.6 Para. 4.13 Para. 4.15 Para. 4.24 Para. 4.27 Para. 4.32 Para. 4.36 Para. 4.42 Para. 4.44 Para. 4.46 Para. 4.48 Para. 4.50
INTRODUCTION SYSTEM CONFIGURATION CONTROL System Configuration Mode Procedure TEXT EDIT MODE Pre-titled Page Free Text Page FLYING MODE Compass information Depth information Camera pan and tilt platform position indication CP information DISPLAY MODE ERROR MESSAGES WARNING MESSAGES
FIGURES Fig. 1 Fig. 2 Fig. 3 Fig. 4
SU Front panel keypad Modes of operation Pre Titled Page Flying Mode Display
page 2 page 3 page 10 page 12
TABLES Table 1
Surface unit Keypad key functions
Chapter 4 page 1
page 2
4.1
INTRODUCTION.
4.2
This chapter describes the various modes of operation, how they are accessed and how to move between them. The chapter further explains the overlay information on the display and how to enter the time and date and edit text on the various pages and explains the meaning of the various error messages that can be displayed. The modes of operation can be accessed by operation of the keys on the keypad (Fig. 1) and their explanation is given in Table 1.
EDIT
DISP
ZERO Depth
AUTO HEAD
COL
AUTO Depth
ENTER DEL NO
CP Probe
CR/YES
Fig. 1 SU Front panel keypad. KEYPAD Key EDIT DISP ZERO DEPTH AUTO HEAD COL AUTO DEPTH
Selects the system title page or free Function text page and permits editing of the data stored in those pages Displays the system title page or free text page When selected displays the Zero Depth prompt Toggles the system autopilot auto-heading function on and off Cycles through the available overlay graphic colours Toggles the system autopilot auto-depth function on and off
Used in conjunction with the ENTER key to select characters when editing the Title page and keys when editing the Title page ENTER Used in conjunction with the Used in conjunction with the ENTER key to select characters when editing the → Title page DEL/NO Deletes characters when in Text Edit Mode. Also used to respond NO to system prompts Toggles the CP probe display on and off CP PROBE CR/YES Carriage return key when in Text Edit Mode. Also used to respond YES to system prompts ←
←
→
Table 1 Surface Unit Keypad key functions. Chapter 4 page 2
4.3
The system can be operated in one of the following four modes: • • • •
4.4
Configuration Mode. Text Edit mode. Display Mode. Flying Mode.
To move between the modes the keypad keys are operated as shown in Fig. 2.
KEY Modes of operation Keypad button YES
DO YOU WISH TO CONFIGURE THE SYSTEM?
Page
CONFIGURATION MODE
Prompt NO
Configuration procedure (4.8) FLYING MODE
EDIT
DISP
DISP
DISPLAY MODE
TEXT EDIT MODE
YES
NO EDIT PRE TITLED PAGE?
“YES” TO DISPLAY “NO” TO RESUME
YES
NO EDIT FREE TEXT PAGE?
PRE TITLE PAGE
YES
EDIT FREE TEXT PAGE
Fig. 2 Modes of operation.
Chapter 4 page 3
RESUME
NOTE.
The system must be previously configured before access is allowed into Text, Display and Flying Mode. 4.5
If a keyboard is installed text can be written on the screen using the uppercase characters and ASCII symbols and the following keyboard functions are supported: • • • • • • • • • •
Cursor control left/right/up/down using the keyboard arrow keys The HOME key sends the cursor to the top left corner of the screen DEL clears the character beneath the cursor CTRL D enters Display Mode CTRL E enters Text Edit Mode CTRL C displays CP voltage CTRL B changes overlay background colour CTRL Z displays the ZERO DEPTH prompt CTRL W wipes the screen CTRL P displays/removes the Pan icon
NOTE. Prior to system switch on the keyboard must be plugged in. 4.6
SYSTEM CONFIGURATION MODE.
4.7
When system AC power is applied to the SU the ROV system defaults to Configuration Mode. System Configuration Mode allows the system to set internal reference levels for maximum, mid-range and minimum control settings and to allow the operator to preselect certain features according to operator requirements. A full system configuration is required under the following circumstances: • • • •
Post installation. HCU replacement. Change of CPU EPROM’s. Change of PCB’s.
CAUTION. POSSIBLE DANGER TO PERSONNEL OR EQUIPMENT. DO NOT APPLY DC POWER TO THE VEHICLE DURING SYSTEM CONFIGURATION.
4.8
With system AC power applied, the monitor displays images from the vehicle video camera and a configuration prompt as follows: “DO YOU WISH TO CONFIGURE THE SYSTEM?”
4.9
Responses to the control system prompts are made using the SU front panel keypad (Fig.1). If the system has previously been configured, responding NO to the prompt causes the system to enter Flying Mode. However, if the system has not been configured a NO response is not accepted until a YES response is made. Responding YES starts the Chapter 4 page 4
configuration process and on completion configuration data is stored in non-volatile memory. 4.10
System Configuration Mode Procedure.
4.11
For a full system configuration proceed as follows: (1)
Ensure the external power supply is to ON.
(2)
Set the following unit switch and control settings:
SU • • •
(3)
Set the PSU Mains Isolator to ON Set the PSU AC circuit breaker to ON Set the SU AC SURFACE and AC VEHICLE switches to ON Confirm the Monitor displays: “DO YOU WISH TO CONFIGURE THE SYSTEM?”
(4)
Operate the CR/YES key
(5)
Confirm the Monitor displays: “DO YOU WISH TO CONFIGURE THE HAND CONTROLLER?”
(6)
Operate the CR/YES key.
(7)
Confirm the Monitor displays: “SET CONTROLS TO DOWN/PORT/REVERSE/MINIMUM-PRESS A KEY.”
(8)
Set the following unit switch and control settings:
HCU • • • • • • • • • • •
LIGHTS 1 & 2 controls VERTICAL SET control
Set fully anticlockwise Set fully anticlockwise
F/R SET control SPEED control LAT SET control LAT SPEED control TURN SET control TURN RATE control THRUSTER ENABLE switch SONAR switch TILT control
Set fully anticlockwise Set fully anticlockwise Set fully anticlockwise Set fully anticlockwise Set fully anticlockwise Set fully anticlockwise Ensure set to OFF Ensure set to OFF Set to full down position.
Chapter 4 page 5
• •
NOTE. Vehicle will not respond to control. Set to full port position (L) Operate to bottom lefthand corner of its travel and hold. Rotate anticlockwise and hold.
PAN control Joystick
(9)
Operate any key.
(10)
Confirm the Monitor displays:
“SET CONTROLS TO UP/STARBOARD/FORWARD/MAXIMUM-PRESS A KEY.”
(11)
Set the following unit switch and control settings:
HCU • • • • • • • • •
• •
LIGHTS 1 & 2 controls VERTICAL SET control F/R SET control SPEED control LAT SET control LAT SPEED control TURN SET control TURN RATE control TILT control
PAN control Joystick
(12)
Operate any key.
(13)
Confirm the Monitor displays:
Set fully clockwise Set fully clockwise Set fully clockwise Set fully clockwise Set fully clockwise Set fully clockwise Set fully clockwise Set fully clockwise Set to full up position. NOTE. Vehicle will not respond to control. Set fully starboard position (R) Operate to top right-hand corner of its travel and hold. Rotate clockwise and hold.
“SET CONTROLS TO CENTRE POSITION - PRESS A KEY.”
(14)
Set the following unit switch and control settings:
HCU • • • •
LIGHTS 1 & 2 controls VERTICAL SET control F/R SET control SPEED control
Chapter 4 page 6
Set to central position Set to central position Set to central position Set to central position
•
LAT SET control LAT SPEED control TURN SET control TURN RATE control TILT control
•
Joystick
• • • •
Set to central position Set to central position Set to central position Set to central position Set to central position. NOTE. Vehicle tilt table will not respond to control. Release and confirm returns to its central position.
(15)
Operate any key. NOTE. The HCU is now configured.
(16)
Confirm the Monitor displays: “DO YOU WISH TO CONFIGURE TILT CONTROL?”
(17)
Operate SU keypad CR/YES key.
(18)
Confirm the Monitor displays: “MOVE TILT MECHANISM TO UPPER POSITION – PRESS A KEY.”
(19)
Operate the HCU TILT rotary control until the vehicle tilt platform reaches the required upper position ensuring during movement the platform has sufficient clearance and is not fouled.
(20)
Operate any key.
(21)
Confirm the Monitor displays: “MOVE TILT MECHANISM TO LOWER POSITION - PRESS A KEY.”
(22)
Operate the HCU TILT rotary control until the vehicle tilt platform reaches the required lower position ensuring during movement the platform has sufficient clearance and is not fouled.
(23)
Operate any key.
(24)
Confirm the Monitor displays: “MOVE TILT MECHANISM TO CENTRE POSITION - PRESS A KEY.”
Chapter 4 page 7
(25)
Operate the HCU TILT rotary control until the vehicle tilt platform reaches its central position.
(26)
Operate any key. NOTE. The tilt platform end-stops and central position are now configured.
(27)
Confirm the Monitor displays: “DO YOU WISH TO CONFIGURE THE PAN CONTROL?”
(28)
Operate SU keypad CR/YES key.
(29)
Confirm the Monitor displays: “MOVE PAN MECHANISM TO PORT POSITION – PRESS A KEY?”
(30)
Operate the HCU PAN rotary control until the vehicle pan platform reaches its port position ensuring during movement the platform has sufficient clearance and is not fouled.
(31)
Operate any key.
(32)
Confirm the Monitor displays: “MOVE PAN MECHANISM TO STBD POSITION – PRESS A KEY?”
(33)
Operate the HCU PAN rotary control until the vehicle pan platform reaches its starboard position ensuring during movement the platform has sufficient clearance and is not fouled.
(34)
Operate any key.
(35)
Confirm the Monitor displays: “MOVE PAN MECHANISM TO CENTRE POSITION - PRESS A KEY.”
(36)
Operate the HCU PAN rotary control until the vehicle pan platform reaches its centre position.
(37)
Operate any key.
(38)
Confirm the Monitor displays: “DO YOU WISH PAN ICON TO BE DIPLAYED?”
(39)
Operate SU keypad CR/YES key.
Chapter 4 page 8
(40)
Confirm the Monitor displays: “DO YOU WISH TO INITIALISE THE COMPASS?”
(41)
Operate the SU keypad DEL/NO key (Refer to Chapter 7 for the compass initialisation procedure).
(42)
Confirm the Monitor displays: “DO YOU WISH THE DEPTH DISPLAYED IN METRES? – PRESS YES OR NO.”
(43)
Operate the SU keypad as required:
•
DEL/NO key
•
CR/YES key
(44)
Operate if depth in feet required Operate if depth in metres required
Confirm the Monitor displays: “DEPTH RATING: ENTER=1000/1250m, YES=600m, NO=300m, ADEPTH=AUTO.”
(45)
Operate the SU AUTO key.
(46)
Confirm the Monitor displays: “CP TYPE: – YES=CONTACT, NO=PROXIMITY.”
(47)
Operate the SU DEL/NO or CR/YES key according to the type of probe fitted.
(48)
Confirm the Monitor displays: “DO YOU WISH TO CONFIGURE THE SYSTEM?”
(49)
Operate the SU keypad DEL/NO key. NOTE. The system is now configured for operational use.
(50)
Confirm the system monitor displays camera images and flying mode and overlay data is updated.
NOTE. At switch on the system may return the following error message:
Chapter 4 page 9
“ERROR READING CONTROL SYSTEM BATTERY BACKED RAM – POWER DOWN.”
This indicates that the configuration parameters will not be properly stored and the procedure should be repeated after cycling the system AC power. END OF SYSTEM CONFIGURATION PROCEDURE.
4.12
Once the system has been configured the operator is able to respond NO to the initial configuration prompt allowing the system to enter Flying Mode.
4.13
TEXT EDIT MODE.
4.14
Text Edit Mode is accessed from Flying Mode by operating the EDIT key on the SU front panel keypad (Fig. 2). This mode consists of two user editable text pages, which can be selected by responding to system generated prompts on the system monitor. The two pages are as follows:
4.15
Pre-titled Page (Fig. 3).
4.16
The Title Page is in white text on a black background as shown in Fig. 3. The Pre-titled Page comprises fixed text and user-editable data fields. The following fixed text is displayed: • • • • • •
4.17
Company Location Dive Number Objective Operator Date and Time
This mode allows the operator to input characters adjacent to the fixed text. Characters available are displayed on the top line of the system monitor as a text banner. The banner cursor (symbol circumflex, ^) selects the required character by moving the cursor horizontally by operating the SU keypad arrow keys or keyboard if fitted.
Chapter 4 page 10
Fig. 3 Pre Titled Page.
4.18
A second cursor (symbol underscore, _) is the user editable field cursor and is displayed at the first character of the first editable data field.
4.19
Operating the SU keypad ENTER key causes the chosen banner character to be written into the data field indicated by the field cursor in the data field. Once the character is written the cursor position is automatically incremented.
4.20
Operating the CR/YES key causes the field cursor to move to the next editable field and operating the DEL/NO key moves the cursor back a space deleting the character.
4.21
To move the field cursor to a previous line, the cursor is moved to the left most position and the ENTER key operated.
4.22
Date and Time are in European format and are edited as follows: •
Date. (Displayed top left corner of the flying screen). When the field cursor initially enters the Date field it automatically positions below the Day component of the field and can be changed by operating the keypad and keys. Once the correct day is displayed operating the ENTER key the field cursor advances to the MONTH component of the data field and again ←
→
Chapter 4 page 11
can be changed by operating the and keys. The YEAR is similarly edited. If the date entered is invalid, an “INVALID DATE” prompt is displayed and the operator is required to repeat the date entry procedure. ←
•
→
Time (Displayed top right corner of the flying screen). Once the date has been correctly entered the field cursor advances to the Time field. The time is entered in a similarly manner as the Date is entered. The seconds cannot be edited and will reset to zero when the Time field is correctly set.
4.23
When all the fields have been edited the data is stored for subsequent recall in display mode. Data input to the Date and Time fields are used to reset the system clock. Operating the DISP key at any time reverts to Flying Mode. Only when the Time field is completed are the fields stored for recall. Termination of the Edit Mode using the DISP key reverts to the previous contents and the Time and Date are not updated.
4.24
Free Text Page.
4.25
The Free Text Page is initially blank and is used for storing notes relating to the system or current dive, and may be recalled in flight on the system monitor using Display Mode. The page can be edited using an external keyboard.
4.26
On exiting Free Text Page the text is stored into the non-volatile RAM for subsequent recall in flight using Display Mode. Operating the DISP key at any time causes the system to revert to Flying Mode.
4.27
FLYING MODE (Fig. 4).
4.28
This is the system default mode and used for the operational flight of the vehicle. Flying Mode is automatically entered when responding NO to the prompt “DO YOU WISH TO CONFIGURE THE SYSTEM?” on initial power up.
4.29
In Flying Mode the monitor displays video images derived from the vehicles camera together with overlay data. The overlay system status information is as follows: • • • • • •
• • • • •
4.30
Numerical display of compass reading in degrees. Numerical display of vehicle depth in metres or feet. Analogue compass rose display of heading information. Tilt platform information. Compass status byte. CP probe voltage reading (if fitted). Date and Time. Selection of Auto-heading lock. Selection of Auto-depth lock. Umbilical turns counter. TMS tether bailing arm revolutions (if fitted).
Text can be typed onto the screen during Flying mode for recording purposes and erased by the CTRL W clear screen keys.
Chapter 4 page 12
Fig. 4 Flying Mode Display.
4.31
The system overlay colour may be changed according to operator preference by repeatedly pressing the SU front pad COL key. The colours available are: • • • •
White on black (default). White on video. Black on video. No overlay displayed.
4.32
Compass information.
4.33
The compass block at the bottom left hand corner of the screen consists of the following data: •
Status Byte. In normal operation the compass status byte is not displayed. In certain circumstances the following characters may be displayed: I
Initiation program ready – displayed during compass calibration.
R
Initiation program running – displayed during compass calibration.
0
Compass uncalibrated.
1
Not at West of North at calibration start.
2
Magnetic field too strong.
3
Magnetic field too weak.
4
Deviation correction too great.
Chapter 4 page 13
•
•
The analogue compass rose is displayed within the compass block and comprises an outer circle, with north situated at 12 o’clock position, and a marker which is driven around the perimeter of the rose to represent vehicle heading. The following text is displayed within the compass block: When Auto Head is selected to ON an “A” appears at the top left corner of the compass block. Within the analogue compass rose is a three digit number representing heading and below a two digit number prefixed by either a “+” or a “-” indicating complete compass revolutions (umbilical turns). A positive sign (+) indicates North to East rotation and a negative sign (-) indicates North to West rotation. This indication assists the operator with preventing twisting of the umbilical.
4.34
The compass requires calibrating when additional metal equipment has been fitted to the vehicle, compass replacement or loss of compass calibration (indicated by an “O” on the overlay). A full compass calibration procedure is detailed in Chapter 7 Task 8.
4.35
Operating the AUTO HEAD key toggles the auto heading function and an “A” indicator is displayed in the compass block.
4.36
Depth information.
4.37
It is recommended before every dive a SET ZERO DEPTH is carried out
4.38
Vehicle depth can be displayed in either feet (F) or metres (M). The letter “A” indicates that Auto depth is selected to ON. Depth may be displayed as a measurement relative to sea surface (e.g. – 55 M) or to a ZERO DEPTH reference point. When in ZERO DEPTH mode the depth readout is prefixed by a “+” sign when ascending above the reference point and a “-” sign when descending below the zero depth reference point. Operation of the ZERO DEPTH key displays the following prompt: “YES SETS ZERO DEPTH, NO RESUMES PRESS ENTER TO SET DEFAULT.”
4.39
Responding YES causes the current vehicle depth to be set as the reference point.
4.40
Responding NO to the prompt erases the screen and the depth display mode remains unchanged.
4.41
Operatingisthe HCU AUTO key toggles the Auto Depth function and an “A” indicator displayed in the DEPTH depth block.
4.42
Camera pan and tilt platform position indication.
4.43
The camera tilt platform position is represented by a tilt icon, which indicates the position of the platform in the vertical plane. A camera pan icon is displayed indicating the position of the camera in the horizontal plane. The pan icon can be selected OFF during system configuration or by operating the CTRL P on the keyboard at any time.
Chapter 4 page 14
4.44
CP information.
4.45
The optional CP probe can be used by operating the SU CP PROBE key that causes the cathodic potential detected by the probe to be displayed at the centre of the screen. The CP probe key has a toggle action, a subsequent operation of this key deselects the CP probe and the CP display is erased from the screen. The CP is in numeric form to three decimal places.
4.46
DISPLAY MODE.
4.47
When in Flying Mode operating the SU keypad DISP key (Fig. 2) causes the system to enter Display Mode the page is displayed as white text on a black background and displays fixed text and editable text entered by the operator.
4.48
ERROR MESSAGES.
4.49
Error messages will be displayed if the following communications have failed: •
•
•
An error message “SURFACE-SUBSEA DATA COMMUNICATION LOST” indicates that communications have failed between the surface and the vehicle. An error message “VIDEO DATA LINK LOST” indicates that communications have failed between the surface control system and the video system. An error message “TMS COMMUNICATION LOST” indicates communications have failed between the TMS surface control system and the TMS.
4.50
WARNING MESSAGES.
4.51
Warning messages may be displayed as detected by the Leak/Vac modules located in the Port and starboard vehicle pods and the TMS pod (if fitted). The sensors monitor the pods for both vacuum and watertight integrity. The warning messages are as follows: •
•
A warning message “VEHICLE WATER ALARM” indicates that both EPODS are taking in water. A warning message “VEHICLE WATER ALARM – PORT” indicates that the port pod is taking in water.
•
•
A warning message “VEHICLE WATER ALARM – STARBOARD” indicates that the starboard pod is taking in water. A warning message “VEHICLE VACUUM ALARM” indicates that both EPODS have lost their vacuum integrity.
Chapter 4 page 15
•
•
•
•
A warning message “VEHICLE VACUUM ALARM - PORT” indicates that the port EPOD has lost its vacuum integrity. A warning message “VEHICLE VACUUM ALARM STARBOARD” indicates that the starboard EPOD has lost its vacuum integrity. A warning message “TMS WATER ALARM” indicates that the TMS EPOD is taking in water. A warning message “TMS VACUUM ALARM” indicates that the TMS EPOD has lost its vacuum integrity.
Chapter 4 page 16
CHAPTER 5 SYSTEM FUNCTIONAL DESCRIPTIONS CONTENTS Para. 5.1 Para. 5.3 Para. 5.4 Para. 5.12 Para. 5.18 Para. 5.20 Para. 5.24 Para. 5.25 Para. 5.28 Para. 5.34 Para. 5.37 Para. 5.39 Para. 5.41 Para. 5.44 Para. 5.47 Para. 5.51 Para. 5.55
INTRODUCTION POWER DISTRIBUTION AC power system DC power system Line Insulation Monitors (LIMS) CONTROL FUNCTIONS VEHICLE CONTROL FUNCTIONS Lights control Thruster control Tilt control Pan control Solid State Rate Sensor (SSRS) Compass Depth sensor CP probe Auxiliary functions Stills camera
Para. 5.57 Para. 5.60 Para. 5.63 Para. 5.66 Para. 5.67 Para. 5.69 Para. 5.72 Para. 5.75 Para. 5.76 Para. 5.80
Sonar Leak and Vacuum detection Manipulator control (optional) TMS CONTROL FUNCTIONS Bail Motor control Bail arm counter Leak and Vacuum detection VIDEO Vehicle Video path Video overlay
FIGURES Fig. 1 Fig. 2
Bail count sensor and magnets AC power Distribution block diagram
page 10 page 13
Fig. Fig. 3 4 Fig. 5
DC power Distribution block diagram Control block diagram A Video block diagram
page page 14 15 page 17
Chapter 5 page 1
5.1
INTRODUCTION
5.2
This chapter with the aid of block diagrams describes the various functions of the PANTHER PLUS system. The functional descriptions are be divided into the following: • • •
Power Distribution Control systems Video system
5.3
POWER DISTRIBUTION
5.4
AC power system (Fig. 2)
5.5
When the PSU Main Isolator and AC CIRCUIT breakers are switched on the 3-phase input to the PSU is routed to a single-phase transformer, stepped down and split to provide three outputs.
5.6
The first output, SURFACE AC is routed to the surface unit via a circuit breaker, relays and filter when the remote switch, AC SURFACE, is set to ON. This causes the SURFACE AC LED to illuminate indicating that the supply is available at the surface unit. The SURFACE AC is split two ways, the first is routed to supply three PSU’s for the surface electronics (Video, Electronics and TMS) the second supply is routed to the AC vehicle and TMS switching circuits to provide the control for the SUBSEA switching contactors.
5.7
The second output (SUBSEA AC) from the single-phase transformer is routed to the surface unit when the remote switch (AC SURFACE) is operated to provide the subsea supplies. The supply is fed via a circuit breaker, relays and filter to the Subsea switching contacts to route through 440 VAC to the 3PHPSU and TMS. 440 VAC and TMS AC is only routed through when the AC VEHICLE and AC TMS switches are set to ON indicated by the illumination of their respective LED. The 440 VAC is routed via the cabin junction box to the 3PHPSU remote switching circuit, which detects the presence of the voltage allowing ROV 440 VAC to be routed to the vehicle.
Note. To initialise the 3PHPSU remote switching circuit the 3PHPSU must be switched on prior to switching on the surface AC supplies
5.8
The third output of the single-phase transformer provides 110 VAC for the PSU contactor and control circuits.
5.9
3 phase 440V ROV AC is routed to the port pod via the cabin junction box, slip ring unit, umbilical, TMS JB, tether and Vehicle JB to power the manipulator pump. Two phases are tapped off at the Vehicle JB to provide a single-phase supply and routed to the vehicle EPOD bulkhead connector. The single-phase AC supply is fed to transformer TF1 to provide three outputs. The first output is stepped down to 200 VAC and fed to four Master PSU’s (6064P) to provide 24 VDC outputs for the vehicle electronics (Fig. 1). The Master PSU’s also output a nominal 300 VDC to power three slave PSU’s (6065P). The second Chapter 5 page 2
output is stepped down to 110 or 240 VAC to provide an Aux AC output, controlled by the surface unit AUX AC switch, and routed to terminal blocks for specific customer use. The third output is fed to TF2 stepped down and rectified and routed to the Pan and Tilt Driver PCB (6091). 5.10
TMS 3 phase 440VAC is routed to the TMS junction box via the cabin junction box, slip rings and umbilical and enters the TMS pod via a bulkhead connector. TMS AC is further routed to Transformer, TF1 to be stepped down to produce 200 VAC for use by Master PSU1 (6046P) for TMS electronics (Fig. 1).
5.11
Two phases are tapped off the 3-phase 440V ROV AC in the TMS JB to provide a single phase supply and routed to the TMS pod to power TF2. TF2 steps the voltage down to 200 VAC for use by Master PSU No 2 (6064P), which provides two 24 VDC outputs to power two fibre optic multiplexers
5.12
DC power system (Fig.3)
5.13
When the PSU Main Isolator is switched to ON and the START button operated the threephase input is routed to the 3-Phase transformer via the MCCB to initialise the DC circuits. The AC is rectified by the Thyristor Rectifier to provide 260 VDC, which is applied to the DC relay and control circuits. The DC is only routed through to the surface unit, when the surface unit remote switches, AC SURFACE and DC MASTER are operated.
5.14
The DC remote switching circuit produces DC1, DC2 and TMS DC, derived from the 260 VDC supply. Depending on the front panel DC switch positions the relevant DC enable control signal energises its associated relay and applies DC to the SUBSEA units. The required DC1, DC2 and TMS DC switches must be pre-selected prior to switching on the DC MASTER switch which once operated provides a hold on circuit to prevent further DC switching. Each DC supply has an LED, which illuminates red when that supply is available for use.
5.15
DC1, DC2 and TMS DC are fed via the cabin JB, slip-ring unit along the umbilical on a number of conductors to the TMS JB to relays in the TMS EPOD. This provides power sharing and reduces the round trip resistance. In the event of a single failure in DC1, DC2 or TMS DC, the defective DC channel can be isolated de-energising the relay in the TMS EPOD providing system redundancy.
5.16
TMS DC is routed from the TMS JB to a Fuse and Filter PCB (6008P) to supply the Bailing motor with DC
5.17
DC1and DC2 are routed from the TMS JB to the Vehicle JB to their own dedicated Fuse and Filter PCB and their own dedicated half of a Dual FET Suppressor PCB (6062P), Fig. 2. This configuration provides DC redundancy to prevent a fault on part of the DC system affecting the whole DC system. DC1 and DC2 supply the following: DC1 • • •
Starboard aft lower thruster Port forward lower thruster Starboard forward lower thruster Chapter 5 page 3
• • •
Forward vert thruster Port aft lower thruster Lights 1 and 3
DC2 • • • • • •
Starboard aft upper thruster Port forward upper thruster Starboard forward upper thrusters Aft vert thruster Port Aft upper thruster Lights 2 and 4
5.18
Line Insulation Monitors (LIMS)
5.19
AC and DC Line Insulation Monitors (LIM) monitor the AC and DC power supply lines. If the insulation resistance of a power line to earth falls below the threshold set on the LIM the supply is automatically cut off and either or both the AC and DC O/P Earth Fail lamps illuminate. If an insulation problem is detected by the AC LIM an internal relay trips disabling BOTH AC and DC circuits. A fault detected on the DC power lines will ONLY disable the DC circuits.
5.20
CONTROL FUNCTIONS (Fig. 3)
5.21
The ROV system uses a half duplex RS485 communication link. All control data is transmitted between the surface and subsea CPU PCB’s over a single screen twisted pair. Control data is transmitted by the surface CPU every 80 mS. The subsea CPU only transmits data on reception of a valid data string from the surface. Subsea data is monitored by the overlay PCB as it is retransmitted within the surface data string to the subsea CPU.
5.22
Two CPU PCB’s, the surface CPU located in the surface unit and the subsea CPU located in the vehicle EPOD, control all functions. Data is multiplexed and transmitted and received by both CPU’s via the RS485 telemetry link. The ROV system can be divided into the following control functions: • • • • • • • • • • • •
Lights control Thruster control Pan and Tilt control Solid State Rate sensor (SSRS) Compass Depth Cathodic potential (CP) probes Aux functions Stills Sonar Leak and vacuum detection Manipulator control (optional)
Chapter 5 page 4
5.23
The TMS system also uses a half duplex RS485 communicating link and two further CPU PCBs. Control data is transmitted over a single twisted pair providing the communication medium between the surface and subsea. The TMS control system can be dived into the following: • • •
5.24
Bailing motor Bailing Count Leak and vacuum detection
VEHICLE CONTROL FUNCTIONS
Note. ROV system and TMS CPU PCBs are identical with the exception of their fitted software, which is not compatible. 5.25
Lights control
5.26
When the LIGHTS 1 potentiometer is rotated on the HCU a voltage is produced proportional to the amount of rotation. The voltage is converted into a digital format by the 8-bit I/O PCB (6040P), processed by the surface unit CPU (6047P) and passed via the umbilical RS485 telemetry link to the vehicle CPU, which processes the data and passes it to the MFIO PCB (6059P). The MFIO converts the digital data into a pulse width modulated signal, which controls the 250 VDC supply to the lights via a FET (transistor) and one half of the Dual Light Suppressor PCB (6062P) to control the vehicle lighting intensity.
5.27
LIGHTS 2 operates in a similar manner as LIGHTS 1 except after processing by the vehicle CPU the data is passed to the Thruster control PCB No 3 (6034P), where it is converted into a PWM signal to control the other half of the dual light suppressor PCB.
5.28
Thruster control
5.29
The control of the thrusters is under three commands, speed, direction and thruster enable or disable. These commands are dictated by the joystick, rotary controls or switch positions on the HCU. The thrusters can be enabled or disabled by the THRUSTER ENABLE/DISABLE switch. The switch status is read by the Digital I/O PCB (6041P), processed by the CPU and transmitted over the RS485 telemetry link to the subsea CPU.
5.30
Two PCBs, 12-bit I/P PCB (6081P) and 8-bit I/O PCB (6040P) interface the joystick and trim controls.
Chapter 5 page 5
5.31
The 12-bit I/P PCB (6081P) interfaces the following controls: • • • • •
5.32
Vertical Forward/reverse Lateral Turn Lateral speed
The 8-bit I/O PCB (6040P) interfaces the following controls: • • • • •
Turn set Rate of turn F/R set Speed Lateral set
5.33
The rotation of the HCU potentiometers produce a voltage proportional to the amount of control required which is converted into a digital format by the 8-bit I/O PCB and 12-bit I/P PCBs, processed by the surface unit CPU and sent as a digital signal via the RS485 telemetry link to the vehicle CPU. The digital data containing the speed and direction signals are passed to the Thruster Control PCB (6034P). The speed signal is converted into a TTL pulse width modulated signal and applied to the required thruster to control its speed. The thrusters are controlled by a direction DC voltage signal, whose polarity dictates thruster shaft direction.
5.34
Tilt control
5.35
Rotation of the tilt HCU potentiometer produces a voltage proportional to the amount of tilt movement required. The voltage is converted into a digital format by the 8-bit I/O PCB and processed by the surface unit CPU and sent as a digital signal via the RS485 communicating link to the vehicle CPU and then to the MFIO PCB (6059P). The data, proportional to tilt angle, is converted by the MFIO PCB into an analogue voltage, which is used by the Pan and Tilt Driver PCB to boost the voltage, thereby increasing the available current, and output to the Pan and Tilt unit to a DC motor that turns the unit in the required direction. Mechanically connected to the tilt shaft is a potentiometer that generates a feedback signal proportional to the amount of tilt required. The feedback signal is routed to the MFIO PCB to be compared with the required tilt angle. When the feedback voltage and demand angle voltages are equal (0 error difference) the Pan and Tilt unit is at is at the required tilt angle and stops. The feedback signal is also transmitted to the surface for display on the overlay.
5.36
When the required tilt angle is small, however the demand signal is pulse width modulated (PWM) by the MFIO PCB, its duty cycle proportional to the difference between the demanded angle and the actual Pan and Tilt unit tilt angle. The PWM signal is routed through a Tilt Integration PCB to reduce the noise generated by the PWM signal to the tilt motor.
5.37
Pan control Chapter 5 page 6
5.38
The Pan function operates in a similar manner as the Tilt.
5.39
Solid State Rate Sensor (SSRS)
5.40
The Solid State Rate Sensor or Gyro Stabiliser (6070P) provides azimuth stability by sensing the rate of change of the heading. This rate of change is input to the MFIO PCB (6059) and subsequently read into the Subsea CPU. The SSRS data is used by the software to modify the demand to the horizontal thrusters.
5.41
Compass
5.42
Heading data is passed from the compass to the CPU via the MFIO PCB (6059P) for transmission to the surface. The compass data is also used by the Subsea CPU for Auto Heading control.
5.43
When a compass calibration is initiated from the system configuration “YES” prompt a calibration request is transmitted via the surface CPU and the RS485 telemetry link to the Subsea CPU. The data is input to the MFIO PCB and output to the compass.
5.44
Depth Sensor
5.45
The depth sensor located on the vehicle chassis produces a RS232 digital signal, which is passed to the Compass Interface PCB (part of the compass unit) and combined with the compass data for transmission to the surface CPU.
5.46
When Auto Depth is selected, depth sensor data is compared with the required depth by the subsea CPU software to produce a signal for use by the Thruster Control PCB. The PCB produces direction and speed signals to operate the vertical thrusters to keep the vehicle at the required depth.
5.47
CP Probe
5.48
The required CP probe type, proximity or contact, is selected during system configuration (Chapter 4). When the required CP probe is selected a bit is either set or not set and is transmitted as part of the telemetry data string. The bit status is used to switch the output of the Auxiliary Switch PCB (6074P) to operate the CP select relay.
5.49
CP probe data is routed to the MFIO PCB (6059P). When the MFIO is polled by the Vehicle CPU the data is converted from analogue to digital and transmitted to the Surface CPU via the RS485 communicating link for subsequent display on the monitor as overlay data.
5.50
Proximity probes have only one connection; the return path (CP ref.) is provided by one interstice within the umbilical, which is terminated at the surface unit CP Reference connector. The CP reference circuit is completed by connecting the CP Reference terminal on the surface unit to the structure to be surveyed.
Chapter 5 page 7
5.51
Contact probes have two connections; probe output and reference, both of which are connected directly to the MFIO PCB.
5.52
Auxiliary functions
5.53
AUX 1, AUX 2 and AUX 3 are available for customer auxiliary use, each having 24 VDC at the bulkheads available for use.
5.54
When the AUX AC switch on the surface unit is operated, the status of the switch is read by the CPU PCB via the Digital I/O PCB and transmitted over the RS485 telemetry link to the subsea CPU. The CPU switches the output state of the Auxiliary Switch PCB (6074P) to operate a relay, RL1 (located on the starboard EPOD power rack). When the relay is energised, its associated contacts make and Aux AC is switched through for customer use.
Note. When the AUX AC is wired for customer use F5 and F6 are to be fitted in the fuse holders at the required current rating. 5.55
Stills camera
5.56
When the Stills switch on the HCU is operated, the CPU PCB reads its status via the Digital I/O PCB. The status is then added to the data string and transmitted over the RS485 telemetry link to the subsea CPU. The subsea software contains two timers, one timer operates a relay making an external circuit to the stills camera, the second timer operates for 8 seconds preventing the relay from energising from any subsequent operation of the Stills camera switch allowing the camera time to recharge. After the eight seconds, the first timer can be operated again by the Stills switch.
5.57
Sonar
5.58
When the sonar on/off switch is operated on the HCU a digital bit is set and incorporated in the telemetry data steam and transmitted to the MFIO PCB (6059). The digital signal is decoded by the PCB and operates a relay allowing 24 VDC to be switched through to operate the sonar head. When the sonar on/off switch is set to off on the HCU the relay deenergises isolating the 24 VDC to the sonar head.
5.59
Information received by the sonar head is sent to the surface over a dedicated twisted pair to the sonar control unit for processing and display on its dedicated monitor.
5.60
Leak and vacuum detection
5.61
Two water probes are connected to a Leak/Vac Detection PCB (6066P) in the starboard EPOD and two probes connected to a Leak/Vac (Standalone) PCB (6067P) in the port EPOD. If water is detected, or if the probes become disconnected, a leak signal is transmitted to the surface CPU. A warning code is then transmitted to the Video Overlay PCB, which displays the relevant message on the system monitor.
Chapter 5 page 8
5.62
The vacuum sensors are located on the Leak/Vac PCB’s in the port and starboard EPODS. If the vacuum in the pod starts to drop and reaches the threshold set on the PCB a vacuum signal is transmitted to the surface CPU. A warning code is then transmitted to the Video Overlay PCB, which displays the relevant massage on the system monitor.
5.63
Manipulator control
5.64
The manipulator has its own control box connected to the Surface Unit and uses a twisted pair as its communicating medium between the surface and the manipulator. Manipulator telemetry is used to control a valve control pack, which in turn controls valves to distribute hydraulic oil for the various functions of the manipulator.
5.65
When the REMOTE 3 PHASE switch on the surface unit is switched to ON, the CPU PCB reads its status via the Digital I/O PCB. The status is then added to the data string and transmitted over the RS485 telemetry link to the subsea CPU. The CPU switches the output state of the Auxiliary Switch PCB (6047P) to operate a contactor, K1 (located in the port EPOD). When the contactor is energised, its associated contacts make and ROV 440 VAC is routed to a start torque controller, which prevents the vehicle electronics system from browning out by limiting the amount of current at start up. The motor operates a hydraulic pump to provide the hydraulic pressure necessary to operate the two manipulator arms
5.66
TMS CONTROL FUNCTIONS
Note. ROV system and TMS CPU PCBs are identical with the exception of their fitted software, which is not compatible. 5.67
Bail motor control
5.68
The bail/in out switches, located on the hand control unit and on the front panel of the surface unit, are effectively wired in parallel so that either can be used to control the TMS bailing system. They are interfaced to the surface TMS CPU PCB via the Switch Adaptor PCB. A bail enable switch on the front panel of the surface unit provides protection against inadvertent bailing operation. With the enable switch set to “on”, the bail demand is transmitted over the RS485 telemetry link to the subsea TMS CPU PCB. The Thruster Control PCB converts the digital bail demand into the analogue direction and speed signals required by the bail motor.
5.69
Bail arm counter
5.70
A sensor fixed to the TMS frame detects the passing of two magnets located on the tether bail arm. The sensor is connected via a backplane to the CPU PCB, which maintains a count of the number of magnetic passes. Each count equates to approximately 1 meter of deployed tether. The bail count is transmitted to the surface CPU where it is retransmitted over a RS232 connection via the Expansion I/O PCB to the video overlay PCB for display on the system video monitor.
Chapter 5 page 9
5.71
Operation of the counter reset switch located on the surface unit is detected by the TMS Switch Adaptor PCB and signals the surface CPU that the switch has been activated. The reset data is transmitted to the subsea CPU via the RS485 telemetry link to reset the counter in the CPU to zero. The data is then transmitted to the surface CPU to the video overlay PCB for subsequent display as video overlay data on the system monitor.
Fig. 1 Bail count sensor and magnets 5.72
Leak and vacuum detection
5.73
A leak detector probe is connected to the Leak/Vac PCB in the TMS EPOD. If water is detected, or if the probe becomes disconnected, a leak signal is transmitted to the surface TMS CPU. A warning code is then transmitted over a RS232 connection via the Expansion I/O PCB to the video overlay PCB for display as a warning on the system video monitor.
5.74
The vacuum sensor is located on the Leak/Vac PCB (6066P) in the TMS EPOD. If the vacuum in the pod starts to drop and reaches the threshold set on the PCB a vacuum signal is transmitted to the surface CPU. A warning code is then transmitted to the Video Overlay PCB, which displays the relevant massage on the system monitor.
5.75
VIDEO (Fig. 6)
5.76
Vehicle Video path
5.77
Camera 1 or camera 2 can be selected by operation of the CAM1/CAM2 switch on the hand control unit. The CPU PCB reads its status via the Digital I/O PCB, which is then added to the data string and transmitted over the RS485 telemetry link to the subsea CPU. The data is further processed by the MFIO PCB (6059P), which operates a relay to select the required camera. Unbalanced video from the selected camera is routed to a Dual Line Video Driver PCB (6071P), which converts the video into balanced video and transmits the video along a twisted pair in the tether cable to the TMS junction box.
Chapter 5 page 10
5.78
Camera 3 or camera 4 can be selected by operation of the CAM3/CAM4 switch on the hand control unit. The CPU PCB reads its status via the Digital I/O PCB, which is then added to the data string and transmitted over the RS485 telemetry link to the subsea CPU. The subsea CPU switches the output state of the Aux switch/Manip I/FPCB (6055P) to operate a relay, RL3 (located in the starboard EPOD) so selecting the required camera. The unbalanced video is further routed to a Video Line Driver PCB (6071S) and converted into balanced video and transmitted along a twisted pair in the tether cable to the TMS junction box.
5.79
In the TMS pod video from both selected cameras is routed to VT1 and VT2, converted back into unbalanced video and input to a Fibre Optic Multiplexer. Each camera has its own dedicated multiplexer, which is capable of accepting two video inputs, which can be multiplexed and transmitted over one fibre optic to the surface.
5.80
At the surface the video signals are routed to the Fibre Optic De-multiplexer PCB’s, located in the cabin JB, and de-multiplexed into four unbalanced video signals and fed to BNC connectors fitted to the junction box. The two unbalanced video signals from the Cabin JB are routed to the surface unit over coaxial cables to Video Select switch via a Video Through module. Depending on the switch position, one path can be routed directly to a monitor via an isolation transformer, and the other to the Video Overlay PCB to be genlocked with overlay data.
Notes. 1. The Panther Plus video system has a twisted pair tether and a fibre optic umbilical, which require different setting up. 2. The Video Camera Line Driver PCB (6032P) fitted in the camera has been factory set to provide the correct (zero) compensation (Video pre-emphasis) for losses due to the length of the tether between the vehicle and TMS. The Balanced Line Driver PCB fitted in the Vehicle EPOD is set to the required length. However, under the following circumstances the video/tether compensation procedure (Chapter 7) is be carried out: • • •
3.
Change of tether cable Significant changes to the tether cable length Re-termination of tether
The attenuation of the fibre optics between the TMS and surface may require adjustment (Chapter 7) under the following circumstances • • •
Loss of video picture Poor picture quality Fibre optic suspect.
5.80
Video overlay
5.81
System data is extracted from the telemetry twisted pair and processed by the SBC 68 Video CPU and input to the Video Overlay PCB for generation of the system data for subsequent display on the monitor. Keyboard data is also processed by the Video CPU. Chapter 5 page 11
5.82
TMS bailing count data is relayed from the TMS CPU to the Expansion I/O PCB (6046P) to be converted into serial RS232 data which is then transmitted to the SBC 68 Video processor and input to the Video Overlay PCB for generation of the bailing count data for subsequent display on the system monitor.
5.83
The following data is processed and converted into displayed overlaid data: • • • • • • • • • •
Digital compass readings in degrees Digital vehicle depth in either metres or feet Analogue compass rose of vehicle heading Pan and Tilt. Auto heading and depth lock Vehicle turns counter CP probe readings TMS bailing arm revolution count Page annotation Keypad and keyboard input data
Chapter 5 page 12
AC remote switching
PSU
ELCB & Relays 3 Phase 50/60Hz I/P
AC Remote switch AC Vehicle switching
Filter Surface AC
AC O/P Fail
3 Phase MCCB
MCB &
To DC Circuits
Relays
SUBSEA AC
Filter
SUBSEA AC 110VAC
SUBSEA switching
F/O PSU
440VAC
Remote switching
ROV 240 VAC
Contacts
SURFACE AC
Single Phase Transformer
3 Phase I/P Supply
SU
AC TMS switching
AC LIM
Transformer
PSU
440VAC
440VAC TMS 440 VAC
ROV 440 VAC
ROV 240 VAC
To DC Contactor Control Ccts & Control ccts
TMS 440 VAC
Video 3 x PSUs
ROV 440 VAC
Electronics TMS
Cabin JB
3 Phase PSU
Deck cable
Static JB
Umbilical Cable
Legend
Slip-ring Unit
Rotary JB
ower Lines ontrol Lines onitor Lines
PORT EPOD ±24V PSU
Valve pack
1N
ROV 440 VAC 3 N
Tether cable
TMS JB
Contactor
TMS
3N
Slave PSU
Manipulator pump
3PH control from 6074P
Cam 1 Light Fet Supressor and Thruster 6062MP
Transformer TF1
Master PSU No 1 6064P
VEHICLE
Fuse & Filter 6008P DC-DC Converter 6072P
200VAC
Thruster Control 6034P
SUBSEA TMS 440VAC
3PH control from 6074P +15 VDC from 6066P
24VDC
EPOD
ROV 440VAC 1
Torque Controller
6067P Leak VAC PCB
N
Transformer TF2
200VAC
Master PSU No 2 6064P
24VDC Fibre Optic Mux No 1
ROV 440 VAC 1N Transformer
200 VAC
TF1 Fibre Optic Mux No 2
AUX AC control
Relay AUX AC
Panther 907 AC Power Distribution
MFIO, AUX Switch & Dual Lts PCB’s Compass, Depth & DC to DC Converter. Slave PSU 24 VDC O/P Cameras 1 & 2 (6065P) x 3 Cameras 3 & 4 AUX 1 Power AUX 3 Power & 4 Axis Manipulator PCB
Master PSU 24 VDC O/P (6064P) x 4
TF2
Rectifier
Thruster Drive PCB 1 Thruster Drive PCB 2 & PCB 3 Sonar Switched power AUX 2 Power Transponder
STARBOARD EPOD
Pan & Tilt Driver (6091P)
AC Vehicle Sense Lines
DC O/P Fail
PSU Thyristor Controller
DC1 Enable
DC LIM DC1 ROV DC1
3 Phase 50/60Hz I/P
3 Phase MCCB
DC Remote switching
Relays and control circuits
Thyristor Rectifier
Transformer
circuit
Relays
TMS DC TMS Enable
ROV DC2
TMS
Cabin JB
Relays
DC2 Relays
SU Deck cable
Static JB
Umbilical Cable
Legend
Rotary JB
Slip-ring Unit
ower Lines ontrol Lines onitor Lines
Tether cable
TMS JB
VEHICLE
TMS
STARBOARD EPOD
EPOD TMS DC DC1 DC2
TMS DC Relays
DC1
Bailing motor
Fuse & Filter PCB
Dual Light FET Suppressor PCB (6062P)
Direction and speed Fig. 3
Thruster (6062MP)
Port Fwd Lower Thruster Stbd Fwd Upper Thruster Fwd VertThruster Port Aft Lower Thruster
6008P
Light Fet Supressor and
Stbd Aft Lower Thruster Fuse & Filter PCB No2 6056P
Lights 1 & 3
Lights 2 & 4 Fusing & filter
Light
Stbd Aft Upper Thruster DC2
Fuse & Filter PCB No2 6056P
Port Fwd Upper Thruster Stbd Fwd Upper Thruster Aft VertThruster Port Aft Upper Thruster
Panther 907 DC Power Distribution
DC to optional Tooling Motor
SURFACE UNIT
8 Bit I/O (6040P)
U
12 Bit I/P (6081P)
CPU (6047P)
Digital I/O (6041P)
CPU (6047P)
U
Remote 3 N switch
Water probe
PORT EPOD
AUX AC switch
Manipulator Telemetry Leak/Vac Input (6067P)
Switch Adaptor (6052P)
Remote 3 Phase
Valve pack
Valve Pack Control
3PH AC
Relay
Manipulator pump
Start Torque Controller
Hydraulic o pressure
Vacuum Detector
Legend
VEHICLE
AUX AC Fig. 1
ence lines
AUX AC Manipulator Telemetry
Deck cable
uter backplane
Aux. Switch (6074P)
Information line Rotary
backplane
JB
Slip-ring Unit
Static JB
Relay
CP Probe
CP Relay
Cabin JB
CP Ref. Fwd Water Detector
ol signal line Leak/Vac Input
Aft Water Detector
etry Twisted pair Umbilical Cable
(6066P)
SSRS (6070P)
ack line Vacuum Detector
Lines
Compass Unit
Tether cable
TMS JB
TMS
CPU
MFIO
(6047P)
(6059P)
Pan Int. (6058P)
CP
Pan & Tilt Driver (6091P)
Ref.
Pan & Tilt PT02
Tilt Int. (6058P)
Water Detector
Leak/Vac Input (6066P)
Lights 1 & 3
EPOD
DC1 DC2
CPU (6047P)
Thruster Control (6034P)
Depth Unit
Bailing motor
Dual Light Suppressor (6062P)
Lights 2 & 4 Thruster Control No.3 (6034P)
DC Fig. 2 Light and Fet Supressor and Thruster (6062MP)
Light
Thruster Control No.2 (6034P)
Port Aft Upper Aft Vert StbdFwd Upper Port Fwd Upper
Thruster Control No.1 (6034P)
Port Aft Lower Fwd Vert Stbd Forward Lower Port Fwd Lower
DC
Panther 907 Control
Tooling Motor Optional) Stbd Aft Upper Stbd Aft Lower
STARBOARD EPOD
Sonar Head
Video1/ Video2 select switch
HCU
Direct Video o/p socket
Overlay O/P socket
Video 2 Path Video 1 Path
CAM1/CAM2 switch
VT
CAM3/CAM4 switch
MVT
Video and Overlay or Overlay
Digital I/O PCB (6041P)
VidolVideo Overlay PCB
Video Through module
CPU Keyboard
Keypad
Fibre Optic Multiplexer No 1
6047P
Cabin JB
Vehicle Telemetry
SBC 68 Video Processor
Legend Balanced Video Lines
TMS Telemetry Expansion I/O (6046P)
Surface Subsea Switch
SU
TMS CPU (6047P)
Fibre Optic Multiplexer No 2
Unbalanced video lines System information lines Computer backplane
Deck cable
Video backplane Static JB
TMS backplane Control signal line
Umbilical Cable Rotary JB
Slip-ring Unit
Telemetry Twisted pair Fibre optic
Tether cable
TMS JB
VEHICLE
TMS
VT1
Fibre Optic Multiplexer No 1
Relay RL3 Video Line Driver (6032P)
STARBOARD EPOD CPU (6047P)
VT2
Dual Line Video Driver (6071P)
EPOD
Bailing Data
Aux Switch Manip I/F PCB (6055P)
CPU PCB (6047P)
Fibre Optic Multiplexer No 2
Video Line Driver (6032P)
Dual Line Video Driver Cam 1
(6071P)
Panther 907 Video
MFIO PCB (6059P)
CHAPTER 6 CORRECTIVE MAINTENANCE CONTENTS Para. 6.1 Para. 6.3 Para. 6.5 Para. 6.7 Para. 6.9 Para. 6.13 Para. 6.14 Para. 6.16 Para. 6.18 Para. 6.19 Para. 6.21 Para. 6.23 Para. 6.24 Para. 6.26 Para. 6.28 Para. 6.30 Para. 6.32
INTRODUCTION Safety Precautions Tools Required Parts Required ELECTRICAL CONNECTORS AND SEALS SURFACE UNIT Dismantling Assembling VEHICLE COVERS Removal Refitting VEHICLE ELECTRONICS POD Removal Dismantling Assembling Refitting THRUSTER MOTOR
Para. 6.33 Para. 6.35 Para. 6.37 Para. 6.39 Para. 6.41 Para. 6.43 Para. 6.45 Para. 6.46 Para. 6.48 Para. 6.50 Para. 6.52 Para. 6.54 Para. 6.55 Para. 6.57 Para. 6.59 Para. 6.61 Para. 6.63 Para. 6.65 Para. 6.67 Para. 6.69 Para. 6.71
Removal Dismantling Assembling Refitting THRUSTER MOTOR V- SEAL REPLACEMENT THRUSTER MOTOR DIAPHRAGM REPLACEMENT TMS ELECTRONICS POD Removal Dismantling Assembling Refitting BAILING MOTOR Removal Dismantling Assembling Refitting BAILING MOTOR THRUSTER V-SEAL REPLACEMENT BAILING MOTOR SHAFT SEAL REPLACEMENT TMS BAILING MOTOR DIAPHRAGM REPLACEMENT LAMP BULB REPLACEMENT LAMP ASSEMBLY FUSE REPLACEMENT
Chapter 6 page 1
FIGURES Fig. 1 Fig. 2 Fig. 3 Fig. 4 Fig. 5 Fig. 6 Fig. 7 Fig. 8 Fig. 9 Fig. 10 Fig. 11 Fig. 12 Fig. 13 Fig. 14 Fig. 15 Fig. 16 Fig. 17 Fig. 18 Fig. 19 Fig. 20 Fig. 21 Fig. 22 Fig. 23
10PDU front panel Vehicle cover Pod retaining straps Vacuum valve Spoolpiece and pod racks Electronic Rack Power supply rack Parbak and O-ring seals Nozzle assembly Vertical Thruster Propeller boss Propeller removal Propeller spinner Propeller removal V-Seals Diaphragm replacement Diaphragm puller Diaphragm components TMS EPOD removal TMS pod vent screw Nose cone seal fitting Shaft seal fitting Nose cone assembly
page 6 page 7 page 8 page 9 page 9 page 10 page 10 page 11 page 13 page 13 page 14 page 15 page 17 page 17 page 18 page 19 page 19 page 20 page 21 page 22 page 28 page 28 page 29
Fig. 24
Lamp Assembly
page 32
Chapter 6 page 2
6.1
INTRODUCTION
6.2
This chapter contains the approved procedures for removal, dismantling, assembling and refitting of equipment necessary for the correct maintenance of the ROV system. Where access to equipment and lowest replaceable units is straightforward it is considered unnecessary to give instructions on dismantling and assembling.
6.3
Safety Precautions
6.4
Lethal voltages are present in all of the units and can be present in cable connections between units and junction boxes. Maintenance can involve contact with substances harmful to health. Before any work is carried out, involving internal access to the units, junction boxes or cable connections, the following warnings and cautions are to be observed. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. 5. POSSIBILITY OF DAMAGE TO EQUIPMENT. UNDER NO CIRCUMSTANCES ARE THE VEHICLE AND TMS EPODS TO BE ASSEMBLED WITHOUT ANTI-EXTRUSION RINGS. 6. POSSIBLE DANGER TO PERSONNEL AND DAMAGE TO EQUIPMENT. THE PORT AND STARBOARD ELECTRONICS PODS WEIGH APPROXIMATELY 35 KG AND 60 KG RESPECTIVELY, AND CARE SHOULD THEREFORE BE TAKEN WHEN LIFTING IT FOR SLINGING PURPOSES. UNDER NO CIRCUMSTANCES SHOULD THE POD COMPOSITE ENDS BE USED FOR SLINGING.
Chapter 6 page 3
CAUTIONS 1. Danger of damage to PCBs. Do not remove or replace PCBs unless the supply is switched off. PCBs must be handled in accordance with electrostatic discharge handling procedures. Damage to PCBs could affect the safe operation of the equipment. 2. Danger of damage to equipment. When checking connections care is to be taken not to slacken them, otherwise their watertight integrity may be breached. 3. Danger of damage to equipment. When using an insulation meter ensure that the cable under test is disconnected at both ends. 4. Danger of damage to Thruster Motor V-seal. Do not operate the Thruster Motor in air for longer than one minute. 5. Danger of damage to lights. Do not operate the vehicle lights for longer than ten seconds in air. 6. Danger of damage to equipment. Ensure all vent plugs/vacuum valves are securely fitted and shut prior to i mmersing the vehicle. 7. Possibility of damage to equipment. Ensure that the PSU transformer tappings correspond to the external input power supply and output voltages are correct for the system. 8. Possibility of poor vehicle handling. Addition of equipment causing poor vehicle ballast or trim will affect vehicle performance. Ensure the vehicle trim and ballast is correct after adding or removing equipment. 6.5
Tools required
6.6
The various maintenance procedures detailed in this handbook call for various standard and specialist tools. Not all tools are required for all procedures and the following list is not exhaustive, however it is strongly recommended that the special to type tools required for the more involved procedures be used. The following tools may be required: • • • • • • • • • •
6.7
Flat bladed screwdrivers (common sizes) Open ended or ring spanners (common sizes) Socket set Pliers, flat nosed Wooden dowel Propeller Puller tool (Part No P00268) Hex keys (common sizes) 2 leg puller tool (150mm max. spread and reach) Torque wrench (to achieve 2.8 kg. m) Rubber mallet
Parts required
Chapter 6 page 4
6.8
It is recommended that a supply of spare parts is always available and ready for use, especially O-rings. The following parts may be required: • • • • • • • • • • • • • • • • • • • •
Stainless steel plain M8 nut M8 and M16 Nylok nuts Loctite 222, 641 and 480 Silicone grease (Molycote MS111 or similar) Oil container suitable for collecting oil Thruster (Part(Part No VASEAL Thruster Motor Motor V-seals Diaphragm TH066) 0020) Propeller puller tool (Part No P00602) Bailing Motor V-seals (Part No VASEAL0012) Bailing Motor Diaphragm (Part No TH066) Bailing Motor Shaft Seals (Part No TH141) Bailing Motor Nose Cone “O”-ring (Part No 200-138) Bailing Motor Shaft Seal Platform (Part No TH112) Vehicle EPOD spoolpiece “O”-rings (Part No 200-378) TMS EPOD “O”-ring (Part No 200 374) Vehicle EPOD Parbak Seals (Part no 252-378) TMS EPOD anti-extrusion rings (Part No 200-374) Lamp “O”-rings (Part No 206-345 and 200-320) Lamp (Part NoJD150W/M2E11) Lamp fuse (Part No FF1A 20 mm ceramic)
6.9
ELECTRICAL CONNECTORS AND SEALS
6.10
Where electrical connectors have been disconnected, before reconnecting the plugs and bulkhead connectors are to be examined for damage to the threadforms, O rings, lead and pins and any dirt removed. Cleaning should only be with Amberklene and the plug and socket assembly thoroughly dried and threads and 0-rings lightly coated with silicone grease before reconnecting.
6.11
It is advised where maintenance has disturbed units fitted with O-rings that the O-ring be discarded and replaced with a new one. Where this is not possible, the seal and O-ring groove should be cleaned and inspected for damage. O-rings are to be lightly coated with silicone grease prior to unit assembly.
6.12
The PANTHER PLUS system electronic pods have been designed to operate at full diving depth and are fitted with either Parbak seals (vehicle pods) or anti-extrusion rings (TMS pod). The O-ring grooves on the pods have been designed to accommodate both an O-ring and an anti extrusion ring or Parbak seal to prevent O-ring failure. It is therefore essential that the pods be assembled with the anti-extrusion or Parbak seal rings fitted to the inboard side of the O-ring.
Chapter 6 page 5
6.13
SURFACE UNIT
6.14
Dismantling
6.15
Proceed as follows: (1)
Remove the two securing screws from the front panel (Fig. 1).
(2)
Carefully hinge down the front panel taking care not to damage any wires or ribbon cables.
Fig. 1 10PDU front panel 6.16
Assembling
6.17
Proceed as follows: (1)
Carefully raise the front panel ensuring none of the wires are trapped and secure with the two front panel securing screws.
6.18
VEHICLE COVERS
6.19
Removal
6.20
Proceed as follows: (1)
Remove sixteen screws (Eight screws each cover) securing the covers to the vehicle chassis. Four screws are located and removed from inside the pod covers (Fig. 2).
(2)
Carefully lift both covers clear of the vehicle.
Chapter 6 page 6
Fig. 2 Vehicle cover 6.21
Refitting
6.22
Proceed as follows:
6.23
(1)
Carefully lift the vehicle covers onto the vehicle.
(2)
Align the cover holes over the chassis holes and secure with the sixteen screws.
VEHICLE ELECTRONIC PODS WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TP PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR
Chapter 6 page 7
TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. 5. POSSIBILITY OF DAMAGE TO EQUIPMENT. UNDER NO CIRCUMSTANCES ARE THE VEHICLE AND TMS EPODS TO BE ASSEMBLED WITHOUT ANTI-EXTRUSION RINGS. 6.24
Removal
6.25
Proceed as follows: (1)
Remove the covers from the vehicle (Para. 6.19).
(2)
Disconnect the electrical connectors from the electronics pod.
(3)
Unscrew the pod retaining strap screws and remove straps (Fig. 3).
Fig. 3 Pod retaining straps POSSIBLE DANGER TO PERSONNEL AND DAMAGE TO EQUIPMENT. THE PORT AND STARBOARD ELECTRONICS PODS WEIGH APPROXIMATELY 35 KG AND 60 KG RESPECTIVELY, AND CARE SHOULD THEREFORE BE TAKEN WHEN LIFTING IT FOR SLINGING PURPOSES. UNDER NO CIRCUMSTANCES SHOULD THE POD COMPOSITE ENDS BE USED FOR SLINGING.
(4)
Carefully lift the electronics pod clear of the vehicle and place on a dry and stable workbench.
Chapter 6 page 8
6.26
Dismantling
6.27
Proceed as follows: (1)
Identify and locate the spoolpiece vacuum valve (Fig. 4) and release the vacuum. Pull away the composite housings taking care not to damage the Parbak seals. Remove the O-rings and Parbak seals.
Fig. 4 Vacuum valve
(2)
Carefully withdraw the composite housings and stow in a stable position.
(3)
Access can now be gained to the electronics and power supply racks. Further access to the internal components can be made by removing two screws and swinging out the required rack (Figs. 5, 6 & 7).
Fig. 5 Spoolpiece and pod racks
Chapter 6 page 9
Fig. 6 Electronics Rack
Fig. 7 Power supply rack 6.28
Assembling
6.29
Proceed as follows:
(1)
Hinge back and secure the Power supply or Electronics rack if required.
(2)
Clean the spoolpiece “O”-ring grooves and mating surfaces.
(3)
Inspect for damage and replace if necessary the Parbak seals (Fig. 8). Each Parbak seal should be lightly lubricated with silicone grease and fitted to the spoolpiece ensuring they are fitted inboard side of the O ring.
Chapter 6 page 10
Fig. 8 Parbak and O-ring seals
(4)
Lubricate the new “O”-rings and grooves with silicone grease and fit to the spoolpiece.
(5)
Visually inspect the interiors and exteriors of the composite housings for damage and clean from any arisings.
(6)
Carefully locate the housings over the pod chassis and slowly slide into position. Ensure the “O”-rings and Parbak seals remain correctly in place and that no cables or wires are trapped. The composite housings will be fully secured on completion of drawing a partial vacuum.
(7)
Carry out the vacuum evacuation procedure as detailed in Chapter 7.
(8)
Inspect the spoolpiece penetrators for damage, bent pins and corrosion. Clean each penetrator.
(9)
Lubricate all penetrators “O”-rings and threadforms with silicone grease.
6.30
Refitting
6.31
Proceed as follows: POSSIBLE DANGER TO PERSONNEL AND DAMAGE TO EQUIPMENT. THE PORT AND STARBOARD ELECTRONICS PODS WEIGH APPROXIMATELY 35 KG AND 60 KG RESPECTIVELY, AND CARE SHOULD THEREFORE BE TAKEN WHEN LIFTING IT FOR SLINGING PURPOSES. UNDER NO CIRCUMSTANCES SHOULD THE POD COMPOSITE ENDS BE USED FOR SLINGING.
Chapter 6 page 11
6.32
(1)
Carefully lift the EPOD onto the vehicle, longest composite housing facing forward, ensuring the penetrators on the spoolpiece are positioned between the cradles and are not resting on the vehicle chassis.
(2)
Clean and lubricate all electrical connector threadforms with silicone grease.
(3)
Reconnect all connectors to the EPOD and ensure that all connections are correctly mated and secure.
(4)
Replace the EPOD retaining straps.
(5)
Replace the vehicle covers (Para 6.21).
THRUSTER MOTOR WARNINGS 1.
DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE A LL THE UNITS POWER SUPPLIES.
2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
6.33
Removal
6.34
Proceed as follows: (1)
Disconnect the thruster electrical connector from the EPOD spoolpiece.
(2)
Remove the cable ties from the thruster whip.
Chapter 6 page 12
(3)
Horizontal Thrusters. Locate four in number nozzle screws securing the thruster to the nozzle assembly (Fig. 9).
Fig. 9 Nozzle Assembly
(4)
Supporting the thruster carefully remove the four nozzle securing screws using a 13 mm socket and withdraw the thruster making a note of the position of the grooved nozzle.
(5)
Remove the four nozzle stays.
(6)
Vertical Thrusters. Locate the two thruster mounting brackets (Fig. 10).
Fig. 10 Vertical Thruster
Chapter 6 page 13
(7)
Supporting the Thruster remove the screws from the two mounting brackets and carefully withdraw the thruster up from the vehicle chassis.
6.35
Dismantling
6.36
Proceed as follows:
(1)
Vertical Thrusters. Supporting the thruster carefully remove the four nozzle securing screws using a 13 mm socket and withdraw the thruster from the nozzle assembly. Make a note of the position of the grooved nozzle stay.
(2)
Vertical and Horizontal Thrusters. Using a wooden dowel wedge the propeller to prevent it from turning.
(3)
With the propeller wedged remove the spinner retaining screw and remove the spinner (Fig. 11).
Fig. 11 Propeller boss
(4)
With the propeller wedged, remove the M16 Nylok nut from the propeller shaft and discard.
(5)
Fully extend the legs of the puller tool and fit to the propeller with three in number M5 screws ensuring the jacking off bolt is located centrally on the propeller shaft (Fig.12).
Chapter 6 page 14
Fig. 12 Propeller removal
(6)
Slowly tighten the Propeller Puller tool until the propeller “breaks” free taking care not to misplace the propeller shaft Woodruff key and remove the propeller.
(7)
Remove the Propeller Puller tool from the propeller.
6.37
Assembling
6.38
Proceed as follows:
(1)
Refit propeller to the motor shaft ensuring the Woodruff key is in place.
(2)
Wedge the propeller to prevent it from turning.
(3)
Fit a new M16 Nylok nut to the motor shaft and torque to 2.8 kgm (20 lbf/ft).
(4)
With the propeller still wedged fit the spinner and secure using the M6 retaining screw.
(5)
Vertical Thrusters. Supporting the thruster carefully replace the four nozzle stays ensuring the grooved nozzle stay is in the correct position and secure with the four screws using a 13 mm socket.
(6)
Examine the thruster whip and connector for damage. Lubricate the connector plug threadforms and “O”-ring with silicone grease.
Chapter 6 page 15
6.39
Refitting
6.40
Proceed as follows:
6.41
(1)
Vertical Thrusters. Locate the thruster in position on the vehicle chassis and secure in place with two in number hex screws for each mounting bracket.
(2)
Horizontal Thrusters. Insert the thruster into the nozzle assembly. Fit each nozzle stay in turn ensuring the grooved stay is in the correct position and secure to the motor body with the four screws using a 13 mm socket. Tighten the screws alternatively until the motor is securely clamped to the nozzle assembly.
(3)
Route the thruster whip cable to the spoolpiece penetrator and secure in place with cable ties ensuring the cable is correctly secured to the grooved nozzle stay to prevent any inadvertent thruster fouling.
(4)
Lightly lubricate the spoolpiece penetrator threadforms with silicone grease.
(5)
Reconnect the thruster connector to the spoolpiece penetrator.
THRUSTER MOTOR V-SEAL REPLACEMENT
WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
Chapter 6 page 16
6.42
Proceed as follows: (1)
Using a wooden dowel wedge the propeller to prevent it from turning.
(2)
With the propeller wedged remove the spinner retaining screw and remove the spinner (Fig. 13).
Fig. 13 Propeller spinner
(3)
With the propeller wedged, remove the M16 Nylok nut from the propeller shaft and discard.
(4)
Fully extend the legs of the puller tool and fit to the propeller with three in number M5 screws ensuring the jacking off bolt is located centrally on the propeller shaft (Fig.14).
Fig. 14 Propeller removal
Chapter 6 page 17
(5)
Slowly tighten the Propeller Puller tool until the propeller “breaks” free taking care not to misplace the propeller shaft Woodruff key and remove the propeller.
(6)
Remove the Propeller Puller tool from the propeller.
(7)
Gently prise the two V-Seals from the shaft and discard.
(8)
Scrupulously clean the shaft and dry.
(9)
Lubricate the V-seals with silicone grease.
(10)
Fit new V-seals to the motor shaft, seal skirt first, carefully lifting over the woodruff key taking care not to damage or distort the seals. Ensure the seals sit squarely on the shaft seal cap. (Fig. 15)
Fig. 15 V-Seals
(11)
Refit propeller to the motor shaft ensuring the Woodruff key is in place.
(12)
Wedge the propeller to prevent it from turning.
(13)
Fit a new M16 Nylok nut to the motor shaft and torque to 2.8 kgm (20 lbf/ft).
(14)
With the propeller still wedged fit the spinner and secure using the M6 retaining screw.
Chapter 6 page 18
(15) 6.43
Remove the wedge
THRUSTER DIAPRAGM REPLACEMENT (Fig.16)
Fig. 16 Diaphragm replacement
6.44
Proceed as follows: (1)
Remove the thruster from the vehicle as detailed in Para. 6.33
(2)
Insert Diaphragm puller tool into diaphragm housing and screw onto diaphragm-threaded stud
(3)
Pull on the puller tool until the locking pinhole is visible above the housing and insert locking pin. Release the puller tool. (Fig. 17)
Fig. 17 Diaphragm puller
Chapter 6 page 19
(4)
Remove the banjo nuts from the compensator coupling, taking care to collect any oil spillage.
(5)
Remove two screws from the diaphragm cover securing the retaining straps and remove the diaphragm housing and cover.
(6)
Remove four M5 countersunk screws from the diaphragm housing and separate the diaphragm cover from the housing.
(7)
Remove the diaphragm and discard, inspect the spring and replace if necessary (Fig.18).
Fig. 18 Diaphragm components
(8)
Lubricate the diaphragm seal faces with silicone grease and fit into diaphragm housing and fit spring
(9)
Align the diaphragm housing, cover screw holes, and push down perpendicularly on the housing. Replace the four M5 screws.
(10)
Replace and secure the retaining straps and compensator hose
(11)
Carry out oil replacement as detailed in Task 3 Chapter 7
(12)
Refit the thruster motor as detailed in Para. 6.39
Note. Dismantling the motor beyond the maintenance described within the handbooks will invalidate the warranty. If in any doubt consult SEAEYE MARINE LTD. prior to any further dismantling of the Bailing Motor.
Chapter 6 page 20
6.45
TMS ELECTRONICS POD
6.46
Removal
6.47
Proceed as follows: (1)
Disconnect the pod electrical connectors
(2)
Loosen the pod mounting bracket screws and taking care lower the brackets with the pod to clear the bailing arm (Fig. 19)
(3)
Loosen the pod retaining bracket screws (Fig. 19)
(4)
Taking care withdraw the pod out through the brackets and out of the TMS
Fig. 19 TMS EPOD removal 6.48
Dismantling
6.49
Proceed as follows: (1)
Identify and locate the vacuum valve (Fig. 20)
Chapter 6 page 21
Fig. 20 TMS pod vent screw
(2)
Release the vacuum.
(3)
Using nylon M6 jacking screws, jack off the endplate from the cylinder housing.
(4)
Pull away the end-plate complete with chassis from the cylinder housing taking care not to damage the anti-extrusion rings. Remove the O-rings.
6.50
Assembling
6.51
Proceed as follows: (1)
Clean the end-plate “O”-ring grooves and mating surfaces.
(2)
Inspect for damage and replace if necessary the anti-extrusion rings (Fig. 20). Each anti-extrusion ring should be lightly lubricated with silicone grease and fitted to the end-plate ensuring they are fitted inboard side of the “O”ring.
(3)
Lubricate the new O-rings and grooves with silicone grease and fit to the end-plate.
(4)
Carefully insert the chassis into the cylinder housing. Ensure the O-rings and anti-extrusion rings remain correctly in place and that no cables or wires are trapped.
(5)
Secure with four screws
(6)
Carry out the vacuum evacuation procedure as detailed in Task 14 Chapter 7.
Chapter 6 page 22
(7)
Inspect the penetrators for damage, bent pins and corrosion. Clean each penetrator.
(8)
Lubricate all penetrators “O”-rings and threadforms with silicone grease.
6.52
Refitting
6.53
Proceed as follows:
(1)
Clean and lubricate all electrical connector threadforms with silicone grease.
(2)
Carefully lift the EPOD onto the TMS and carefully locate the pod into the brackets.
(3)
Tighten the retaining bracket screws to firmly secure the pod
(4)
Sufficiently tighten the pod mounting bracket screws and taking care raise the brackets with the pod and secure firmly (Fig. 19)
(5)
Reconnect all connectors to the EPOD and ensure that all connections are correctly mated and secure.
Chapter 6 page 23
6.54
BAILING MOTOR
WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
Chapter 6 page 24
6.55
Removal
6.56
Proceed as follows: (1)
Disconnect the motor connector from the EPOD end-plate.
(2)
Supporting the Bailing motor loosen the two hex socket bolts on the motor securing clamp assembly.
(3)
Lower the motor from the bracket and withdraw from the TMS structure ensuring the blue drive collar-meshing wheel is retained.
6.57
Dismantling
6.58
Proceed as follows: (1)
Using a soft jawed vice secure the drive collar and remove the nyloc nut and washer from the shaft. Retain the washer and discard the nut.
(2)
Loosen the drive collar grubscrew sufficiently to clear the drive collar
(3)
Fit the puller tools legs under the drive collar boss and screw down on the jacking screw until it engages the end of the motor shaft.
(4)
Continue to tighten the jacking screw until the drive collar boss breaks free of the motor shaft.
Note. Dismantling the motor beyond the maintenance described within the handbooks will invalidate the warranty. If in any doubt consult SEAEYE MARINE LTD. prior to any further dismantling of the Bailing Motor. 6.59
Assembling
6.60
Proceed as follows: (1)
Refit the drive collar boss to the motor shaft. With minimum force gently tap the collar onto the shaft taper with a rubber mallet.
(2)
Refit the drive collar sheath and tighten the grubscrew onto the drive collar boss.
(3)
Using a soft jawed vice secure the drive collar fit the M8 plain nut and tighten until the drive collar boss has fully located onto the taper shaft.
(4)
Remove the M8 plain nut.
Chapter 6 page 25
(5)
Fit the washer and new M8 nyloc nut and tighten with a torque wrench to 27 N m/ 2.8kgm/ 20lb ft.
(6)
Clean motor plug with Amberklene then lubricate thread forms with silicone grease.
6.61
Refitting
6.62
Proceed as follows: (1)
Fit the blue collar meshing wheel onto the motor drive collar and locate the motor up into the securing clamp assembly and tighten in place.
(2)
Reconnect the motor connector to the EPOD end-plate.
6.63
BAILING MOTOR V SEAL REPLACEMENT
6.64
Proceed as follows: (1)
Remove bailing motor from TMS as detailed in Para. 6.55.
(2)
Dismantle motor as detailed in Para. 6.57.
(3)
Support the thrusters in a vertical attitude shaft uppermost.
(4)
Gently prise the two V-Seals from the nose cone and discard.
(5)
Lubricate the motor shaft with silicone grease.
(6)
Fit new V-seals to motor shaft.
(7)
Assemble the bailing motor as detailed in Para. 6.59.
(8)
Carry out oil level check as detailed in Task 3 Chapter 7.
(9)
Refit the thruster as detailed in Para. 6.61.
Chapter 6 page 26
6.65
BAILING MOTOR SHAFT SEAL REPACEMENT WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
6.66
Proceed as follows: (1)
Remove thruster motor from the vehicle as detailed in Para. 6.55.
(2)
Dismantle the motor as detailed in Para. 6.57.
(3)
Thoroughly clean motor exterior with Amberklene.
(4)
Position container under thruster to collect oil.
(5)
Remove and retain fill and vent screws from the motor and drain oil.
(6)
Gently prise the V-Seal from the nose cone and discard.
(7)
Unscrew motor nose cone by hand. If removal proves difficult apply heat from a heat gun until nose cone is hand hot and gently tap away nose cone using a wooden dowel.
(8)
Carefully remove ceramic seal and discard.
(9)
Carefully remove shaft seal assembly and discard.
(10)
Thoroughly clean nose cone and shaft with Amberklene.
Chapter 6 page 27
(11)
Lubricate the new ceramic seal with clean thruster oil.
(12)
Taking care using thumb pressure only fit the ceramic seal into the nose cone (Fig. 21).
Fig. 21 Nose cone and shaft seal
(13)
Ensure that the grub screw on the shaft seal does not protrude into the internal diameter of the seal platform.
(14)
Taking care using thumb pressure only fit the seal platform onto the thruster’s shaft with the large diameter end of the seal platform facing propeller end of the shaft. (Fig. 22)
Fig. 22 Shaft seal fitting
Chapter 6 page 28
(15)
Screw nose cone onto thruster body until the faces of the shaft seal and the ceramic seal in the nose cone are touching. Ensure that there is a 3 mm gap between the nose cone and the thruster body (Fig. 23). Adjust the shaft seal as necessary.
Fig. 23 Nose cone fitting
(16)
Remove the nose cone
(17)
Using a 2 mm Allen key tighten the grub screw on the shaft seal base
(18)
Remove and discard the nose cone “O”-ring.
(19)
Lubricate a new nose cone “O”-ring (200-138) with silicone grease and fit.
(20)
Refit the nose cone.
(21)
Refit the nose cone and tighten fully.
(22)
Fit V-Seal as detailed in Para. 6.63.
(23)
Assemble the motor as detailed in Para. 6.59.
(24)
Carry out oil level check as detailed in Chapter 7
(25)
Run motor for 1 minute to run in surfaces of the shaft seal and ceramic seal faces.
(26)
Refit the motor as detailed in Para. 6.61.
Chapter 6 page 29
CAUTION. Possible damage to bailing motor V seals. Do not run the bailing motor for longer than one minute in air. 6.67
BAILING MOTOR DIAPHRAGM REPLACEMENT
6.68
Proceed as follows: (1)
Remove bailing motor from TMS as detailed in Para. 6.55.
(2)
Thoroughly clean thrusters exterior with Amberklene.
(3)
Position container under thrusters to collect oil.
(4)
Remove fill and vent screws from the thruster and drain oil.
(5)
Remove and retain four in number hex screws securing the thrusters top hat to the motor body.
(6)
Remove the top hat together with diaphragm return spring.
(7)
Remove and discard the diaphragm.
(8)
Thoroughly clean the diaphragm housing.
(9)
Fit new diaphragm ensuring the “O”-ring is correctly seated.
(10)
Fit the diaphragm return spring in position on the diaphragm.
(11)
Fit top hat and secure with the four in number hex screws using Loctite 222.
(12)
Carry out oil fill check as detailed in Chapter 7
(13)
Refit the motor as detailed in Para. 6.61.
WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE
Chapter 6 page 30
UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TP PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. 6.69
LAMP BULB REPLACEMENT
6.70
Proceed as follows (1)
Dry the lamp housing assembly.
(2)
Remove and retain lamp cover retaining bolts.
(3)
Carefully withdraw lamp cover and lamp glass from lamp assembly and dry any water accumulation immediately.
(4)
Remove lamp bulb by rotating anticlockwise and discard.
(5)
Remove and discard lamp “O”-ring.
(6)
Lubricate the “O”-ring using silicone grease and fit.
(7)
Carefully fit new lamp using a dry cloth taking care not to contaminate the glass envelope.
(8)
Thoroughly clean lamp glass with a lint free cloth and Amberklene and refit.
(9)
Refit lamp cover.
(10)
Apply Loctite 222 to the hex screw threads and secure in place taking care not to over tighten.
Chapter 6 page 31
6.71
LAMP ASSEMBLY FUSE REPLACEMENT (Fig. 24)
Fig. 24 Lamp Assembly
6.72
Proceed as follows: (1)
Unscrew the fuse housing cover; remove the O-ring and discard.
(2)
Using a flat bladed screwdriver carefully remove the fuse holder.
(3)
Replace the fuse with a 20 mm ceramic FF1A.
(4)
Screw the fuse holder into the fuse housing taking care not to over tighten.
(5)
Clean the fuse housing cover and fuse housing O-ring surfaces.
(6)
Lubricate a new O-ring with silicone grease and fit over the fuse housing.
(7)
Fit the fuse housing cover to the fuse housing.
Chapter 6 page 32
CHAPTER 7 MAINTENANCE TASKS CONTENTS Para. 7.1 Para. 7.3
INTRODUCTION Safety Precautions
TABLES Table 1
Maintenance Tasks
CHECK LISTS Check list 1 Check list 2
Pre-operational Checks Post-Operational Checks
Chapter 7 page 1
7.1
INTRODUCTION
7.2
This chapter contains the approved methods by which the maintenance tasks listed in Table 1 are carried out. For safety of personnel and protection of equipment the removal, dismantling, assembling and refitting of equipment must be performed in accordance with the corrective maintenance procedures as detailed in Chapter 7.
7.3
Safety Precautions
7.4
Lethal voltages are present in all of the units and can be present in cable connections between units and junction boxes. Maintenance tasks can involve contact with substances harmful to health. Before any work is carried out, involving internal access to the units, junction boxes or cable connections, the following warnings and cautions are to be observed. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. CAUTIONS 1. Danger of damage to PCBs. Do not remove or replace PCBs unless the supply is switched off. PCBs must be handled in accordance with electrostatic discharge handling procedures. Damage to PCBs could affect the safe operation of the equipment. 2. Danger of damage to equipment. When checking connections care is to be taken not to slacken them, otherwise their watertight integrity may be breached.
Chapter 7 page 2
3. Danger of damage to equipment. When using an insulation meter ensure that the cable under test is disconnected at both ends. 4. Danger of damage to Thruster Motor V-seal. Do not operate the Thruster Motor in air for longer than one minute 5. Danger of damage to lights. Do not operate the vehicle lights for longer than ten seconds in air. 6. Danger of damage to equipment. Ensure all vent plugs are securely fitted and shut prior to immersing the vehicle 7. Possibility of damage to equipment. Ensure that the PSU transformer tappings correspond to the external input power supply. 8. Possibility of poor vehicle handling. Addition of equipment or poor vehicle ballast or trim will affect vehicle performance. Ensure the vehicle trim and ballast is correct after adding or removing equipment.
Chapter 7 page 3
Task No
Task Description
1 2
Pre-Operational Tests Post-Operational Tests
3
Thruster/bailing motor Oil Level check and replenishment
4
Thruster/bailing motor shaft rotation
5
DC power supply Compensation
When carried out • • • • • • • • • • •
6
Video Compensation Adjustments • •
7
Video Overlay Adjustment
8
Compass calibration
9
Finish restoration
• • • • • •
10
11
•
Vent plug removal
Pre-flight Post-flight Pre-flight Post-flight When motor has been drained of oil Monthly Change of umbilical or tether length Poor vehicle performance Post installation Change of umbilical tether Significant changes to the umbilical or tether length Change of camera Change of video driver PCB Unstable Overlay Change of compass Loss of calibration indication Vehicle relocation When necessary to carry out repairs Prior to air transportation Exposure to direct sunlight
•
Cathodic Potential (CP) Probe Calibration
• • • •
12
EPOD Housing Vacuum check
13
EPOD Vacuum evacuation
•
•
• •
14
Junction Box Oil Level check and replenishment
15
Fibre Optic Attenuation adjustment
• •
• •
Prolonged storage in high temperatures Pre-survey MFIO PCB replacement Probe replacement Monthly When the EPOD housing vacuum is suspect Removal and refitting of the EPOD housing lid On receipt of a low vacuum warning Pre-flight Post-flight When Junction Box has been drained of oil No video picture Poor picture quality (sparkle)
Table 1 Maintenance Tasks
Chapter 7 page 4
TASK 1 PRE-OPERATIONAL CHECKS Frequency of Task
1.
Pre-flight
Introduction
2.
These checks ensure that the equipment is fully functional, secure and in good working order prior to each operational use. It is recommended that a copy of the check list is used prior to each dive and signed and witnessed by a supervisor
Tools required
3.
The following tools may be required: • • • •
Torque wrench (to achieve 27 N m/20ft.lbf/2.8kg m) Hex key set A non metallic wedge for wedging propellers Diaphragm puller tool (Part No TH110)
Parts Required
4.
No parts required
Procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION
Chapter 7 page 5
4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed in accordance with Pre-Operational checklist
Chapter 7 page 6
TASK 2 POST-OPERATIONAL CHECKS Frequency of Task
1. Post-flight Introduction
2.
These checks ensure that any damage that may have occurred during operational use can be repaired and any defects rectified before storage or subsequent operations
Tools required
3.
The following tools may be required: • • • •
Torque wrench (to achieve 27 N m/20ft.lbf/2.8kg m) Hex key set A non metallic wedge for wedging propellers Diaphragm puller tool (Part No TH110)
Parts Required
3.
No parts required
Procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION
Chapter 7 page 7
4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed in accordance with Post-Operational checklist
Chapter 7 page 8
TASK 3 THRUSTER/BAILING MOTOR OIL LEVEL CHECK AND REPLNISHMENT Frequency of Task
1.
Pre and Post-flight
Introduction
2.
The purpose of this check is to ensure that the thruster motor and bailing motor oil level is correct prior to operational use and details the procedure on how to replenish the oil if required. The thruster motor is a SM5 and uses SMLCO oil, the bailing motor is a SM4/M and uses Univolt 52 oil, under NO circumstances are the two oils to be mixed or exchanged
NOTE. If frequent topping up is required an i nvestigation is required to ascertain the possibility of damage to the motor Tools required
3.
The following tools may be required: • • • • •
Torque wrench (to achieve 27 N m/20ft.lbf/2.8kg m) Hex key set A non metallic wedge for wedging propellers Diaphragm puller tool (Part no TH110) Seaeye Fillkit (Part No P00514)
Parts Required
4.
The following parts may be required: • • •
Univolt 52 oil – SM4/M – Bailing motor SMLCO oil – SM5 – Thruster motor Clean container for collecting oil
Oil Level check procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL
Chapter 7 page 9
TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Visually examine each motor, motor cable gland and cable, and chassis vicinity for signs of oil leakage.
(2)
Using the Diaphragm puller tool screw into motor diaphragm and ensure that the top of the diaphragm cover is between the drilled holes on the tool.
(3)
If required carry out the oil replenishment procedure as detailed in Para. 6.
NOTE. If frequent topping up is required an investigation is required to ascertain the possibility of damage to the motor Oil replenishment procedure (Fig. 1)
6.
Proceed as follows: (1)
Remove the required motor as detailed in Chapter 6
(2)
Position the motor vertically using the nozzle assembly as a base
(3)
Insert Diaphragm puller tool into motor end cap and screw onto diaphragm-threaded stud
(4)
Holding the motor securely, pull upward on the puller tool until the locking pin hole is visible above the end cap and insert locking pin. Release the puller tool
Chapter 7 page 10
Reservoir Air Line
Valve 3
Reservoir Oil
Valve 2 Valve 1
Electrical Connection
Fill Screw
Seaeye Fillkit Power Switch Thruster Off On Nozzle assembly
Fig. 1 Motor oil replenishment (SM4/M Variant shown)
Chapter 7 page 11
(5)
Carefully remove motor fill screw (Fig. 1 or Fig. 2) and retain
Fig. 2 SM5 fill screw
(6)
Ensure the Fillkit kit reservoir is clean and empty and the power switch is set to OFF.
(7)
Fill the clean container with 0.5 litres of correct fresh motor oil.
(8)
Confirm the following: • • •
Valve 1 – closed (fully clockwise-down). Valve 2-closed (fully anticlockwise-down). Valve 3-open (fully anticlockwise-up).
(9)
Place reservoir end in container of the motor oil.
(10)
Switch on the Fillkit.
(11)
Slowly open valve 2 and confirm oil is being drawn from the reservoir.
(12)
When the reservoir is three quarters full close valve 3 and switch off the Fillkit.
(13)
Connect the reservoir to the motor fill screw orifice.
(14)
Close valve 2 (down).
(15)
Open valve 3 and switch on the Refill kit.
(16)
Remove the locking pin.
Chapter 7 page 12
(17)
Slowly open Valve 1 and observe the diaphragm puller tool rises as the oil is pumped into the motor.
(18)
When the diaphragm puller tool “fill level” hole is visible above the motor end cap close valve 3.
(19)
With the pump still operational, close Valve 1 (fully anticlockwise) and open Valve 3.
(20)
Slowly open valve 2 and observe the diaphragm puller tool “sinks” into the motor end cap as oil and air are drawn from the motor body.
(21)
When the diaphragm puller tool is fully depressed close Valve 3 then close Valve 2.
(22)
Repeat Paras. (15) through (21) taking care to “crack” the valves slowly on each fill/empty cycle. On each empty cycle agitate the motor to encourage trapped air to be drawn out of the motor body.
(23)
When satisfied that no air remains operate the Fillkit in fill mode to fill motor with oil until puller tool “fill level” hole is visible above the motor end cap.
(24)
Close Valve 3.
(25)
Fit the locking pin through the “fill level hole”.
(26)
Switch off Fillkit and close Valves 1 and 2.
(27)
Remove the Fillkit reservoir from the motor.
(28)
Refit the motor fill screw.
(29)
Clean the motor of any oil spillage.
(30)
Remove the locking pin and observe the puller tool pinhole, which should remain visible. This indicates that the motor is completely filled with oil and purged of air. Should the tool “sink” into the motor end cap repeat the fill procedure.
(31)
Remove the diaphragm puller tool.
(32)
Visually examine the thruster for signs of oil leaks.
(33)
Sparingly lubricate the motor connector threadforms with silicone grease.
(34)
Refit the motor as detailed in Chapter 6.
Chapter 7 page 13
TASK 4 SM4 AND SM5 THRUSTER MOTOR SHAFT ROTATION Frequency of Task
1.
Monthly.
Introduction
2.
This task prevents the shaft seal and ceramic seal surfaces seizing when the motors are not being used for prolonged periods. This maintenance include motors fitted and motors held in stores.
Tools required
3.
No tools are required.
Parts Required
4.
No parts required.
Procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION
Chapter 7 page 15
4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Rotate all motor shafts through several revolutions.
Chapter 7 page 16
TASK 5 DC POWER SUPPLY COMPENSATION ADUSTMENTS Frequency of Task
1.
Compensation adjustments should be carried out in the following instances: • • •
On system installation. Umbilical or tether replacement. Significant changes to the umbilical or tether length.
Introduction
2.
This Task adjusts the DC power supply to compensate for losses in the DC power lines between the surface unit and the vehicle, including the TMS if fitted. The task is in two parts, the first part is to calculate the round trip resistance (Rt), which is used by the second part to calculate the DC compensation required. This maintenance task requires the vehicle to be operational.
Tools and test equipment required
3.
The following tool and test equipments may be required: •
Insulated screwdrivers (rated to 500VDC minimum)
•
Insulated Trimming tool (rated to 500VDC minimum) Digital multi meter Calculator
• •
Parts Required
4.
No parts required.
Round Trip Resistance calculation procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV
Chapter 7 page 17
SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units.
(2)
Ensure that no person is performing maintenance work on the system or system cabling.
(3)
Disconnect the external power supply.
(4)
Disconnect the umbilical/deck cable from the surface unit UMBILICAL socket and the umbilical/tether from the vehicle.
(5)
Measure the round trip resistance between the Surface unit end of the Umbilical/deck cable and the vehicle end of the umbilical/tether cable according to the system employed detailed below. Free-boating systems. Measure the resistance of all the 250 VDC conductors in the umbilical, determine the average for one conductor and divide the resultant average by the number of conductors used for DC+ (the DC± conductors are in parallel) and multiply this value by 2 (total resistance (Rt) of DC+ and DC -). TMS Systems. Measure the resistances of the umbilical and tether separately using the Free-boating system method and add their resulting resistances ensuring the TMS DC conductors are included in the calculation. Deck Leads. If a deck lead with a different conductor configuration is used its round trip resistance should be calculated separately from the main lift umbilical and its resistance added to the total.
(6)
Make a note of the resistance, Rt.
Chapter 7 page 18
DC Power Supply Compensation adjustment procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
6.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units.
(2)
Ensure that no person is performing maintenance work on the system or system cabling.
(3)
Disconnect the external power supply.
(4)
Gain access to the inside of the PSU and confirm the transformer is tapped to match the incoming mains supply (Chapter 3).
(5)
Locate PSU potentiometers I comp and V Adj. (Fig. 1).
Chapter 7 page 19
Fig.1 PSU DC Compensation potentiometers
(6)
Set I comp potentiometer fully anticlockwise (zero compensation).
(7)
Ensuring the external power supply is to off connect the external power supply to the PSU. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS.
(8)
Switch on the external power supply.
Chapter 7 page 20
(9)
Set the PSU switches to the following positions: •
• • •
(10)
Mains isolator to ON (Note. As the PSU door is open, the Mains Isolator has to be operated manually by rotating clockwise for ON and anticlockwise for OFF). Set the AC circuit breaker to ON. Insert the key and operate the Key-operated switch to. Operate the START switch.
Set the SU switches to the following positions and ensure: • • • • • • • • • •
Set the AC SURFACE switch to ON. Confirm the AC ON indicator is illuminated. Set the AC TMS switch to ON. Confirm the AC ON indicator is illuminated. Set the AC VEHICLE switch to ON. Confirm the AC ON indicator is illuminated. Set the TMS DC switch to ON. Set the VEHICLE DC switches to ON. Set the MASTER DC switch to ON. Confirm the DC indicators are illuminated.
(11)
Confirm the monitor “DO YOU WISH TO CONFIGURE THE SYSTEM” and prompts respond NO.
(12)
Whilst observing the PSU front panel Voltmeter, adjust potentiometer V Adj. until the voltmeter indicates 260 VDC.
(13)
Set the SU switches to the following positions and confirm: • • • • • •
(14)
Set the PSU switches to the following positions: • • • •
(15)
Set the MASTER DC switch to OFF. Confirm DC indicators are extinguished. Set the AC VEHICLE switch to OFF. Confirm the AC ON indicator is extinguished. Set the AC SURFACE switch to OFF. Confirm the AC ON indicator is extinguished.
Operate the STOP switch. Set the Key-operated switch to O. Set the AC breaker to OFF. Set the Mains Isolator to OFF.
Electrically connect the system for operational use.
Chapter 7 page 21
(16)
Carry out Pre-Operational checks as detailed in Task 1.
(17)
Launch the ROV.
NOTES. 1. The ROV when deployed will appear sluggish and underpowered until the DC compensation has been applied when the symptoms will disappear. 2. The following steps require the vehicle to draw a consistent current of at least 8 Amps from the DC supply whilst measurements and calculations are made. This can be achieved either by “pinning” the vehicle to the sea bed with vertical thrust, lights and some forward thrust applied, or by flying the vehicle at a constant speed in mid water.
(18)
Operate the vehicle to give a constant DC current draw of at least 8 Amps. Observe and note the PSU front panel ammeter reading.
(19)
Calculate the Surface voltage (Vs) as follows: Vs = 260 VDC + (DC current x Rt).
(20)
Whilst maintaining the current noted in Para. (16), adjust the PSU potentiometer I comp until the PSU voltmeter indicates Vs as calculated in Para. (17).
NOTES 1. As the adjustment is made, the DC current will increase, therefore, either maintain the current measured initially by decreasing thrust, or repeat Paras. (16) and (17) until the correct adjustment is achieved. 2. It is recommended that the vehicle be run at full speed to check that sufficient makeup is possible. If sufficient makeup is not possible, the three-phase secondary tapings are to be adjusted to the next higher voltage if possible.
(21)
Switch off at all units power supplies.
(22)
Carry out Post-Operational checks as detailed in Task 2.
Chapter 7 page 22
TASK 6 VIDEO COMPENSATION ADJUSTMENTS Frequency of Task.
1.
Video adjustments are be carried out in the following instances: • • • •
Significant changes to the umbilical or tether length. Change of umbilical or tether. Change of camera. Change of video driver.
Introduction.
2.
The purpose of this Task is to pre-emphasise the video signal to compensate for signal loss due to the length of the umbilical and tether. The video system installed can be Fibre Optic, co-axial or a twisted pair depending on customer requirements. Fibre Optic systems require no compensation. With the co-axial video system the Video Amp PCB (6032P) is adjusted for video compensation, however, with a twisted pair video system the 6032P PCB is factory set for zero compensation and the Line Video PCB adjusted for cable length. The PCB’s are factory set to match the length of cable supplied, however, in the event of significant changes to the umbilical/tether length video compensation adjustment is necessary. The adjustments are made by setting up the sync pulse and by selecting DIL switches mounted on the PCB’s proportional to the length of cable. The PCB’s can accommodate umbilical lengths of 0 to 800 meters in 200 metre increments.
Note. This system has a twisted pair video system between the vehicle and the TMS EPOD. Video transformers are fitted in the TMS EPOD to convert balanced video into coaxial unbalanced video rather than balanced receivers. When carrying out maintenance on the video system video compensation is to be done in the TMS EPOD at the transformers and fibre optic attenuation maintenance is from the TMS EPOD to the cabin junction box. Tools and test equipment required.
3.
The following tools and test equipment may be required: • •
Tuning tool Oscilloscope
Parts Required.
4.
The following parts may be required: •
BNC T-piece
Chapter 7 page 23
•
Test Lead Kit (Part No.P01835)
Coaxial video compensation procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units i.e. SU and the external power supply.
(2)
Ensure that no person is performing maintenance work on the system or cabling.
(3)
Disconnect the external power supply to the PSU.
(4)
Remove the camera unit from the vehicle.
(5)
Remove the vent plug from the camera enclosure.
(6)
Remove the nylon lockwire from the enclosure and carefully withdraw the end-plate.
(7)
Connect BNC T-piece to the monitor video input socket.
Chapter 7 page 24
NOTE. If a monitor is not connected a 75-ohm load resistor must be wired to the vacant arm of the BNC T-piece
(8)
Connect the SU output to BNC T-piece arm.
(9)
Connect the oscilloscope to the other arm of the T-piece and set the oscilloscope controls as follows: • • •
V/cm 200mV. Timebase 10µS. TV line triggering.
(10)
Connect the PSU external power supply and switch on.
(11)
Set the following unit switch positions: • • •
Set the PSU Mains Isolator to ON. Set the PSU AC circuit breaker to ON. Set the SU AC SURFACE switch to ON.
(12)
Confirm video is displayed on the system monitor.
(13)
Deselect video overlay using SU keypad COL key.
(14)
Confirm the oscilloscope displays a stable trace.
(15)
Whilst observing the oscilloscope adjust RV1 on the 6032P PCB (Fig 1) potentiometer to obtain a sync pulse peak-to-peak voltage of 300mV (Fig. 2).
Fig.1 6032 PCB
Chapter 7 page 25
Fig. 2 Composite video signal
(16)
Locate the four DIL switches and make only one at a time until the sync pulse is clearly defined with square edges. The DIL switches represent the following approximate lengths: • • • •
DIL 1 = 200m. DIL 2 = 400m. DIL 3 = 600m. DIL 4 = 800m.
NOTE. Only one DIL switch should be made at any one time.
(17)
Confirm the sync pulse on the oscilloscope is -300 mV and readjust as necessary.
(18)
Reselect video overlay and confirm both video overlay and camera video are stable. If instability is visible repeat paras. (14) to (16).
NOTE. Over compensation produces a course, high contrast, and grainy picture with a clear and sharp overlay. Under compensation produces a soft, blurry low contrast picture with a sharp clear overlay
(19)
Confirm the following camera switch positions: • • •
AGC switch to ON. Shutter switch to NORM. White balance to AUTO.
Chapter 7 page 26
Twisted Pair video compensation procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 5. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 6. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 7. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
6.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units i.e. SU and the external power supply.
(2)
Ensure that no person is performing maintenance work on the system or cabling.
(3)
Disconnect the external power supply to the PSU.
(4)
Remove the camera unit from the vehicle.
(5)
Remove the vent plug from the camera enclosure.
(6)
Remove the nylon lockwire from between the camera body and endcap and carefully withdraw the end-plate.
(7)
Ensure the Video camera VIDEO/AMP PCB (6032P) DIL switches are to off for zero compensation.
(8)
Connect the oscilloscope to the output of the camera
(9)
Connect the PSU external power supply and switch on.
Chapter 7 page 27
(10)
Set the following unit switch positions: • • •
Set the PSU Mains Isolator to ON. Set the PSU AC circuit breaker to ON. Set the SU AC SURFACE switch to ON.
(11)
Adjust VR1 (Fig. 2) on the 6032P PCB to give a 300mv sync pulse
(12)
Set the oscilloscope and connect to the Balanced line video receiver PCB (located in the SU) as follows: • • • • • • •
Dual Trace. V/cm 200 mV. Timebase 10 µS. TV line triggering. Channel 1 to video A. Channel 2 to video B (inverted). Common grounds to GND.
NOTE. If a monitor is not connected a 75-ohm load resistor must be wired to the video output.
(13)
Adjust VR1, line Driver PCB (located in the EPOD), for maximum signal (Fig. 3)
Fig. 3 Balanced Line Driver PCB
(14)
Set the oscilloscope to ADD ensuring channel 2 is inverted
(15)
Adjust the Balance VR2 for minimum signal.
Chapter 7 page 28
(16)
Set the oscilloscope to single trace and observe the video output from the surface unit.
(17)
Locate the four DIL switches on the Line Driver PCB and make only one at a time until the sync pulse is clearly defined with square edges. The DIL switches represent the following approximate lengths: • • • •
DIL 1 = 200m. DIL 2 = 400m. DIL 3 = 600m. DIL 4 = 800m.
NOTE. Only one DIL switch should be made at any one time.
(18)
The Video Receiver Amp in the surface unit can be adjusted to add further high frequency gain as follows.
(19)
Gain access to the Balanced Line video receiver PCB located in the Surface Unit.
(20)
Connect the oscilloscope to DIRECT VIDEO on the surface unit front panel.
NOTE. The SURFACE/SUBSEA switch must be set to SUBSEA and the VIDEO1/VIDEO2 switch set o the correct position.
(21)
Ensure all DIL switches are in the OFF position (Fig. 4)
Fig.4 Balanced Line Receiver
Chapter 7 page 29
(22)
Adjust the BALANCE potentiometerRV1 to its mid position (on the centre line of the PCB).
(23)
Adjust the GAIN potentiometer, VR2 to produce a video signal amplitude of 1 V peak to peak (from the bottom of the sync pulse to peak white).
(24)
Set the following unit switch positions. • • •
Set the SU AC SURFACE switch to OFF. Set the AC circuit breaker to OFF. Set the Mains Isolator to OFF.
(25)
Disconnect test leads and equipment.
(26)
Reassemble the surface unit and camera unit and refit to the vehicle.
Chapter 7 page 30
TASK 7 VIDEO OVERLAY ADJUSTMENTS Frequency of Task.
1.
Video overlay adjustments are to be carried out in the following instances: •
Video overlay instability with stable video picture.
Introduction.
2.
Video overlay adjustments can be carried out in one of two ways. The first procedure requires test equipment, however, if the required test equipment is not available the video overlay can be adjusted by eye as detailed in the second procedure.
Tools and test equipment required.
3.
The following tools may be required: • • • • •
Frequency counter. Oscilloscope (35Mhz minimum bandwidth) and probes. Trimming tool. Colour bar generator or camera. Colour monitor.
Parts Required.
4.
The following parts may be required: •
Test Lead Kit (Part No P01835).
Video Overlay Procedure (using test equipment). WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV
Chapter 7 page 31
SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units i.e. SU.
(2)
Ensure that no person is performing maintenance work on the system or system cabling.
(3)
Disconnect the external power supply to the PSU.
(4)
Open the SU and using the extender card and extender leads gain access to the video overlay PCB.
V C A P2
V C A P3
V C A P1
Fig 1 Video Overlay PCB identifying VCAP 1, 2 and 3
Chapter 7 page 32
(5)
Connect the test lead as follows: •
•
•
Connect common probe to the case of one of the video plugs. Connect positive probe to video overlay PCB IC3 pin 35 or IC1 pin 4. Connect to the input of the frequency counter.
(6)
Connect the PSU external power supply and switch on.
(7)
Set the following unit switch positions: • • •
Set the PSU Mains Isolator to ON. Set the PSU AC circuit breaker to ON. Set the SU AC SURFACE switch to ON.
(8)
Using the trimming tool adjust VCAP1 (Fig. 2) to obtain a clock frequency of 30 Mhz ± 100Hz on the frequency counter.
(9)
Disconnect the test lead from the frequency counter and connect to the oscilloscope.
(10)
Set up the Oscilloscope as follows: • •
V/cm to 2 volts. Timebase to 10µS.
(11)
Remove probe from IC3 and connect to IC3 pin 5.
(12)
Using the trimming tool adjust VCAP 3 to obtain a 64µS sync line signal on the oscilloscope.
(13)
Disconnect the probes and switch off the oscilloscope.
NOTE. To set up the burst frequency accurately requires that the unit be returned-to works, however, the following procedure may be utilised when operational time constraints dictate to provide an approximate adjustment.
(14)
Connect the video source to the video overlay input.
(15)
Connect the SU DIRECT VIDEO output connector to the monitor.
(16)
Switch the video select switch to SURFACE, ensuring the video overlay is in the default mode (when first switched on).
Chapter 7 page 33
(17)
Adjust VCAP 2 (Fig. 1) to obtain a green background in the compass rose box.
(18)
Switch off the monitor, video source and disconnect.
(19)
Set the following unit switch positions: • • •
(20)
Set the SU AC SURFACE switch to OFF. Set the AC circuit breaker to OFF. Set the Mains Isolator to OFF.
Remove the extender PCB, leads and secure the system.
Video Overlay Procedure (using eye method). WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units i.e. SU.
(2)
Ensure that no person is performing maintenance work on the system or system cabling.
(3)
Disconnect the external power supply to the PSU.
(4)
Open the SU and using the extender card and extender leads gain access to the video overlay PCB.
Chapter 7 page 34
(5)
Connect the PSU external power supply and switch on.
(6)
Set the following unit switch positions: • • •
Set the PSU Mains Isolator to ON. Set the PSU AC circuit breaker to ON. Set the SU AC SURFACE switch to ON.
(7)
Switch the video select to SURFACE.
(8)
Adjust VCAP 1 (Fig. 1) to obtain a stable, centralised sharp overlay.
(9)
Switch the video select to SUBSEA.
(10)
Adjust VCAP 3 (Fig. 1) and adjust to obtain a stable overlay.
(11)
Repeat Paras. (7) to (10) to achieve a stable overlay on both SURFACE and SUBSEA positions.
(12)
Switch the video select to SURFACE.
(13)
Adjust VCAP 2 (Fig. 1) to obtain a green background in the compass rose box.
(14)
Set the following unit switch positions: • • •
(15)
Set the SU AC SURFACE switch to OFF. Set the AC circuit breaker to OFF. Set the Mains Isolator to OFF.
Remove the extender PCB, leads and secure the system.
Chapter 7 page 35
TASK 8 COMPASS CALIBRATION Frequency of Task.
1.
The following procedure is to be carried out in the following circumstances: •
• • •
Loss of compass calibration (indicated by an “O” displayed on the system monitor overlay. When additional metal equipment has been fitted to the vehicle. Change of compass. System relocation.
Introduction.
2.
This task details the procedure for compass calibration. Calibration can be conducted either on land or in water but in either case away from metallic structures. When calibrating on land it is recommended that the vehicle be calibrated whilst suspended from a hoist
Tools required.
3.
The following tools may be required: • •
Hand held compass. Hoist
Parts Required.
4.
No parts required.
Procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV
Chapter 7 page 37
SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION.
4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
6.
Proceed as follows: (1)
Set the system up for operational use, but if calibrating the compass on land do not energise the 250 VDC supplies.
(2)
Rotate the vehicle to a magnetic heading of between 271 and 359 degrees as indicated by the hand held compass.
(3)
Set the PDU switches to the following positions: • • • •
•
AC VEHICLE switch to OFF. AC SURFACE switch to OFF. MASTER DC switch to OFF. After a delay of at least 10 seconds switch the AC SURFACE switch to ON. MASTER DC and VEHICLE DC switches to ON if calibrating in water.
(4)
When prompted by the system monitor message “DO YOU WISH TO CONFIGURE THE SYSTEM?” respond YES.
(5)
Respond NO to subsequent prompts until asked; “DO YOU WISH TO INITIALISE THE COMPASS?” is displayed and respond YES.
(6)
Start to rotate the vehicle (starting in the NW quadrant) slowly and evenly clockwise through 360 degrees at a rate of one revolution per minute.
(7)
Respond NO to all subsequent prompts until “DO YOU WISH TO CONFIGURE THE SYSTEM?” is displayed and respond NO.
(8)
Confirm the system has entered Flight mode.
(9)
At the system monitor confirm that “I” is displayed to confirm the vehicle compass is initialised for calibration and the vehicle heading displayed at the start is between 271 and 359 degrees.
Chapter 7 page 38
NOTE. At no time is the vehicle to be allowed to turn anticlockwise once Initialisation has started.
(10)
Rotate the vehicle slowly and evenly clockwise through 360 degrees at a rate of approximately one revolution every 15 seconds.
(11)
At the monitor observe as the vehicle rotates the “I” has been replaced by “R”.
(12)
When the vehicle has passed through 360º for the third time confirm that the monitor does no longer display “R” and no other error codes are displayed.
(13)
If “R” remains displayed repeat the calibration procedure.
(14)
On completion of calibration carry out a functional test on the auto heading mode.
Chapter 7 page 39
TASK 9 FINISH RESTORATION Frequency of Task.
1.
Whenever necessary to carry out minor repairs.
Introduction.
2. This task details the procedures on how to carry out minor damage repairs to anodised enclosures. In the event of major damage contact SEAEYE MARINE LTD. for advice. Tools and parts required.
3.
The following tools parts may be required: • • • •
P1000 wet and dry. Black Humbrol paint. Amberklene. Lint free cloth.
Anodised enclosure repair procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 2. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 3. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
Chapter 7 page 41
4.
Proceed as follows: (1)
Remove the damaged anodised enclosure.
(2)
Clean the damaged area with lint free cloth soaked in Amberklene.
(3)
Dress the damaged area using the P1000 wet and dry.
(4)
Apply black Humbrol paint to the damaged area; allow drying and applying a second coat if required.
(5)
Refit the anodised enclosure.
Chapter 7 page 42
TASK 10 VENT PLUG REMOVAL Frequency of Task.
1.
The Vent plus is to be removed in the following circumstances: • • •
Prior to air transportation. Exposure to direct sunlight. Prolonged storage in high temperatures.
Introduction.
2.
This task is to prevent excessive pressure build up within the electronics pods in the vehicle and TMS (if fitted).
Tools required.
3.
The following tools may be required: • •
Open ring spanners (common sizes). Flat bladed screwdriver.
Parts Required.
4.
No parts required.
Procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 2. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 3. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
Chapter 7 page 43
5.
Proceed as follows: (1)
Remove and retain the vent plug.
(2)
Place the vent plug in a protective plastic bag and attach in prominent position for later fitting.
(3)
Cover the vent opening with tape to prevent dirt ingress, allow the tape to “breathe”, by pinpricking through the tape.
Chapter 7 page 44
TASK 11 CATHODIC POTENTIAL (CP) PROBE CALIBRATION Frequency of Task.
1.
CP Probe calibration should be carried out in the following circumstances: • • •
Pre-survey. MFIO PCB replacement. Probe replacement.
Introduction.
2.
The calibration of the CP probe ensures that the CP reading on the overlay corresponds with a known voltage at the penetrator input. This procedure is for applicable for both types of probes, however the procedure is to be carried out with the system set to Contact type.
Note. CP Probe type is selected during System Configuration (Chapter 4) Tools and test equipment required.
3.
The following tools may be required: • •
Digital voltmeter. Tuning tool.
Parts Required.
5. The following parts may be required: • •
1.5 Volt dry battery Test Lead Kit (Part NP01835)
Procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS.
Chapter 7 page 45
3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5.
Proceed as follows: (1)
Ensure the ROV system is switched off at all units i.e. SU and the external power supply.
(2)
Ensure that no person is performing maintenance work on the system or system cabling.
(3)
Disconnect the external power supply to the PSU.
(4)
Open the Vehicle EPOD and using the extender card and extender leads gain access to the MFIO PCB.
(5)
Connect the 1.5-volt dry cell to the CP input at the penetrator.
(6)
Connect the DVM in parallel with the battery and note the voltage reading, (+ve DVM lead to +ve terminal of battery and –ve DVM lead to the –ve battery terminal).
(7)
Connect the PSU external power supply and switch on.
(8)
Set the following unit switch positions: • • •
(9)
Set the PSU Mains Isolator to ON. Set the PSU AC circuit breaker to ON. Set the SU AC SURFACE switch to ON.
Observe the system monitor CP overlay data. If the reading is +ve adjust VR1, or VR2 if it is –ve until thereading displayed reading corresponds to the DVM reading. The on the display should be opposite polarity to the DVM.
(10)
Reverse the CP penetrator connections to change the polarity.
(11)
Observe the system monitor CP overlay data and confirm the polarity has reversed and adjust the opposite RV to the one adjusted in para. (9) until the displayed reading corresponds to the DVM reading.
Chapter 7 page 46
(12)
Repeat paras. (9) to (12) until the DVM and monitor readings are within 5 mV for both polarities.
(13)
Set the following unit switch positions:
• • •
(14)
Set the SU AC SURFACE switch to ON. Set the PSU AC circuit breaker to ON. Set the PSU Mains Isolator to ON.
Disconnect test leads and secure the system.
Chapter 7 page 47
TASK 12 EPOD HOUSING VACUUM CHECK Frequency of Task.
1.
Monthly or when the EPOD housing vacuum integrity is suspect or after the pod has been opened for maintenance.
Introduction.
2.
The following procedure checks the vacuum integrity of the EPOD housing. The reading measured on the gauge should be between –0.30 to –0.45 Bar. If there is no reading it must be assumed the vacuum has been lost and Task 10- EPOD Housing Vacuum Evacuation is be carried out. The EPOD should then be monitored to ensure the integrity of the EPOD is good.
WARNING UNDER NO CIRCUMSTANCES IS THE VACUUUM EVACUATION TO BE TAKEN OUTSIDE OF THE SPECIFIED LIMITS Notes. 1.
In areas where the ambient seawater temperature is above 20º C TASK 14 is to be carried out.
2.
If the watertight integrity of the Pod is suspect, the vacuum test should be carried out as long as possible before the vehicle is dived and the vacuum monitored at regular intervals to ascertain if there is a leak.
Tools required.
3.
The following tools may be required: •
Vac Tool (Part No P01028)
Parts Required.
4.
No parts are required.
Procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES.
Chapter 7 page 49
2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5. Proceed as follows: (1)
Remove and retain the vacuum valve blanking plug.
(2)
Fit the Vac tool to the vacuum valve ensuring that the hex insert is fully engaged and that the vacuum gauge is pushed home into the valve.
(3)
Open the vacuum valve by turning the vac tool anticlockwise by three to five turns.
(4)
Measure the vacuum then close the valve fully clockwise, ensuring the valve is not over tightened.
(5)
Remove the tool and refit the valve blanking plug.
Chapter 7 page 50
TASK 13 EPOD HOUSING VACUUM EVACUATION Frequency of Task.
1.
The following procedure is to be carried out in the following circumstances: • •
Removal and refitting of the EPOD housing lid. On receipt of a low vacuum warning.
Introduction.
2.
In areas where the ambient seawater temperature is above 20º C, the pod internal electronics coupled with an excessive vacuum may cause the temperature in the pod to rise to an unacceptable level. If this is the case, the pressure in the pod should be reduced slowly whilst observing the display and taking the vacuum just below the point the vacuum warning on the display disappears. In seawater temperature below 20º C, the following procedure is to be followed to evacuate the EPOD to its normal working pressure of between -0.30 to –0.45 bar using the Seaeye Fillkit and vacuum valve. The vacuum valve has three modes of operation as follows: •
Valve Closed-The valve is closed when the valve is turned fully clockwise and the 8mm hex insert is fully home. The valve uses an “O” seal and therefore should be hand tightened.
•
Vacuum Mode (non return)-The valve is in the vacuum mode when the valve has been turned clockwise by 1 to 1.5 turns from the fully closed position.
•
Fully Open-The valve is fully open when the valve has been turned clockwise by more than three complete turns from the fully closed position. The valve should not be opened by more than five turns to prevent inadvertent disassembly of the valve.
WARNING UNDER NO CIRCUMSTANCES IS THE VACUUUM EVACUATION TO BE TAKEN OUTSIDE OF THE SPECIFIED LIMITS Tools required.
3.
The following tools may be required: • •
Pod vacuum Tool (Part No. P01028). Seaeye Fillkit (Part No P00514).
Chapter 7 page 51
Parts Required.
6.
The following parts may be required: •
Pod to Fillkit adaptor (Part No. P01030).
Procedure. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION. 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
7. Proceed as follows: (1)
Remove and retain the vacuum valve blanking plug.
(2)
Ensure the Fillkit power switch is to off. Remove the reservoir and pipe and fit the Pod to Fillkit adaptor to Seaeye Fillkit (Fig. 1).
(3)
Close Fillkit valves 1 and 2.
(4)
Using the Pod vacuum tool put the vacuum valve to vacuum mode.
(5)
Remove the Pod vacuum tool and connect the Pod to Fillkit adaptor to the vacuum valve.
(6)
Switch on the refill kit and whilst observing the vacuum gauge slowly open the Fillkit valve 2 until the vacuum gauge reads between –0.30 and –0.45 Bar.
Chapter 7 page 52
NOTES. 1. Due to the pressure differential across the pipe work and fittings, the “in line” pressure gauge will read 0.2 bar high. It is recommended at intervals the gauge is fitted directly to the pod and the pressure read. 2. The Fillkit valve 2 can be used to regulate the vacuum applied to the EPOD.
(7)
Switch off the Fillkit.
(8)
Remove the Pod to Fillkit adaptor.
(9)
Using the Pod vacuum tool fully close the vacuum valve.
(10)
Remove the vacuum tool.
(11)
Refit the vacuum valve-blanking plug.
Vacuum gauge
Evacuation Line
Plug assembly Vacuum valve
Valve 2 Valve 1
EPOD EPOD
Seaeye Fillkit
Power Switch Off On
Fig. 1 EPOD Vacuum housing evacuation.
Chapter 7 page 53
TASK 14 JUNCTION BOX OIL LEVEL CHECK AND REPLENISHMENT
Frequency of Task
1.
Pre and Pre-flight
Introduction
2.
The purpose of this check is to ensure that the Junction Box oil level is correct prior to operational use and details the procedure on how to replenish the oil if required.
NOTE. If frequent topping up is required an i nvestigation is required to ascertain the possibility of damage to the Junction Box Tools required
3.
The following tools may be required: •
Hand pump (Part No P01947)
Parts Required
4.
The following parts may be required: • •
Vegetable oil Clean container for collecting oil
Oil Level check procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OFSUPPLY FATAL CANNOT ELECTRIC SHO CK AND DANGER TO PERSONNEL. WHEN THE BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV
Chapter 7 page 55
SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION 4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR, IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD.
5. Proceed as follows: (1)
Visually examine compensator, Junction Box, hoses and chassis vicinity for signs of oil leakage.
(2)
Check the compensator indicator spindle and ensure it is extended to 80mm.
Fig. 2 Compensator oil indication NOTE. The 80mm is a nominal figure and can be set regardless of seawater ambient temperatures
(3)
If required carry out the oil replenishment procedure as detailed in Para. 6.
NOTE. If frequent topping up is required, an investigation is required to ascertain the possibility of damage to the motor
Chapter 7 page 56
Compensator Oil replenishment procedure
6.
Proceed as follows: (1)
Fill the hand pump with fresh vegetable oil
(2)
Connect the hand pump to the compensator quick release fill connection.
(3)
Operate the hand pump until the compensator indicator spindle is fully extended to 80 mm
(4)
Disconnect the quick release connector
NOTE. The 80mm is a nominal figure and the compensator is to be compensated according to ambient conditions Junction Box Oil replacement procedure
6.
Proceed as follows: (1)
Disconnect the quick release connection from the junction box
(2)
Connect the hand pump to the junction box
(3)
Operate the hand pump vent to release pressure into the pump
(4)
Drain the junction box oil into the pump by raising the junction box at a level higher than the pump
(5)
Disconnect the quick release connector
(6)
Remove the junction box vent and drain screws and drain any residual oil in the junction box
(7)
Replace the drain screw
(8)
Fill the hand pump with fresh vegetable oil
(9)
Connect the hand pump to the junction box quick release fill connection.
(10)
Operate the hand pump until oil proves from the junction box vent hole and all air is dispelled.
(11)
Replace the vent screw and reconnect the compensator hose to the junction box.
Chapter 7 page 57
TASK 18 FIBRE OPTIC ATTENUATION ADJUSTMENT
Frequency of Task
1.
Fibre Optic attenuation adjustment is to be carried out on loss of video picture, poor picture quality or whenever a fibre optic is suspect.
Introduction
2.
The purpose of this adjustment is to ensure that the amount of attenuation in the fibre optic system is as low as possible below the optical power budget. Losses can occur at many points in the system e.g. connector loss, splice loss, fibre loss, the total of which is to be less than optical power budget specification. Poorly made splices and connections will greatly increase the amount of attenuation. As losses approach the optical budget, the picture starts to “sparkle” with eventual loss of video picture, similarly the fibre optic system can be overdriven resulting in the same symptoms as an over attenuated system. In overdriven systems, washers are used in the ST connections to attenuate the fibre optic signal. The system has been tested with a fibre optic source of wavelength 850 x 10 –9 metres into a type 50/125MM fibre. The following table of losses is to be used when calculating the total amount of signal loss. Optical power budget Type of loss Tether cable Mainlift cable ST connection Bulkhead connection Slip-ring: Single pass Second pass
-23 to –25 dB Attenuation -3 dB/km -3 dB/km <-1 dB per connector <-2 dB per connection -3 dB -4.5 dB
It is recommended when carrying out this test to use a fibre optic source and receiver to accurately calculate the amount of signal loss in the system, however it is possible to rectify an attenuation problem by a trial and error procedure using the system monitor to view the picture quality.
Chapter 7 page 59
Tools required
3.
The following tools may be required: • •
Fibre optic test source and receiver Fibre optic splicing kit
Parts Required
4.
The following parts may be required: • •
Fibre optic attenuation washers Test leads
Fibre optic attenuation procedure WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION 6. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR, IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. 7. DANGER OF ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING ACCESS TO THE SLAVE (6065P) OR MASTER (6064P) PSU’s SUFFICIENT TIME SHOULD BE ALLOWED AFTER SWITCHING OFF FOR THE CAPACITORS TO DISCHARGE
2. Proceed as follows: (1)
Check all fibre optic connections are correctly mated.
Chapter 7 page 60
(2)
Calculate the theoretical amount of system signal loss using the above table.
(3)
If a fibre optic source is available connect the source and receiver at each end of the fibre optic and measure the level of attenuation. Subtract the theoretical attenuation value and any inserted washers values from the level of attenuation noted above to find the total amount of signal loss.
(4)
If the total amount of attenuation is near to the optical budget limit, remove any attenuation washers that may be fitted one at a time until the level of attenuation is as low as possible without over driving the system.
(5)
It is possible to localise the point of attenuation by splitting the system down and connecting the fibre optic source and receiver at each section end.
(6)
If fibre optic test equipment is not available the method of rectifying the problem is by trial and error by removing or inserting various sized washers from or into the ST connections. The system is then reconnected and the system monitor observed checking the video picture for “sparkling”. This procedure is repeated until the video picture is improved or returned.
(7)
When the problem has been localised, repair the connection or splice or with an over driven fibre optic system make a note of the location of inserted attenuation washers.
Chapter 7 page 61
TASK 1 PRE-OPERATIONAL CHECKS
√ SWITCH OFF ALL SUPPLIES TO THE PSU AND CHECK ALL INDICATORS ARE EXTINGUISHED
Vehicle checks
√
Check Thruster propeller torque settings are to 27Nm (wedge props with dowel to prevent from turning) Check Thruster oil levels i.a.w Task 3 Chapter 7 Check Thrusters and Pan and Tilt free from fouling Remove lens cap and clean lens with soapy water Confirm the following vent plugs are securely fitted: Epod Compass Camera/s Pan and Tilt Feedback Confirm All unused bulkhead connectors on the EPOD have dummy connectors correctly fitted Confirm ALL lamp glasses and covers are undamaged and correctly fitted Check ALL connectors are properly mated, sleeved and all cables secure and clear of propellers Check ALL Thrusters, nozzles, crash bars and buoyancy foam are correctly fitted and secure Check ALL Camera/adaptors/ front ports are correctly fitted and secure
TMS checks
√
Check Bailing Motor oil levels i.a.w Task 3 Chapter 7 Check ALL connectors are properly mated, sleeved and all cables secure and clear of all moving parts
Confirm all equipment is correctly fitted and secure Confirm vent plug is correctly fitted System Vehicle Checks Note. If any major components have been replaced carry out Configuration procedure (Chap 43of the Seaeye manuals) when prompted by the system monitor otherwise respond NO Power up the system and carry out the following switch settings HCU Lights Controls Set fully anti-clockwise Vertical set, F/R Set, speed, Lat Set, Lat speed, Turn set, Turn rate, Tilt Set to central position and Pan Controls Thruster Enable Switch To OFF Sonar switch To OFF Carry out the following Functional Tests Confirm monitor displays video image with overlay data (for all cameras fitted) Confirm the correct operation of the Pan and Tilt unit WARNING. POSSIBLE DAMAGE TO LAMPS. VEHICLE LAMPS MUST NOT BE OPERATED FOR LONGER THAN ONE MINUTE IN AIR Operate lights and confirm lights ill uminate WARNING. POSSIBLE DAMAGE TO MOTOR V SEAL. DO NOT OPERATE THRUSTERS FOR LONGER THAN ONE MINUTE IN AIR Calibrate the Thruster motors as follows HCU Thruster Enable switch Set to ON F/R and Turn set controls Adjust until horizontal thrusters are stationary
√
√
√
PRE-OPERATIONAL CHECKS (Continued) VERTICAL SET control Adjust until vertical thrusters are stationary LATERAL SET control Adjust until horizontal thrusters are stationary JOYSTICK control Operate in all directions and confirm thrusters respond in all axes THUSTER ENABLE switch Set to OFF JOYSTICK control Operate in all directions and confirm thrusters do not respond in all axes Confirm compass reading correct and follows vehicle movement (calibrate as required Task 8) Operate sonar and test (if fitted) Operate and test manipulators (if fitted) Operate and test Stills camera (if fitted) System TMS Checks BAILING DISABLE/ENABLE Set to ENABLE switch BAILING IN/OUT switch Operate to confirm TMS bails in and out BAILING DISABLE/ENABLE Set to DISABLE switch Confirm system good as displayed on system monitor Vehicle ballast check If the weight of the vehicle has changed since the last operation carry out the following
HCU
√
√
Immerse and adjust vehicle ballast for correct ballast and trim
Pilot/Operator (sign and print)----------------------------------------------- Date-----------------------Authorised to dive? YES/NO Supervisor (sign and print)---------------------------------------------------- Date-------------------------
TASK 2 POST-OPERATIONAL CHECKS
√ SWITCH OFF ALL SUPPLIES TO THE PSU (IE MAIN ISOLATOR PADLOCKED IN THE OFF POSITION) AND CHECK ALL INDICATORS ARE EXTINGUISHED
Vehicle checks
√
Clean vehicle with fresh water using a pressure hose Check Thruster propeller torque settings are to 27Nm (wedge props with dowel to prevent from turning) Check the following oil levels i.a.w Chapter 7 Thrusters Tilt motor and tilt feedback assembly (if fitted) Pan and Tilt unit (if fitted) Oil Junction boxes Check Thrusters and Tilt platform/Pan and Tilt free from fouling Remove lens cap and clean lens with soapy water Confirm the following vent plugs are securely fitted: Epod Compass Camera/s Pan and Tilt Feedback Remove any debris from structures Confirm ALL lamp glasses and covers are undamaged Check ALL connectors are properly mated, sleeved and all cables secure and clear of propellers Check ALL Thrusters, nozzles, crash bars and buoyancy foam are secure and undamaged Check all Thrusters are free to move in both directions Check ALL Camera/adaptors/ front ports are secure and undamaged
TMS checks
√
Check Bailing Motor and Oil Filled Junction box compensations i.a.w Chapter 7 Check ALL connectors are properly mated, sleeved and all cables secure and clear of all moving parts
Confirm vent plug is securely fitted Confirm all equipment is correctly are secure and undamaged Storage Checks √ Ensure stored away from direct sunlight and water ingress If exposed to high temperatures or for air transportation remove vent plugs and store in plastic bags taped in a prominent position for later use Fit dust caps where applicable
Pilot/Operator (sign and print)----------------------------------------------- Date-----------------------Authorised to Stow? YES/NO Supervisor (sign and print)---------------------------------------------------- Date-------------------------
CHAPTER 8 DIAGNOSTIC MAINTENANCE CONTENTS Para. 8.1 Para. 8.5
INTRODUCTION Safety Precautions
TABLES Table 1 Table 2
Vehicle Fault diagnosis TMS Fault diagnosis
page 4 page 9
FAULT DIAGNOSIS FLOW CHARTS Panther Power up fault diagnosis chart A Panther Power up fault diagnosis chart B Panther Power up fault diagnosis chart C Panther Thruster fault diagnosis chart Panther Lights fault diagnosis chart Panther Video fault diagnosis chart TMS Bailing Motor fault diagnosis chart TMS Lights fault diagnosis chart TMS video fault diagnosis chart
page 11 page 12 page 13 page 14 page 15 page 16 page 17 page 18 page 19
Chapter 8 page 1
8.1
INTRODUCTION
8.2
The main fault detection tool for Seaeye systems is the Sniffer (SML Telemetry Monitor) unit which provides a comprehensive aid to fault diagnosis by monitoring system telemetry.
8.3
The fault diagnosis flow charts in this chapter provides a series of decision boxes and prompts to help the maintainer arrive at the possible defective area. Where more than one possible solution is listed, the solution should be tried in the order given. As stated earlier the Sniffer unit is the primary method for faultfinding as the charts provided are by no means exhaustive.
8.4
Fault diagnosis is also presented in tabular form, the table dealing with a broad category of fault symptom. The table will assist in the localisation of faults, generally to a PCB or fuse which is available as a spare.
8.5
It is advised that the charts and fault diagnosis charts are used in conjunction with the technical manuals and the drawings contained therein.
8.5
It is worth noting a possible cause with all PCB based systems is a dirty contact on the connector, e.g. the edge-connector of a backplane socket. Therefore, before substitution a possible defective PCB can be simply rectified by reinserting it and/or cleaning the edge connections.
8.6
Safety Precautions
8.7
Lethal voltages are present in all of the units and can be present in cable connections between units and junction boxes. Diagnostic maintenance can involve contact with substances harmful to health. Before any diagnostic work is carried out, involving internal access to the units, junction boxes or cable connections, the following warnings and cautions are to be observed. WARNINGS 1. DANGER OF FATAL ELECTRIC SHOCK. BEFORE REMOVING OR OBTAINING INTERNAL ACCESS TO THE EQUIPMENT ISOLATE ALL THE UNITS POWER SUPPLIES. 2. DANGER OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL. WHEN THE SUPPLY CANNOT BE DISCONNECTED, FUNCTIONAL TESTING, MAINTENANCE AND REPAIR OF THE ROV SYSTEM IS TO BE UNDERTAKEN ONLY BY PERSONS FULLY AWARE OF THE DANGERS INVOLVED AND HAVE TAKEN ADEQUATE PRECAUTIONS. 3. POSSIBILITY OF FATAL ELECTRIC SHOCK AND DANGER TO PERSONNEL AND EQUIPMENT. BEFORE SWITCHING ON THE ROV SYSTEM ENSURE THAT THE SYSTEM IS FULLY ASSEMBLED AND OPERABLE AND NO MAINTENANCE ACTIVITY IS IN OPERATION
Chapter 8 page 2
4. POSSIBILITY OF TOXIC HAZARDS. DURING MAINTENANCE OR REPAIR IT IS POSSIBLE TO COME INTO CONTACT WITH SUBSTANCES HARMFUL TO HEALTH. PRIOR TO ALL MAINTENANCE OR REAPIR TASKS ENSURE THAT THE RELEVANT DATA HAZARD SHEETS AND LOCAL COSHH PROCEDURES HAVE BEEN READ AND UNDERSTOOD. CAUTIONS 1. Danger of damage to PCBs. Do not remove or replace PCBs unless the supply is switched off. PCBs must be handled in accordance with electrostatic discharge handling procedures. Damage to PCBs could affect the safe operation of the equipment. 2. Danger of damage to equipment. When checking connections care is to be taken not to slacken them, otherwise their watertight integrity may be breached. 3. Danger of damage to equipment. When using an insulation meter ensure that the cable under test is disconnected at both ends. 4. Danger of damage to Thruster Motor V-seal. Do not operate the Thruster Motor in air for longer than one minute 5. Danger of damage to lights. Do not operate the vehicle lights for longer than ten seconds in air. 6. Danger of damage to equipment. Ensure all vent plugs are securely fitted and shut prior to immersing the vehicle 7. Possibility of damage to equipment. Ensure that the PSU transformer tappings correspond to the external 3 phase input power supply. 8. Possibility of poor vehicle handling. Addition of equipment or poor vehicle ballast or trim will affect vehicle performance. Ensure the vehicle trim and ballast is correct after adding or removing equipment.
Chapter 8 page 3
Table 1 Panther Fault diagnosis
FAULT SYMPTOM
Lamps do not respond to HCU demand
PROBABLE CAUSE
REPAIR ACTION
No DC supply
Defective lamp
Fuse blown
Defective PCBs: 6062P 6059P 6040P
Test DC supply and umbilical connection Replace Check lamp holder fuses, Dual Light FET Suppressor PCB fuses and fuses F3 & F4, located on the EPOD end-plate
Replace
Lights control not configured
Configure (Ch 4)
Defective HCU cable or lights control
Replace
potentiometer
Thrusters do not respond to HCU demands
No DC supply
Thruster enable switch to off Thruster controls not configured Communications failed surface/subsea Propellers fouled Fuses blown
Test DC supply and umbilical/tether connections
Set to on
Configure (Ch 4)
Restore
Clear fouling Check fuses on: 6056P 6034P 6064P
Table 1 Panther Fault diagnosis (continued)
Chapter 8 page 4
FAULT SYMPTOM
Thrusters do not respond to HCU demands
PROBABLE CAUSE
REPAIR ACTION
•
Defective HCU cable
•
Replace
•
Defective HCU or potentiometers
•
Replace
•
Defective PCBs: 6056P
•
6034P 6064P 6041P 6040P 6081P Propeller fouled
•
•
Clear fouling
•
Thruster cable disconnected
•
Reconnect
•
Defective thruster
•
Replace with known working thruster to ascertain whether thruster or system defective
•
Fuse blown
•
Check fuses on: 6056P 6034P
•
Replace
One thruster does not respond to HCU demand
•
One group of thrusters do not respond to HCU demand
Replace
Defective PCBs: 6056P 6034P
•
Propellers fouled
•
Clear fouling
•
Thruster control not configured
•
Configure (Ch 4)
•
Thruster cables disconnected
•
Reconnect
•
Both DC supplies not selected
•
Select DC1 & DC2 0n SU
Chapter 8 page 5
Table 1 Panther Fault diagnosis (continued)
FAULT SYMPTOM
PROBABLE CAUSE •
•
One group of thrusters do not respond to HCU demand
Fuses blown
Defective PCBs: 6056P 6034P 6041P 6040P 6081P
REPAIR ACTION •
Check fuses on: 6056P 6034P 6064P
•
Replace
•
Defective HCU cable
•
Replace
•
Defective HCU, joystick or potentiometers
•
Replace
•
HCU TILT/PAN control not configured
•
Configure (Ch 4)
•
Pan and Tilt unit fouled
•
Clear platform
•
Pan and Tilt limit switches
•
Adjust or replace
•
Defective PCBs: 6040P 6059P 6091P
•
Replace
•
Defective Tilt/Pan feedback potentiometers or motor drive
•
Replace or adjust
•
Replace
•
Defective HCU cable •
Replace
•
Defective HCU PAN/TILT rotary control
Pan and/or Tilt does not respond to HCU demand
Chapter 8 page 6
Table 1 Panther Fault diagnosis (continued)
FAULT SYMPTOM
PROBABLE CAUSE •
No video image or overlay data displayed
No Video image from cameras
•
Replace
•
Monitor set up, leads
•
Check control settings and leads Test AC supply and umbilical connections
•
No AC supply
•
•
No camera supplies
•
Investigate
•
Replace
•
Replace
•
Replace
•
Video Line Driver fuses blown Poor connection
•
Check/clean
•
Monitor setting
•
Check
•
Incorrect video comp/Fibre optic attenuation
•
Chapter 7
•
Defective video PCBs Incorrect video overlay adjustment
•
Replace
•
Adjust (Task 7)
•
•
Defective PCBs: 6032P F/O modules Vidol Defective camera
•
No overlay data with camera video images present
Control system does not respond to SU keypad
Test AC supply and umbilical connection
Defective SU Video PCBs
•
Unstable overlay with stable video image from cameras
REPAIR ACTION •
•
•
Poor Video image
No AC supply
•
No overlay selected •
•
Defective Video PCBs Defective keypad ribbon
Chapter 8 page 7
Operate COL keySU keypad •
Replace
•
Repair/replace
Table 1 Panther Fault diagnosis (continued)
FAULT SYMPTOM Control system does not respond to SU keypad
PROBABLE CAUSE Defective 6041
•
Replace
•
System crashed System not previously configured
•
Reset Configure (Ch 4)
•
System will not enter flying mode at NO response to start up prompt
Vehicle drifts or wanders during or after rotate demand
Vehicle unstable in autopilot auto-depth mode
REPAIR ACTION
•
•
• •
Configuration data lost or invalid
•
Defective SSRS
•
Replace 6070P
•
Incorrect trim
•
Check trim (Ch 3)
•
Defective depth sensor
•
Replace
•
Defective 6059P Defective compass
•
•
•
Replace Replace
•
Compass block
•
Refer to error codes
displaying status byte
Vehicle unstable in autopilot auto-heading
Compass block displays status byte symbols
Depth reading does not change
Re-configure (Ch 4)
•
Compass not calibrated
•
Compass affected by surrounding equipment
•
Defective SSRS
•
Defective 6059P Compass unit detects
•
•
error conditions Vehicle in autodepth mode
(Ch 4) •
Calibrate compass (Chapter 7 Task 8)
•
Relocate equipment and reinitialise compass (Chapter 7 Task 8)
•
Replace
•
Replace
•
Refer to error codes
•
(Ch 4) Operate HCU AUTO DEPTH switch
•
Defective depth sensor
•
Replace
•
Defective 6059
•
Replace
Chapter 8 page 8
Table 1 Panther Fault diagnosis (continued)
FAULT SYMPTOM
PROBABLE CAUSE
REPAIR ACTION
•
Display not selected
•
Select CP
•
CP not calibrated
•
Calibrate (Task 11)
•
Defective probe cell
•
Replace
•
Defective 6059P
•
Replace
Incorrect CP measurement
Table 2 TMS Fault Diagnosis table
FAULT SYMPTOM
PROBABLE CAUSE
REPAIR ACTION
•
No DC supply
•
Test DC supply and umbilical connections
•
Defective Bailing motor
•
Replace
•
ENABLING BAILING switch set
•
Set to ON
to “off”
Bailing Motor does not respond to demand
•
TMS DC switch not pre-selected “on”
•
Re-select
•
6008P/6034P fuse ruptured
•
Replace
•
Incorrect switch settings
•
Correct
•
Defective PCB’s: 6034P 6008P 6052P
•
Replace
•
DC control relays
•
Replace
•
PSU’s
•
Replace
•
Replace
HCU/SU/TMS Control Box switches
Table 2 TMS Fault diagnosis (continued)
Chapter 8 page 9
FAULT SYMPTOM
Bailing Motor responds but tether does not bail in or out
PROBABLE CAUSE
REPAIR ACTION
•
Sheave wheel belt slack
•
Re-tension
•
Sheave wheel belt broken
•
Replace
•
Tether/drive fouled
•
Clear fouling
•
Drive clutches slip
•
Carry out adjustments
•
Investigate and replace
•
Replace
•
Replace/repair
•
Drive Motor coupling broken or not engaging gearbox
•
Drive chains broken
•
Gearbox seized or broken
Bailing Motor responds but tether does not bail in or out
Chapter 8 page 10
PANTHER PLUS SYSTEM POWER UP FAULT DIAGNOSIS CHART A System will not power up
Yes
Is SURFACE AC lamp illuminated?
No
Has PSU ELCB1 tripped?
No If PSU ELCB1 has tripped, reset and attempt to power up once only
Yes
Check PSU input supply Are VEHICLE and/or TMS AC lamps illuminated?
Has ELCB1 tripped?
No
Yes
No
Is the supply correct?
1
Yes
Check PSU fuses FS1 & FS2, relays and associated circuitry
Investigate a possible earth leakage defect
Check and restore
Has PSU front panel MCB tripped?
Yes
If PSU front panel MCB has tripped, reset and attempt to power up once only
No Has the MCB tripped ?
Disconnect umbilical and attempt to power up
Yes
Has the AC LIM tripped?
No
Check LIM and Associated circuitry
No
No
System powers up?
Check LIM
Yes
Is the AC Fail lamp illuminated?
No
No
Yes Investigate a possible overcurrent defect
Check: Vehicle AC-RL5/ RL6 & CON 4 TMS AC-RL4/RL7 & CON 5
Yes Disconnect umbilical at vehicle and check umbilical for isolation and continuity
Investigate vehicle AC circuits for shorts or wiring defects
Yes
Tests good?
No
Replace/repair umbilical
Page 11
PANTHER PLUS SYSTEM POWER UP FAULT DIAGNOSIS CHART B
1
Check DC has been initialised at the PSU
No
Is the DC Fail lamp illuminated?
No
Yes
Yes
Yes
2
Has DC been restored?
Is the MASTER DC lamp illuminated?
Has DC1, DC2 and TMS DC been pr-selected?
No
No
Switch MASTER DC to OFF, preselect required DC and switch MASTER DC to ON
Yes
Check for 440 VAC at the umbilical U1(Vehicle end)
Check PSU DC control circuitry
Check for DC at the umbilical U1(Vehicle end)
Check umbilical for open circuit on DC power conductors
No
DC correct?
Yes
Check EPOD associated wiring and 6056P
DC
AC or DC?
AC
440 VAC correct?
No
Check umbilical for open circuit on AC power conductors
Yes
Check Fuses F1 and F2 and associated wiring in the starboard pod
Defect rectified?
Yes
No
Investigate probable control defect
Page 12
PANTHER PLUS SYSTEM POWER UP FAULT DIAGNOSIS CHART C
2
Check LIM and associated circuitry
No
Has the DC LIM tripped?
Yes Disconnect umbilical and attempt to power up
Check LIM and associated circuitry
No
System powers up?
Yes Disconnect umbilical at vehicle and check for isolation and continuity
Tests good?
No
Repair/replace umbilical
Yes
Investigate vehicle DC circuits for shorts or wiring defects
Page 13
PANTHER PLUS THRUSTER FAULT DIAGNOSIS CHART Note. Thrusters do not respond to HCU demand
Is only one thruster not working
Before starting a full defect investigation a system reconfiguration is recommended
Yes
Check DC correct at thruster motor connector pins 1 & 3
No
Set the thruster enable switch to on
No
Is thruster enable switch on?
Is 260 VDC correct?
Is DC correct?
No Do the lights work?
No
Check ±24 VDC is available at motor connector pins 4 & 6
No
Yes Disconnect the umbilical at the SU and check for 260 VDC at SKT1
Yes
Yes
Check PSU and SU AC & DC control circuits
Check fuses on 6056P, 6034P
No
Yes Defect cleared?
Yes
Is 24 VDC correct?
Yes
Change thruster motor
Defect cleared?
Yes No Disconnect the umbilical at the Vehicle and check for 260 VDC
Is DC correct?
No
Yes
Check 6040P, 6041P, 6081P, 6034P, 6056P,
Check 6034P, 6056P, 6047P
6064P, 6047P, HCU
No Check umbilical for damage, isolation & continuity
Page 14
PANTHER PLUS LIGHTS FAULT DIAGNOSIS CHART Note. Excessive DC voltage can cause frequent lamp failure Lights do not respond to HCU command
Is there more than one light out?
No
Check for blown lamps or fuses in lamp unit and starboard pod
Yes
Check DC supplies, umbilical and cable connections
No
Is DC correct?
Defect found?
Yes
Replace defective fuse or lamp
No
Defective 6062P Defective 6059P Light FETS TR1 & TR2 and fuses
Defect found?
Yes
Check voltages at lamp holder, wiring and lamp holder
Yes
Replace defective PCB
No Defective 6040P, 6041P, light configuration, rotary controls or wiring defect
Page 15
PANTHER PLUS VIDEO FAULT DIAGNOSIS CHART
No video or overlay on the monitor
Check monitor is set up & working correctly?
Are both video and overlay missing?
No
Check Video CPU
Overlay
Which is missing?
Yes
Are the SU Surface and Vehicle AC Lamps illuminated?
No
Check AC supplies
Yes
Check video backplane +5, +15 & -15 voltages
Image
Select other camera
Yes
Are two cameras fitted?
No
Image displayed on monitor?
No
Check camera & wiring, 6032P, 6071P, F/O modules, video overlay, umbilical, switches and wiring
Are they correct?
No
Check Video PSU fuses F5, F6, F7 & F8
Yes
Check Video Overlay PCB or video transformers
Defect found?
Yes
Yes No Check camera & wiring, 6032P, F/O modules
Check Video PSU
Page 16
TMS BAILING MOTOR FAULT DIAGNOSIS CHART Bailing motor does not respond to demand
No
Is SU TMS DC LED illuminated?
Yes
Check DC relays & associated circuitry
Check DC correct at U1
Is DC correct?
No
Check continuity and connections between SU and U1
Yes
Check DC correct at Bailing motor connector pins 1 & 3
Is DC correct?
Yes
Check ±24DC is available at Bailing motor pins 4 & 6
No
Check: Fuse F4 on Fuse & Filter PCB, Fuse & Filter PCB
Is DC correct?
Yes
Change bailing motor
No
Check Thruster control fuses and PCB
Defect found?
Yes
No
Defect found?
Yes
Check: Switch Adaptor PCB, CPU PCB, HCU switches
No
Check 24 VDC on 6064P pins 4 & 6, and associated circuitry
Page 17
CHAPTER 9 SPARE PART LIST CONTENTS Para. 9.1
INTRODUCTION
TABLES Parts Listing
9.1
INTRODUCTION
9.1
The following list is the Standard Spares Kit for the Panther 906 and TMS 042
Chapter 9 page 1
PA NTHER 9 06
SPARES LIST Description
Quantity
Part Number
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
TRIPLELEGPULLERSI14053 96/96 EXTENDER BOARD DEPTH SENSOR ASSEMBLY PSU206 POWER SUPPLY 2PSU SPARES KIT POTENTIOMETER PANEL MNT 4K7 WITH KNOB 1W POTENTIOMETERHORIZONTAL5K1W +/-10% 24VFANULTRASLIM80mm PCB VIDEO AMPLIFIER PCBTHRUSTERCONTROL4CHANNEL PCB ANALOGUE I/O BIT 8 PCB DIGITAL I/O PCBCENTRALPROCESSINGUNIT(CPU) PCBCENTRALPROCESSINGUNIT(CPU) 5THRUSTERFUSE&FILTERPCB PCB TILT/PAN INTEGRATOR PCBMULTIFUNCTIONc/wSOFTTILT PCBDUALLIGHTFETSUPPRESSOR PCBMASTERPOWERSUPPLYUNIT SLAVE PSU PCB PCBLEAK/VACINPUTEURO-CARD / LEAK/VACPCB(STANDALONE) GYRO STABILISER PCB PCBSINGLEVIDEOLINEDRIVER PCB DC-DC CONVERTER
26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54
AUXILIARY SWITCH PCB 1 6074P PCB ANALOGUE 8CH 12 BIT I/P 1 6081P COMPASSASSEMBLYWITHDEPTHSOFTWARE 1 COMPASS/2D BUNG 5/8 STAINLESS 1 EP001 INSULATORB/H7/16C/WORING200-015 6 EP051 INSULATORB/H5/8C/WORING200-018 6 EP052 BUNG7/16STAINLESSC/WORING 1 EP081 FUSEKITPANTHERSYSTEM 1 FKIT-900 IL10MXIL10F 1 METRE 1 IL10MXIL10F *LINEINSULATIONMONITOR 1 IR470LY-40 LINEINSULATIONMONITOR 1 IR475LY-4 JOYSTICKASSYC/WKITBASEHANDLE 1 JS4 WOODRUFFKEYFORSM5ANDTILTMOTOR 2 K1-10 WOODRUFFKEYFORSM5ANDTILTMOTOR 4 K1-10 CAP BULKHEAD SIZE 2 2 M2CBH CAP BULKHEAD SIZE 2 1 M2CBH CAP BULKHEAD SIZE 2 2 M2CBH CAP PLUG SIZE 2 2 M2CPL LEADSIZE23WAYMALETOFEMALE3000mm 1 M2D3-3000 METAL SHELL SIZE2 PLUG REPLACEMENT NUT K / IT 2 M2-NUT-KIT CAP BULKHEAD SIZE 4 1 M4CBH CAP PLUG SIZE 4 1 M4CPL METAL SHELL SIZE4 PLUG REPLACEMENT NUT K / IT 1 M4-NUT-KIT METALSHELLSM5WHIP2250MM 1 ML02-2250 O RING KIT PANTHER 1 OKIT900 ORINGKIT THRUSTER SM5 1 OKITSM5 SINGLEFUSEDLAMPASSEMBLYMETALSHELL 1 P00357-M SINGLEFUSEDLAMPASSEMBLYMETALSHELL 1 P00357-M THRUSTER FILL KIT 1 P00514-110V
1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1
Page 1 of 2
86000 09-2459K 10DP/2 200-955 2PSUSSK 350-643 351-271 505-145 6032P 6034P 6040P 6041P 6047P 6047P 6056P 6058P 6059P 6062P 6064P 6065P 6066P 6067P 6070P 6071ASP 6072P
Serial Number(s)
1 1 1 1 1 1 1
32
SC0269 394 184 175 586 590 FT0184 168 261 AJ0071 XC0071 XD0028 AR0064 AM0020 XB0012 AL0038 XE0048 205
AQ0013 Q00153
107517237 105036465 145
241 242 4
PA NTHER 9 06
SPARES LIST Description
Quantity
Part Number
Serial Number(s)
55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75
PROPELLERASSEMBLY10inchSM5 2 P00599 PROP PULLER SM5 1 P00602 TEST LEAD KIT 1 P01835 NOSECONEASSYCWCERAMICSEAL 1 P01950-CS METALSHELLSPANNERSIZE2 1 P01966 METALSHELLSPANNERSIZE3 1 P01967 2CHVIDEODEMULTIPLEXER 1 PR2000IR-O 71561 THRUSTER C/W METAL SHELL WHIP / (LESS NOZZLE & 1 SM4M 1335-s THRUSTERMOTORC/WNOZZLEANDPROP. 1 SM5 107 THRUSTERMOTORC/WNOZZLEANDPROP. 1 SM5 108 TELEMETRYMONITOR(SNIFFER)MODIFIED. 1 SML232/B 52 FASTNER KIT PANTHER 1 STFKIT900 DIAPHRAGM ASSY 1 TH066 12MM LIPSEAL KIT 1 TH079KIT DIAPHRAGM PULLER 1 TH110 UNIVOLT52 5 LITRES 1 UNIVOLT-5LITRE VASEAL20MMANTI-FRICTION 4 VASEAL0020 VASEAL20MMANTI-FRICTION 2 VASEAL0020 VIDEO BACK PLANE PCB 1 VBBP 38 PCB VIDEO OVERLAY PAL 1 VIDOL 239 VENT PLUG KIT PANTHER 1 VKIT900
1 2 3
TOROID 440V-200V 100VA FUSE FILTER & PCB PCBTHRUSTERCONTROL4CHANNEL
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
5 SLOT BACK PLANE PCB EXPANSION I/O CARD PCBCENTRALPROCESSINGUNIT(CPU) PCB TMS SWITCH ADAPTOR PCBLEAK/VACINPUTEURO-CARD / PCB DC-DC CONVERTER PRIMARYDRIVECHAIN1/2inx88inTMS3&4 PLANETARY DRIVE CHAIN 1/2in X 47" TMS 3& 4 S.S SECONDARYDRIVECHAIN1/2inX54inS.S LEVELLINGDEVICECHAINTMS3&4 TOOTHED BELT TMS & 4 3 SHEAVEWHEEL72TOOTHSPROCKET SHEAVEWHEELCHEEKPLATE TMSLARGESPROCKET44TNYLATRON REDUCTION G/BOX ASSY IDLER HUB ASSY POWERSHEAVEONE-WAYHUB
21 22 23 24 25 26
WHIPSIZE SIZE2 27 2WAY WAYMALE MALE1000mm 2000mm WHIP THRUSTEREXT.WHIP1500mm ORINGKIT THRUSTER SM4 TMS SoftWare Bottom TMS SoftWare Top
TMS3A / 42 Spares
1 1 1
07-526 6008P 6034P
1 1 1 1 1 1 1 1 1 1
6036/6043 6046P 6047P 6052AP 6066P 6072P DK265 DK267 DK266 DK268 DK270 1 DK604 1 DK616 1 DK166 1 DK505 1 DK510-2 1 DK522
1
1 1 1 1 1 1
Page 2 of 2
M2W2M-2000 M2W7M-1000 ML08-1500 OKITSM4 TMSSWB TMSSWT
D00251 393 98 592 Y00080 AR0079 XE0049
400158/11/01 FittedWithDK539
