whydahdiver
Full Member
- Apr 2, 2012
- 186
- 239
- Primary Interest:
- All Treasure Hunting
In honor of my Navy brethren, WHYDAH Diver.
The successful return of PCU MISSISSIPPI (SSN 782) from Alpha Sea Trials this week is a tribute to the dedication and hard work of all the women and men of Electric Boat. In partnership with our teammates at Newport News Shipbuilding and the United States Navy, the most complex machine built by humankind was sent to sea for the first time. The performance of PCU Mississippi was nearly flawless. It is ironic that the submarine returns to sea today to commence Bravo Trials, April 10, 2012, exactly 49 years after the loss of USS Thresher (SSN 593). PCU Mississippi (SSN 782) was designed and built with many lessons learned from the ill fated final voyage of USS Thresher on April 10, 1963 which led to what we now know as the Submarine Safety (SUBSAFE) program. On board Thresher that morning were 129 men. The legacy of those men is why we, the Electric Boat Team, do what we do each and every day no matter what our task is. We are all responsible for the lives of the brave men and women who operate United States Navy Submarines. Our daily challenge is to maintain the legacy; “EB designed and built is always done right”
One of the men was Michael John DiNola, born on October 02, 1929 in New York City to Italian immigrants. He attended Saint Columbia Grammar School in Manhattan. True to his amazing character he attended night school at New York University and participated in the Naval Reserve Submarine program at the Brooklyn Navy Yard. This determination and hard work culminated with his appointment to the United States Naval Academy in June of 1949.
At exactly 7:47 a.m. on the morning of April 10, 1963 the USS THRESHER (SSN593) began its slow descent to test depth. The escort ship USS SKYLARK was on the surface about 220 miles off Cape Cod awaiting completion of USS THRESHER'S dive, a major milestone for the submarine which had just completed an extended dry dock overhaul at the Portsmouth Naval Shipyard. The sea was calm with a slight swell, the wind was blowing from the north-northeast at seven knots, and visibility was nearly 10 miles. It was a cool crisp New England early spring morning.
At 9:02 a.m. the USS THRESHER'S Commanding Officer (CO) asked USS SKYLARK for a course reading and then ordered a change: "Twenty degrees right rudder and five degrees down angle".
As USS THRESHER continued its descent, a loud clap rang out. From the engine room the CO learned that a pipe had burst. Ice cold ocean water poured into the submarine creating a cloaking fog and mist. Crew members struggled to stop the leak but their efforts were hampered by the fact that the valves needed to stop the flow were scattered about the engine room.
Orders were given: "Full speed, up fifteen degrees, blow the main ballast".
The sound of compressed air rushing through long pipes resounded throughout the submarine as the attempt was made to blow sea water from the ballast tanks.
After 90 seconds the pipes fell silent. Along with all his shipmates "Dinty" must have wondered why. It was later discovered that the escaping air, less than 4500 lbs. per square inch of pressure, had turned moisture in the pipes into ice, blocking high pressure air piping. When gas expands rapidly, it cools: a phenomenon overlooked by the submarine design.
The submarines lights flickered and the main coolant pumps went quiet. Water soaking the submarines electrical circuits had caused a power outage.
The THRESHER CO sent another message at 9:13 a.m. to USS SKYLARK: "Experiencing minor difficulties. Have positive up angle. Am attempting to blow. Will keep you informed". The CO then ordered a second blowing of the main ballast tanks. Again the crew could hear the air rushing through the pipes, but after sixty seconds the pipes fell silent once more, the result of ice blockage in air piping.
Alarmed at what was occurring, USS SKYLARK attempted to contact USS THRESHER at 9:15 a.m.: "are you in control"?
The death of USS Thresher and crew had occurred.
Out of the USS THRESHER tragedy, the Navy implemented the Submarine Safety (SUBSAFE) Program. The purpose of the SUBSAFE Program is to provide maximum reasonable assurance of:
• Hull integrity to preclude flooding
• Operability and Integrity of critical systems components to control and recover from a flooding casualty
Major design lessons learned were implemented. Discipline and focus are the cornerstones of the SUBSAFE program.
The successful return of PCU MISSISSIPPI (SSN 782) from Alpha Sea Trials this week is a tribute to the dedication and hard work of all the women and men of Electric Boat. In partnership with our teammates at Newport News Shipbuilding and the United States Navy, the most complex machine built by humankind was sent to sea for the first time. The performance of PCU Mississippi was nearly flawless. It is ironic that the submarine returns to sea today to commence Bravo Trials, April 10, 2012, exactly 49 years after the loss of USS Thresher (SSN 593). PCU Mississippi (SSN 782) was designed and built with many lessons learned from the ill fated final voyage of USS Thresher on April 10, 1963 which led to what we now know as the Submarine Safety (SUBSAFE) program. On board Thresher that morning were 129 men. The legacy of those men is why we, the Electric Boat Team, do what we do each and every day no matter what our task is. We are all responsible for the lives of the brave men and women who operate United States Navy Submarines. Our daily challenge is to maintain the legacy; “EB designed and built is always done right”
One of the men was Michael John DiNola, born on October 02, 1929 in New York City to Italian immigrants. He attended Saint Columbia Grammar School in Manhattan. True to his amazing character he attended night school at New York University and participated in the Naval Reserve Submarine program at the Brooklyn Navy Yard. This determination and hard work culminated with his appointment to the United States Naval Academy in June of 1949.
At exactly 7:47 a.m. on the morning of April 10, 1963 the USS THRESHER (SSN593) began its slow descent to test depth. The escort ship USS SKYLARK was on the surface about 220 miles off Cape Cod awaiting completion of USS THRESHER'S dive, a major milestone for the submarine which had just completed an extended dry dock overhaul at the Portsmouth Naval Shipyard. The sea was calm with a slight swell, the wind was blowing from the north-northeast at seven knots, and visibility was nearly 10 miles. It was a cool crisp New England early spring morning.
At 9:02 a.m. the USS THRESHER'S Commanding Officer (CO) asked USS SKYLARK for a course reading and then ordered a change: "Twenty degrees right rudder and five degrees down angle".
As USS THRESHER continued its descent, a loud clap rang out. From the engine room the CO learned that a pipe had burst. Ice cold ocean water poured into the submarine creating a cloaking fog and mist. Crew members struggled to stop the leak but their efforts were hampered by the fact that the valves needed to stop the flow were scattered about the engine room.
Orders were given: "Full speed, up fifteen degrees, blow the main ballast".
The sound of compressed air rushing through long pipes resounded throughout the submarine as the attempt was made to blow sea water from the ballast tanks.
After 90 seconds the pipes fell silent. Along with all his shipmates "Dinty" must have wondered why. It was later discovered that the escaping air, less than 4500 lbs. per square inch of pressure, had turned moisture in the pipes into ice, blocking high pressure air piping. When gas expands rapidly, it cools: a phenomenon overlooked by the submarine design.
The submarines lights flickered and the main coolant pumps went quiet. Water soaking the submarines electrical circuits had caused a power outage.
The THRESHER CO sent another message at 9:13 a.m. to USS SKYLARK: "Experiencing minor difficulties. Have positive up angle. Am attempting to blow. Will keep you informed". The CO then ordered a second blowing of the main ballast tanks. Again the crew could hear the air rushing through the pipes, but after sixty seconds the pipes fell silent once more, the result of ice blockage in air piping.
Alarmed at what was occurring, USS SKYLARK attempted to contact USS THRESHER at 9:15 a.m.: "are you in control"?
The death of USS Thresher and crew had occurred.
Out of the USS THRESHER tragedy, the Navy implemented the Submarine Safety (SUBSAFE) Program. The purpose of the SUBSAFE Program is to provide maximum reasonable assurance of:
• Hull integrity to preclude flooding
• Operability and Integrity of critical systems components to control and recover from a flooding casualty
Major design lessons learned were implemented. Discipline and focus are the cornerstones of the SUBSAFE program.
