On my 1st patrol, I was the phone talker for LL machinery space when we had to snorkel. And on sea trials out of Rota, Spain, we had to snorkel. Not sure what happened, but somehow got water in the diesel as
MM2(SS) John Spinelli tried to start it. Some strong words came over the sound powered phone circuit from the Captain about "get that diesel running." Spinelli did some magic, opening some valves here and there on the
monstrous engine and gave it another start. This yielded a deafening "bam, bam, bam" followed by fire and flame shooting out the tops of each cylinder. You know, that flame had very little room to go and I remember me diving for cover under the trim and drain pump. In short order, all was well and the diesel was humming along. Spinelli looked at me and said "Now that's how you emergency start a diesel ... but you didn't see any of that, did you?" |
Even today, I look at the sketch of the diesel, and I can still see those ribbons of flame bouncing off the overhead.
Larry W. Lambert, ETR2(SS), Gold
67-70: In Paul's sketch, when he
drew the After Auxiliary Machinery Space (ULAMS), he was standing almost exactly in front of the ASW elbow
involved the only "for-real" flooding casualty I was ever involved in.
I was the ULAMS watchstander during a Med patrol in the late sixties on Gold Crew. Suddenly there was a monstrous roar and the compartment instantly filled with fine particles and water mist so thick you couldn't see ten feet. Because we were at 300 feet or so during a deep dive following refit, I reasoned (fortunately) that we were taking on water under pressure from somewhere in the compartment. I hit the collision alarm (flooding alarm when submerged) for three seconds, then grabbed the phone to report forward over the 1MC "flooding in AMS."
I found out later that nobody heard the verbal report about where the flooding was because it was drowned out by the roar. Nonetheless, everybody on-board heard the collision alarm and immediately buttoned the boat up tight. I was standing next to the ladder by the workbench at the aft end of the compartment and didn't even have time to get to the Engine Room door (maybe six feet away) before someone on the other side had it shut and dogged. The boat immediately came to periscope depth and the engine room by then had cut in internal salvage air. I suspect they had already reported forward what the effected compartment was.
After everything was sorted out, we discovered that what blew was a three or four inch cooling water ASW elbow forward on the port side of the engine.
The LLAMS watchstander was at the sample station (forward starboard) and the jet of water shot across directly in front of the engine, trapping him on the small platform in front of the valve station. He couldn't go anywhere without risking serious injury or loss of a leg. The water hit the curved hull on the starboard side ripping the insulation off and sending it throughout the compartment (hence the fine mist and particles). We later learned that that particular elbow was the only hull fitting on the boat that was not SubSafe. Looking at it later, I remember it being opened up like a tulip.
Rehmus,ET1(SS), Gold 65-67:
My normal watch station,
coming out of the yards in 1966 was the ULAMS. The boat had received
the SubSafe package which included the emergency blow system. First
test off the Farallons. We are down at test depth (I think) and a
bunch of us including quite a few yard-types were watching the aft
blow valves with real interest. Boom, off they go. But only the aft
group. We ended up with a serious down-bubble after that one. It
worked OK the next time. And the HP air line made a great bar to chin
on as it crossed the middle passageway over the breaker panels.