Note: Descriptions are shown in the official language in which they were submitted.
CA 02278111 1999-07-21
Specification: The Hull Penetration System
General Character of the Invention:
This invention pertains to a portable marine rescue device and the method for
its use
by which breathable air and light are safely delivered to persons trapped in
the air pocket
of a capsized vessel, and by which rescuers are provided with video images of
the interior
of the air pocket and two-way audio communication with persons in the air
pocket. The
invention is used to prolong the survival time of trapped persons, optimise
the buoyancy
of the capsized vessel and to enhance the safety of rescuers, especially
rescue divers.
Background of the Invention: Existing Methods for Assisting Persons
Trapped in Overturned Vessels
The methods currently used by rescue personnel while trying to assist persons
trapped
in the air pockets of overturned vessels are based on the premise that it is
impossible to
breach the hull of the vessel without losing the air within, thus causing the
vessel to sink
and killing those trapped inside. Experts in the field of marine search and
rescue and ship
stability have specifically advised against hull penetration (see, for
example, ,stability of
Capsized Fishing Vessels During Dive Rescue Operations, by Terrance A. Hall,
Naval
Architect, of Peter S. Hatfield Ltd., Vancouver, British Columbia, Canada,
July 1997,
2o Marine Technolo~y, Vol. 34, No 3, pp. 155-180).
The common method used by first responders to supply air to persons trapped in
overturned boats and to prevent the sinking of the vessel due to leakage of
air from the
existing air pocket is to bubble air up from under the boat using an air hose
from a
portable air tank such as a SCUBA tank or fire fighters' air supply bottle.
The only
method of delivering light to the trapped persons relies on the presence of
rescue divers
and on their ability to bring portable lights with them, if they are able to
swim into the air
pocket from underneath the capsized vessel.
Another method of dealing with capsized vessels is the use of heavy lift
cranes or
winches operated from larger vessels, where straps are slung beneath the
overturned
3o vessel and it is lifted bodily from the water or at least prevented from
sinking further.
CA 02278111 1999-07-21
Large vessels or flotation bags may also be strapped to each side of the
overturned vessel
so as to hold it at the surface. These methods do not provide air or light to
persons
trapped in the capsized vessel.
Attempts have been made to devise a device that may be used to safely
penetrate the
hull of a submerged vessel for the purpose of supplying air only into the
vessel. For
example, the Underwater Rescue Device described in U.S. Patent, Number
4,922,848
(now expired) operates by puncturing an aperture into the body of a submerged
vessel by
means of a dart that is projected by a sliding weight hammer. Sealing the
opening is
accomplished with an annular seal installed behind the dart.
Dangers and Insufficiencies of Existing Methods for Assisting Persons
Trapped in Overturned Vessels
The Underwater Rescue Device described in U.S. Patent, Number 4,922,848 is
designed to deliver only air into the hull of a submerged vessel, leaving the
trapped
persons without light and with no means of communication with rescuers.
Rescuers are
also unable to inspect the interior of the air pocket through the use of video
images, for
the purpose of determining the existence of survivors and for assessing
hazards when
planning a rescue dive.
A deficiency of this device is that the pounding of the dart into the material
could
2o result in an irregular fracture of the hull material, such that cracks or
fissures could
radiate out from the opening created by the dart, beyond the outer perimeter
of the
annular seal. This would cause the installation to leak air from inside the
vessel, with the
result that a capsized vessel on the surface would start to sink, taking any
trapped persons
with it.
Further, the "pounding of the dart into the hull" method would likely be
unsuccessful
in penetrating the variety and thicknesses of materials in which hulls of
vessels of the size
commonly involved in situations of "capsize with trapped persons" are commonly
constructed - wood, glass reinforced plastic (GRP, or "fibreglass"), steel and
aluminium.
These vessels tend to be in the thirty foot (30') to ninety foot (90') length
overall
(L.O.A.) category, with hulls constructed of: wood from one inch to three
inches (1" to
CA 02278111 2001-03-08
3") thick, steel or aluminium one quarter inch (I/4") thick, or GRP from one
quarter to
one and one half inches ( I /4" to 1 Y ") thick.
Response methods which do rust deliver Iight to trapped persons suffer from
several
deficiencies and related dangers. Even in daytime, air pockets of overturned
vessels are
usually without any light. (The exception might be where the vessel is very
small and the
distance from the surface to the air pocket is not large and is not obstructed
by any
significant vessel structural membE~rs). In this situation a trapped person
experiences
panic, and is unldcely to be able to take self rescue actions or to assist
other trapped
persons who are unconscious. The: extrication of trapped persons in a panicked
state is a
18~ dangerous exercise for rescue divers who have to instruct them in the
first-time use of
breathing apparatus and then lead them out of the air pocket.
Response methods which do rn~t allow the rescuer to inspect the interior of an
air
pocket nor provide two-way audio carnrnunicatian also have deficiencies and
related
dangers. The use of divers to investigate air pockets for the purpose of
determining if
1<~ survivors are there, and to provide them with light and air, is extremely
risky. Even
trained Rescue Divers face the risk: that the overturned boat may sink during
the dive,
entrapping the diver, or the diver ray become entangled in the boat's debris
and
equipment, thus trapping the diver until his or her air supply is consumed.
The Underwater Rescue Device described in U.S. Patent, Number 4,922,848 also
2( suffers from the apparent Lack of a method of relocating the device should
the operator
have chosen a site that prevented s,uccessfut installation {e.g. if the first
site chosen was
over a fuel tank or other problematic structural member) or if the operator is
prevented
from completing the installation b;y environmental conditions or equipment
failure.
Finally, the fact that neither th~;, United States Coast Guard, nor any other
rescue
25 service known to the Applicants, employs this Underwater Rescue Device, US
Patent
Number 4, 922,848, indicates its l~~ck of acceptance as a practicable response
in rescue
situations.
There are several dangers and insufficiencies related to the response method
of
bubbling air up from under a capsized vessel. Firstly, rescuers have little
control over
3n where in the hull the air so delivered will finally end up. The air bubbled
up from tanks
or hoses deployed beneath the ovesrturned vessel may not find its way to the
air pocket
CA 02278111 1999-07-21
where the victims are, but rather it may collect in another compartment. This
could cause
the stability of the boat to be compromised, causing the boat to roll towards
upright, lose
its air pocket and sink, possibly killing the trapped persons and any rescue
divers in or
under the hull. Also, If the air does not reach the air pocket where the
survivors are, they
of course will not have the benefit of an increased breathable air supply.
The air bubbled up from under the vessel that does reach the targeted air
pocket may
have to breach a film of oil commonly found on the surface of the water around
capsized
vessels. This process results in oil contamination of the atmosphere as the
air bubbles
through the film, sometimes to the degree that the air is unbreathable.
1o Because air for trapped persons eventually will be exhausted, rescuers
sometimes take
the desperate measure of cutting a hole in the exposed hull of the vessel with
the hope of
extracting victims before the vessel sinks as the air pocket is lost. This
action has
sometimes had disastrous results.
The use of heavy lift gear is available only in those locations serviced by
large
1s industrial marine vessels. This limits the likelihood that these
capabilities will be close
enough to provide assistance in a timely manner to the scene of a casualty in
areas away
from main marine traffic lanes or major ports.
Examples of the dangers and deficiencies listed above are documented in the
following Canadian Transportation Safety Board reports: Report No. 453 "Flying
O"
20 overturned fishing vessel, April 26, 1985; Report No. M93W1050 "Arctic
TagluBona
Vista" collision and overturning of fishing vessel, July 21, 1993; Report No.
M95W0025
"Courageous" overturned fishing vessel, June 20, 1995. See also Times Colonist
newspaper, Victoria, BC, May 25, 1996: "Divers Slice Hull .. . hundreds of
people .. .
drowned . . . Passengers trapped inside an air pocket had pounded on the hull
for hours.
25 Seven hours after the ship capsized rescuers, cut two holes in the hull ...
... but pulled
out just three people before the ferry suddenly sank."
Inventive Idea of the Hull Penetration System
The ingenuity of this invention is the combination of existing technologies
into a
3o new device that when used according to the method prescribed under the
System safely
4
CA 02278111 1999-07-21
accomplishes a breach of the exposed hull of an overturned vessel in which
persons are
believed to be trapped in order to deliver light and breathable air.
This rescue function was previously thought to be impracticable and dangerous.
See Stability of Capsized Fishing Vessels During Dive Rescue Operations,
Terrance A.
Hall, Marine Technolo~v, Vol. 34, No 3, July 1997, page 175, "Do not pierce
the hull
above or near the level of the water inside the compartment, as this will
cause air to
escape and the vessel will sink further."
The hull penetration system solves the problem of maintaining an airtight seal
while penetrating the hull of a capsized vessel and during the delivery of air
and light into
1o the air pocket. When the components of the System are used according to the
prescribed
Method, the hull penetration system accomplishes a controlled breach through
the
containment wall of a pressurised space (such as the above water portion of
the hull
trapping an air pocket in an overturned boat) without allowing any air to
escape during
the breaching process or after the device is installed.
Further, the System allows air to be introduced into the space or to be vented
or
extracted from the space in a controlled manner, once the apparatus is
installed. Further,
the System allows the adding or venting of air to be performed both before and
after a
special purpose tube has been inserted into the space through an airtight seal
in the
apparatus. The method by which a tube is inserted through the apparatus also
allows no
2o escape of air from the space.
The special purpose tubes that are inserted can be used to deliver light into
the
space or they can be the conduit through which audio and video signals, or
signals from
other sensors mounted in the end of the tube that extends into the space, can
be sent into
and out from the space.
Another inventive feature of the System is that at no time during installation
or
use is there a likelihood of a significant or catastrophic venting of air. The
System's
prescribed method of use is such that during each stage of the installation
and operation
there is an "abort" procedure that can be completed without the risk of
significant air
leakage. This is a safeguard against any uncontrollable venting of air from
the air pocket,
3o such as might result from the mechanical failure of a System component.
Similarly, if
the installation procedure or the use of the System has to be stopped due to
overwhelming
CA 02278111 1999-07-21
environmental conditions, such as huge waves, it is possible for rescuers to
cease
operations and secure the device, no matter what stage of installation or use
has been
reached. Also, the method of use includes a procedure for relocating the
device on the
hull of the vessel if it is necessary to do so - e.g. if the first site chosen
was over a fuel
tank or other problematic structural member - without a significant amount of
air being
lost from the air pocket.
The method calls for an initial stage where the base plate of the Device is
fastened
to the hull using self tapping screws. The airtightness of the deformable
modified butyl
rubber compound seal thus compressed between this base plate and the outer
surface of
to the hull can be then be tested by the introduction of pressurised air into
the Device
passing through the air inlet port in the upper chamber and through the open
valve
between the two chambers. Only when this seal is found to be effective does
the
penetration of the hull by the drill bit commence. If for some reason the
airtightness of
the seal is judged to be unsatisfactory, the operation can be aborted and the
device either
left in place or moved to another location on the hull.
The penetration operation can be aborted if necessary (e.g. if the hull site
being
breached is found to constitute the outer wall of an internal fuel tank) and
the site secured
with little risk of air escaping from the air pocket.
The inventive method by which the abort procedure is completed without risk of
2o significant air loss utilises a hardwood bung to plug the hole in the hull,
employed with
careful regard to the opening and closing of the device's ball valve. The bung
is long
enough so that when passed through the device and pounded into the hole in the
hull the
top end of the bung protrudes slightly above the top of the upper chamber of
the device.
The diameter of the bung is such that it will pass through the ball valve in
the device and
firmly plug the hole made in the hull by the drill bit.
The ball valve remains closed until the bung is passed into the Device and
about
to be pounded into the hole. Thus, if the hole has been made in a problematic
site in the
hull, the drillshaft (or special purpose tube if one has already been
inserted) can be
withdrawn from the device and the ball valve can be closed, preventing
unwanted escape
so of air from the air pocket.
6
CA 02278111 2001-03-08
After the bung is firmly in place plugging the hole in the hull, the fasteners
holding the base plate of the device to the hull are removed one at a time,
and wood
dowels are pounded into the fastener holes as a measure to ensure no air
escapes from
these holes. Then the base plate is carefully separated from the hull and
carefully lifted
up so as not to disturb the bung or the dowels. A$er the device is clear of
the bung and
the dowels, the bung and the dowels are pounded #lush with the hull or cut off
flush with
the hull, and the device is fitted with a new rnodif~ed butyl rubber gasket on
the base plate
and is ready to be relocated to a Iess problematic site on the hull.
to How the Hull Penetration System Overcomes Difficulties of Existing
Methods for Assistin~Persons Trapped in Overturned Vessels
The hull penetration system can be used by first responders such as Coast
Guard
personnel arriving at overturned vessel situations, due to its portability and
readily
available power supply. Further, it can be installed and operated by persons
who are not
15 underwater divers, eliminating the immediate need for rescue divers who
would normally
be the only means for determining the existence of survivors (especially
unconscious
survivors who would not be able to signal their presence by tapping on the
hull).
The System components are small enough to be contained in a hard shell,
weathertight case including the device itself and all equipment necessary for
its
20 operation, except for a supply of compressed air. Such a kit weighs about
sixty (60)
pounds. The compressed air is supplied from SCUBA tanks or from fue fighters'
portable air bottles. These tanks arid bottles are normally readily available
in the marine
environment from medium-sued and larger commercial vessels and from any Coast
Guard or government vessel. It is desirable that dedicated air tanks be stored
with the
25 deployment kit for ready use. This arrangement allows the total System to
be earned on
medium-size Rescue craft (e.g. a fi5 feet Goast Guard Cutter.) or stored at
shore Rescue
stations, and then taken to an overturned vessel by small fast response craft
(e.g. an 18
foot rigid hull inflatable) or by helicopter. This allows the System to be
available for
delivery to, and practical for use, in remote areas. The existing methods rely
on the use
30 of rescue divers andlor heavy lift machinery.
7
CA 02278111 1999-07-21
The System can be installed and operated in harsh marine conditions, even
under
water, making it practical for rescue operations and the salvage of vessels
that have sunk.
Further, the System can be used to breach a hull where no fitting has been
previously
built into the hull for the purpose of allowing an airtight breach to be made.
The System
can penetrate hull materials and thicknesses of the type found on vessels with
a high
incidence of capsize.
How the System overcomes the difficulties and deficiencies experienced by
Rescuers
using existing methods and equipment:
The capability of delivering air to, and venting air from, a targetted air
pocket means
~o the stability and buoyancy of the overturned vessel can be better
controlled, thus reducing
the risk of the vessel rolling towards upright with the consequent loss of the
air pocket
and the sinking of the vessel.
The survivability of victims will be prolonged, giving rescuers more time to
obtain
equipment and personnel required for safe extrication. Calmer victims will be
easier to
rescue, which is especially important if rescue is attempted by divers.
Light will be a "reference point" for rescue divers to find their way to and
from the
air pocket, indicating which way is "up", as well as marking the location of
the air
pocket. This light will also assist the rescue divers to avoid hazards (e.g.
entanglement)
while operating in the air pocket.
2o Rescuers may obtain information about conditions in the lighted air pocket
from
conscious victims. This information will assist them to assess the risks
involved in the
rescue operation and will help them to formulate plans to mitigate these
risks.
Non-diver rescuers can take action (i.e. use of the System) to directly assist
victims.
This may lessen the danger of others on scene being becoming frustrated
because they
perceive that professional responders are taking no "action". As a result of
this
perception, these others on scene sometimes undertake "desperate" measures,
such as
righting the vessel with the consequent risk of the air pocket being lost and
the vessel
sinking, or cutting a hole in the overturned hull, which would endanger the
trapped
persons.
3o The System uses waterproof chemical light sticks or sealed light emitting
diode
(LED) assemblies. Bottled compressed air is used for power to the fastening
tool and for
8
CA 02278111 1999-07-21
delivering air to the air pocket. Thus the System can be operated without risk
of failure
due to being doused with water.
How the System overcomes the difficulties and deficiencies experienced by
Trapped
Persons when rescuers use existing methods and equipment:
Fresh air - uncontaminated by oil particles from surface oil film that is
disturbed by
air bubbling up as in existing methods - will prolong survival time for
trapped persons,
especially in contaminated or small air pockets. Added air, when delivered to
the
appropriate part of the overturned hull, as can be done with the System, will
increase the
size of the air pocket and cause the overturned vessel to rise up, giving
victims more
1o chance of getting up out of the water, thereby reducing risk of
hypothermia.
The capability for Rescuers to vent air from the air pocket prevents the boat
from
becoming unstable due to too much buoyancy and therefor rolling towards
upright, losing
the air pocket and possibly sinking.
Light will allow victims to take "self rescue" actions - e.g. raise themselves
up out of
15 cold water onto ledges or floating items, count heads, pass information to
rescuers, and
perform first aid for others such as lifting the face of an unconscious person
out of water
and treating wounds.
Light and air will calm the victims, lessening panic and its harmful results
such as
hyperventilation, excessive consumption of air and shock. This will further
prolong their
20 survival time.
The ability to talk with rescuers will calm victims and provide them with
information
that will increase their chances for survival, such as first aid instructions
and instructions
for preparing for extrication.
Zs Brief Description of the Drawings
In drawings which illustrate embodiments of the invention:
Figure 1 is a side view in partial section of the device that is the main
component of the
hull penetration system, along with the air inlet, the drillshaft with its
airtight cap, the
gasket and a fastening screw.
3o Figure 2 shows top views of the three caps used with the device (solid cap,
special
purpose tube cap and drillshaft cap) and a side view of the device with a cap
installed.
CA 02278111 1999-07-21
Figure 3 is a side view of the device with the valve handle visualised in two
positions
and a plan view of the device.
Figures 4(a) and 4(b) are side views of the two special purpose tubes - the
light stick
tube and the audio-visual equipment tube.
Figure 5 is a schematic representation of the components used for installation
of the
device.
Figure 6 is a schematic representation of the components of the System with a
special
purpose tube installed.
to Detailed Description of the Invention
With specific reference to the drawings, the preferred embodiment shown in
Figure 1
depicts the hull penetration device (10) of the present invention. It consists
of an upper
chamber (11) and a lower chamber (12). Each chamber has a threaded male end by
which each is joined to a ball valve (14). The upper chamber has two passages
threaded
15 into it; the air supply passage is threaded to receive an air supply
fitting (15), whereas the
upper passage is threaded to receive the solid cap (16), the drillshaft cap
(17) or the
special purpose tube cap (18). The lower chamber is widened internally to
provide
sufficient space to receive debris produced in the course of drilling through
the hull (13),
and it is flanged so that its lower end forms a base plate (19) by which the
device is
2o attached to the hull. The base plate is fastened to the hull by six
hexagonal head self
tapping screws (38) which are installed through holes (46) located near the
corners of the
hexagonal base plate.
A protective cover (20) extends from the lower portion of the upper chamber,
over the
ball valve, ending at the base plate. In the preferred embodiment of this
device, the upper
2s and lower chambers and the cover are machined from 316 stainless steel, and
the ball
valve is cast 316 stainless steel.
The caps (16, 17, and 18) are used to provide an air-tight seal to the upper
chamber
throughout the course of the operation of the device. In the preferred
embodiment, each
cap is machined from Delrin~, and the fluted grip and threaded male end (22)
are
3o identical for each style of cap. The solid cap (16) seals the device when
it is not in use or
at a time in the rescue operation when only the input of air into the hull is
required. The
Io
CA 02278111 1999-07-21
drillshaft cap (17) is used to seal the device when the drillshaft (24) is
installed in the
device. The drillshaft cap (17) has three grooves (23) machined concentrically
to the
shaft passage; the upper and lower grooves receive the o-ring seals for the
drillshaft, and
the middle groove acts as a reservoir for lubricant for the drillshaft (24).
The drillshaft extends through the drillshaft cap, into the interior passages
of the
device. At the upper end of the drillshaft, three regions (2s) of the
drillshaft have been
machined flat to receive the fingers of the drill chuck. A stop collar (26) is
positioned on
the shaft above the drillshaft cap. On the lower end of the drillshaft, a bit
has been
attached to the drillshaft by means of a bit holder (28). The bit holder
fastens to the
1o drillshaft and to the bit by roll pins (29) that are fit in passages cut
through the diameter
of the drillshaft and the bit shank. In the preferred embodiment, the
drillshaft and the bit
holder are stainless steel, and the drill bit (27) is a titanium-coated high-
speed steel step
bit.
The special purpose tube cap (18) is designed similarly to the drillshaft cap,
but it has
1s only two interior grooves for the o-ring seals and no middle groove acting
as a lubricant
reservoir. The special purpose tube cap seals the hull penetration device when
either of
two tubes is placed in the device.
The special purpose tube for audio-visual equipment (32) provides a means to
visually
inspect the interior of the air pocket and to establish two-way voice
communication with
2o persons trapped inside it. The lower end of this special purpose tube
houses a miniature
monochrome near-infrared video camera (33), LED light sources (34), speaker
(3s), and
microphone (36). An alternate special purpose tube (30) provides a means for
introducing a high-intensity chemical light stick (31) into the air pocket.
Zs The Preferred Method of ~Jse of the Invention
The preferred method of use of the invention by which the hull penetration
device
is deployed consists of the following steps: First, the hull of the capsized
boat is
inspected, and a site is chosen for the installation of the hull penetration
device. The site
is then scraped and cleaned. Next a modified butyl rubber compound gasket (37)
is
3o applied to the base plate of the device. Then the device is mechanically
attached to the
hull (13) by hexagonal headed self drilling screws (38). These screws are
driven into the
11
CA 02278111 1999-07-21
hull with an air drill (39) that operates with a compressed air supply such as
provided by
compressed air bottles (40) and regulated by a pressure regulator (41). The
device is also
connected to the compressed air bottles by air hoses and a separate low-
pressure regulator
(42).
After the device has been fastened to the hull, the device is pressurised and
tested
for air leaks. After assuring that no leaks are present, the air supply to the
device is
turned off and the handle (43) to the ball valve of the device is turned to
the closed
position. Next, the drillshaft (24) is installed in the air drill (39).
Then the solid cap (16) of the device is removed, and the drillshaft cap is
threaded
1o into the upper chamber of the device with the drill bit located closely
beneath the
drillshaft cap. After installing the drillshaft and cap into the device, the
ball valve handle
(43) is turned to the open position, and the drillshaft is pushed through the
passage of the
device until it touches the surface of the hull. The air drill is then
operated until the
drilling process is complete and the hull has been penetrated.
15 With the drilling completed, the air flow to the device may be immediately
restored to provide breathable air to trapped persons inside the air pocket
(44) and to
optimise the buoyancy of the vessel. After the initial introduction of air
into the hull is
complete, the air supply (40) may be turned off, the drillshaft retracted
until the drill bit
reaches the lower end of the drillshaft cap, and the device valve (14) is then
closed. At
2o this point, the drillshaft cap and drillshaft may be removed from the
device, and either of
the two special purpose tubes (30, 32) with their caps (18) may be installed
in the device.
The diameter of the hole bored in the hull is slightly larger than either the
drillshaft diameter or the diameter of the special purpose tubes, which allows
air to be
added into the air pocket through the device even when the drillshaft or a
special purpose
25 tube is protruding through this hole. Similarly, air may be vented from the
air pocket
when any of these components is protruding through the hole in the hull. Air
is vented by
carefully loosening whichever air tight cap is in place on the device. The
capability of
venting air from the air pocket is important, as it gives the rescuer control
over the
buoyancy of the capsized vessel. Venting becomes necessary if there is so much
air in
3o the air pocket that the vessel becomes unstable, rolls towards upright and
loses the air in
the air pocket, allowing the vessel to sink.
12
CA 02278111 1999-07-21
If only a light source is required, then the light stick tube (30) and cap are
installed. A high intensity chemical light stick is placed by friction fit
into the end (47) of
the special purpose tube, that will protrude into the air pocket, providing
light for trapped
persons and rescue divers. This light stick may be removed by persons in the
air pocket
for portable use there, and more light sticks can be delivered to the air
pocket by
removing, reloading and reinstalling the special purpose tube as required. A
light stick
may also be placed by friction fit into the opposite, upper end of the special
purpose tube
that protrudes above the special purpose tube cap, thus providing illumination
for
operators of the device on the surface. An airtight plug (21 ) in special
purpose tube
1o prevents air from flowing through the tube from the air pocket to the
atmosphere. The
special purpose tube for light sticks is constructed of clear polycarbonate
tubing. During
daylight operations, the special purpose tube conducts a significant amount of
ambient
light down into the air pocket, in addition to that light provided by the
light stick.
If audio-visual inspection of the air pocket is required, then the audio-
visual tube
is (32) and cap are installed. In either case, the installation proceeds by
moving the cap to
the lower end of either tube, threading the cap into the upper chamber of the
device,
opening the ball valve of the device, and pushing the tube through the device
passage and
the hole in the hull (45) into the air pocket (44) of the vessel. At this
point the air supply
to the device may be restored to provide additional air for the trapped
persons and for
20 optimising the buoyancy of the vessel.
In order that a special purpose tube is not inadvertently pushed out from the
air pocket
once installed in the device (e.g. by persons trapped there, or by reason of
higher air
pressure in the air pocket) a lanyard (not shown in drawings) is attached
permanently
near the upper end of each tube. The lanyard's free end has a quick clip on
it. In the
25 installation method for a special purpose tube, the operator attaches this
quick clip to an
eye (not shown in drawings) on the side of the upper chamber (11) just above
the air inlet
fitting (15). The length of the lanyard is such that this connection may be
made only after
the lower end of the tube has been inserted into the upper chamber. The
connection of
the lanyard is made after the special purpose tube cap (18) has been screwed
into place in
3o the upper chamber but before the valve ( 14) has been opened. The reverse
sequence is
used when removing the special purpose tube.
13
CA 02278111 1999-07-21
Other Ways the Invention May be Put Into Operation
1. The System may have application in its present embodiment, or with some
s modifications, to assist persons trapped in other craft or structures that
are submerged
or at risk of sinking, such as aircraft, automobiles, busses, military
amphibious
personnel carriers and trains.
2. The System may have application when it is desirable to breach the
containment wall
of a compartment (room, tank, etc.) and visually inspect the interior, or to
take
1o samples of the atmosphere or liquid contents of the compartment or vent
substances
from within or pump liquids into or out from the space in a controlled manner.
3. The System may be used to salvage overturned or even sunken boats (as it
may be
operated under water), by increasing and controlling buoyancy and stability of
the
vessel by adding air into or venting air from its various compartments.
is
14
CA 02278111 1999-07-21
List of Reference Characters: Hull Penetration System
NUMBER ITEM FIGURE
1. Hull Penetration A aratus, ial section
2. Hull Penetration A aratus elevation; Ca s,
to views
3. Hull Penetration A aratus, elevation and
to view
4. 4.a Special Purpose Tube, Light Stick Delivery
4.b S cial se Tube, Audio Video E ui ment
5. Hull Penetration S stem, eneral arran ement
rior to netratin hull
6. Hull Penetration System, general arrangement
with Special Purpose Tube
in lace
7. Not used
8. Not used
9. Not used
10. Hull Penetration A aratus 1,5
11. U r Chamber 1
12. Lower Chamber 1
13. Vessel Hull 1,5
14. Ball Valve 1
15. Air Su 1 Fittin 1
16. Solid Ca 2
17. Drillshaft Ca 1,2,3,5
18. S ial ose Tube Ca 2,4,6
19. Base Plate 1,2,3
20. Protective Cover 1,2,3
21. Air Ti t Plu in S ecial ose Tube for Li htsticks6
22. Threaded Male End of Ca 1
23. Groove for "O" Rin s and Lubricant Reservoir1
24. Drillshaft 1,5
25. Flats on Drillshaft to receive Drill Chuck 1
Fin ers
26. Sto Collar 1,5
27. Drill Bit 1,5
28. Bit Holder 1
29. Roll Pins 1
30. S ecial P ose Tube for Chemical Li t 4~6
31. Chemical Li ht Stick
32. S ial ose Tube for Audio Video E ui ment 4
33. Miniature Near-Infrared MonochromeVideo camera4
34. Li ht Emittin Diodes (LEDs) Li t Source 4
35. S aker 4
36. Micro hone 4
37. Modified But 1 Rubber Com ound Gasket 1,5
38. Hexa onal Head Self Drillin Screw 1,5
39. Air Drill g
40. Com ressed Air Bottles g
41. Re lators for Air Su 1 to Drill g
42. Re lators for Air Su 1 to Hull Penetration 5
A tus
43. Handle for Ball Valve 1,3,5
44. Air Pocket in Ca sized Vessel 1,5
45. Hole Bored throu Hull 1
46. Hole for Self Ta in Hex Head Screw 3
47. S ecial se Tube, end rotrudin into Air Pocket6
