D-0396635-A (Mill+ Vol1 PC DTEC TH)

Hydra™ Millennium Plus
Technical Manual
Pilot Chair
DTEC GFI
Top Hat TMS
Volume 1
System Overview
Document No. D-0396635, Rev A

Notice of Copyright
This Hydra™ Millennium Plus Technical Manual, Volume 1 – Overview (the “Manual”) and all entries made therein are
the exclusive property of Oceaneering International, Inc. (including any subsidiary or other affiliate, the “Company”).
All copyrights, data (including any manual entries and/or notes), and other intellectual property contained in this
Manual are Company confidential information and are the sole property of the Company. This Manual, including any
manually entered contents, cannot be used and/or reproduced, in whole or in part, without the express, prior, written
agreement of the Company. This Manual is to be used only during and for your service with the Company and shall
be returned to the Company immediately upon request or termination of employment. Oceaneering International,
Inc. vigorously enforces its contractual and intellectual property rights.
Revision Data
REV. DATE BY APRV’D REMARKS
A 12/01/2008 D. Brown M. Philip Original Document (Pilot Chair,
DTEC GFI, Top Hat-type TMS)
© Oceaneering International, Inc. 2009. All rights reserved. OCEANEERING® is a registered trademark of Oceaneering International, Inc.
II
About This Guide
Before proceeding with the operation and maintenance of the Oceaneering International Millennium Plus ROV
system, it is highly recommended that those responsible first read and understand fully the information in this
section, which encompasses some important hazard warnings and recommendations.
Purpose of This Manual

The purpose of this manual is to provide the necessary information to operate and maintain the Millennium Plus
ROV system. It is not intended to be a complete instruction manual on the safe operation of the system. However,
all personnel involved with the setup and operation of the system should be thoroughly familiar with the contents of
this manual, as the information it contains is as current and accurate as is reasonably possible. This manual is also
subject to change without notice.
Potential Hazards
The Millennium Plus ROV system is a useful tool for undersea operations, yet its utility is not without potential
hazards. If the system is not operated and managed carefully by responsible and qualified personnel, it can be
dangerous and even lethal to those individuals in its operating vicinity.
The Millennium Plus ROV system includes potentially lethal electric currents and hydraulic pressures which even
with the system powered down can cause injury or death to personnel in the vicinity. When performing system
maintenance, always adhere to lockout-tagout procedures and ensure that all energy sources are isolated and
stored energy is released.
Because the Millennium Plus ROV system contains fluids that when coming in contact with the skin can cause skin
irritations, always wear protective clothing and gloves when performing system maintenance. In addition, because
hydraulic components can be slippery, always wear protective footwear when handling these parts.
How to Use This Manual

This manual should be used as an introduction to the Millennium Plus ROV system.
The manual is divided into the following sections:
Section 1 – Introduction
Provides a brief functional description of the overall Millennium Plus ROV system.
Section 2 – Specifications
Includes the physical, electrical and hydraulic specifications for the Millennium Plus ROV system.
Section 3 - Console
Provides an overview of the Millennium Plus Console.
III
Section 4 – Tether Management System (TMS)
Provides an overview of the Millennium Plus TMS.
Section 5 – Vehicle
Provides an overview of the Millennium Plus Vehicle.
Section 6 – Power Distribution

Provides an overview of AC power distribution within the Millennium Plus system.
Section 7 – Telemetry
Provides an overview of data flow within the Millennium Plus system.
Warnings and Cautions

Where applicable, warnings and cautions are provided as follows:
Icon Description
Warnings precede the instruction(s) to which they apply and indicate

WARNING!!
a risk of injury to personnel when carrying out the instruction.
Cautions precede the instruction(s) to which they apply and indicate a

CAUTION! risk of damage to equipment, material, and/or property when carrying
out the instruction.
Section Colors
Color
Medium Blue Sea Green

Section Used with odd-numbered sections. Used with even-numbered sections.
IV
Table of Contents
Millennium Plus System Overview
December 2008
Notice of Copyright ................................................................................................................................ ii

Revision Data .......................................................................................................................................... ii
About This Guide................................................................................................................................... iii
Purpose of This Manual ........................................................................................................................ iii
Potential Hazards .................................................................................................................................. iii
How to Use This Manual ....................................................................................................................... iii
Warnings and Cautions ........................................................................................................................ iv
Section Colors ....................................................................................................................................... iv
1.0 Introduction.................................................................................................................................. 1-1
2.0 Specifications .............................................................................................................................. 2-1

2.1 Power Requirements ............................................................................................................... 2-1
2.2 Weights .................................................................................................................................... 2-1
2.3 Vehicle ..................................................................................................................................... 2-1
2.4 Tether Management System .................................................................................................... 2-2
3.0 Console ........................................................................................................................................ 3-1

3.1 Pilot Console ........................................................................................................................... 3-3
3.2 Center Console...................................................................................................................... 3-10
3.3 Navigation Console ............................................................................................................... 3-10
3.4 Pilot Chair ...............................................................................................................................3-11
4.0 Tether Management System (TMS) ............................................................................................ 4-1

4.1 Cage TMS Overview................................................................................................................ 4-2
4.2 Cage TMS Component Overview ............................................................................................ 4-4
4.3 Equipment and Termination Housings ..................................................................................... 4-5
4.4 Hydraulic and Compensation Systems.................................................................................. 4-15
5.0 Vehicle .......................................................................................................................................... 5-1

5.1 Frame ...................................................................................................................................... 5-4
5.2 Buoyancy / Ballast ................................................................................................................... 5-4
5.3 Equipment and Termination Cans (Housings) ......................................................................... 5-7
5.4 Hydraulic System................................................................................................................... 5-19
5.5 Oil Compensation System ..................................................................................................... 5-25
5.6 Standard Equipment .............................................................................................................. 5-34
V
6.0 Electrical Power Distribution...................................................................................................... 6-1
6.1 Overall Description of Electrical Power Distribution Components ........................................... 6-3
6.2 Millennium Plus Console ......................................................................................................... 6-7
6.3 Power Distribution Unit (PDU) ................................................................................................. 6-9
6.4 PDU Component Layout........................................................................................................ 6-12
6.5 GFI Ground Fault Monitoring/Interrupting.............................................................................. 6-13
6.6 System Transformers ............................................................................................................ 6-14
6.7 HPU Boost Transformer Housing and Termination J-Box ..................................................... 6-16
6.8 Winch Stationary J-Box ......................................................................................................... 6-18
6.9 Winch Slip-rings..................................................................................................................... 6-20
6.10 Winch Rotating J-Box .......................................................................................................... 6-22
6.11 Armored Lift Umbilical .......................................................................................................... 6-22
6.12 TMS Umbilical Termination Can .......................................................................................... 6-24
6.13 TMS Transformer Can ......................................................................................................... 6-25
6.14 TMS HPU............................................................................................................................. 6-26
6.15 TMS Sliprings ...................................................................................................................... 6-26
6.16 TMS Tether Termination Can (Rotating J-Box) .................................................................... 6-27
6.17 Tether ................................................................................................................................... 6-28
6.18 Vehicle Tether Termination Can ........................................................................................... 6-28
6.19 Vehicle Transformer Can ..................................................................................................... 6-29
6.20 Port/Starboard HPUs ........................................................................................................... 6-30
7.0 Telemetry Overview ..................................................................................................................... 7-1

7.1 Millennium Plus Telemetry Functional Overview ..................................................................... 7-3
7.2 OPAC Stacks ........................................................................................................................... 7-7
7.3 Control, Telemetry, and Graphics (CTAG) ..............................................................................7-11
7.4 RabbitCore Firmware .............................................................................................................7-11
7.5 Fiber Optic Multiplexer (FO Mux) .......................................................................................... 7-12
7.6 TMS Medium-Speed FO Mux ................................................................................................ 7-16
7.7 High-Speed FO-Mux Used for the Vehicle ............................................................................ 7-19
7.8 Fiber Optic Transmission Path .............................................................................................. 7-21
8.0 Index ............................................................................................................................................ 8-1
VI
Section 1:
Introduction
Introduction
Section Contents
1.0 Introduction...................................................................................................................................................1-1
1.0 Introduction
The Millennium Plus is a powerful remote work system which incorporates the latest in technology to improve
its performance and maintainability. It is a dual manipulator, 170 EHP Work Class ROV System. It employs a
microprocessor based telemetry system to minimize maintenance, decrease set up time, simplify troubleshooting,
and to provide more automatic control functions. Fiber optics are used as the primary transmission link for all video
signals between the Vehicle, TMS and the surface control console which provides the finest quality video available
in ROV technology.
The subsea Tether Management System (TMS) is used to deploy the Vehicle to the work site. The Vehicle remains
docked to the TMS until the desired water depth is reached at which time the Vehicle can leave the TMS and
maneuver in any direction up to the working length (up to 300 meters) of the lightweight tether. All power and control
for the vehicle is passed through the main opto-electromechanical umbilical, through the TMS, and into the tether.
TMS deployment of the Vehicle helps prevent umbilical entanglement and improves Vehicle performance. Vessel
motion effects and current drag on the main umbilical are transmitted to the TMS only, allowing the Vehicle to have
unimpeded excursions to the full working tether length. Also, due to the weight vs. drag ratio of the TMS, station
keeping of the Vehicle at depth in high current situations is greatly improved.
This manual is intended to provide the first-time user with an introduction to the main features of the Millennium Plus
system. It is not intended to be a detailed maintenance manual.
© Oceaneering International, Inc. 2009. All rights reserved. OCEANEERING® is a registered trademark of Oceaneering International, Inc. 1-1
(This Page Intentionally Left Blank)
1-2 © Oceaneering International, Inc. 2009. All rights reserved. OCEANEERING® is a registered trademark of Oceaneering International, Inc.
Section 2:
Specifications
Specifications
Section Contents
2.0 Specifications ...............................................................................................................................................2-1

2.1 Power Requirements ...............................................................................................................................2-1
2.2 Weights ....................................................................................................................................................2-1
2.3 Vehicle .....................................................................................................................................................2-1
2.4 Tether Management System ....................................................................................................................2-2
2.0 Specifications
The following specifications pertain to the Millennium Plus System.
2.1 Power Requirements

System supply voltage : 480v 50/60Hz
Vehicle : 211KVA
Tether Management System : 105KVA
Control Container : 25kVA
Workshop Container : 25kVA
Launch and Recovery System (LARS) : Varies according to actual equipment used
Auxiliary Power Unit : 30kVA
Total Power Consumption : 396kVA (excluding LARS)
Above figures are for a 60Hz supply. Values will be higher for a 50Hz supply.
2.2 Weights
Vehicle : 3,990 kg (8,800 lbs)
Tether Management System (Cage) : 3,538 kg (7,800 lbs)
Control Container : 8,000 kg (17,600 lbs)
Workshop Container : 6,000 kg (13,200 lbs)
Launch and Recovery System (LARS) : Varies according to actual equipment used
Auxiliary Power Unit : 4,500 kg (9,900 lbs)
All weights in air.
2.3 Vehicle
Length : 3.45 m (137 inches)
Width : 1.52 m (60 in)
Height : 1.83 m (72 in)
Payload : 408 kg (900 lbs)
Thru frame lift : 2000 kg (4,400 lbs)
Depth Rating : 3050 m (10,000 ft) standard

4000 m (13,120 ft) optional
Hydraulic Power Units : 2 × 110EHP (82Kw)

Thrusters : 4 × vectored horizontal, 4 × vertical
Propulsion Performance : Forward Thrust/Speed 900 kg/3.5 knots
Aft Thrust/Speed 900 kg/3.3 knots
Lateral Thrust/Speed 900 kg/2.5 knots
Turning Rate 30 deg/s
Auto Functions : Heading, Depth, Altitude, Fly-By-Wire station-keeping system
Manipulators : Typically 2 × 7-function, rate or spatially correspondent.
Video/Data : 8 × composite video

1 × High Definition video
16 × serial data channels
Lighting : Maximum of 8 lights, typically a combination of quartz-halogen,

High Intensity Discharge (HID), and LED.
Sensors : Digiquartz depth sensor

Backup analog depth sensor
Survey-spec gyro
Backup heading sensor
Sonar
Altimeter
2.4 Tether Management System

Length : 3.94 m (155 in)
Width : 1.88 m (74 in)
Height : 3.45 m (136 in)
Tether : 400 m (1312 ft), length × 30mm (1.18 in) diameter power
conductors
Optical fibers for data/video transmission
Thrusters : 2 × horizontal for position and altitude control
Video/Data : 4 × composite video

8 × serial data channels
Lighting : Maximum of 4 lights, typically a combination of quartz-halogen,

High Intensity Discharge (HID) and LED.
Section 3:
Console
Console
Section Contents
3.0 Console .........................................................................................................................................................3-1

3.1 Pilot Console ............................................................................................................................................3-3
3.1.1 Power Tray .....................................................................................................................................3-4
3.1.2 Video Monitors................................................................................................................................3-8
3.1.3 Pilot PC...........................................................................................................................................3-9
3.1.4 Aux PC............................................................................................................................................3-9
3.1.5 CTAG for Windows PC (if fitted) ...................................................................................................3-10
3.2 Center Console ......................................................................................................................................3-10
3.3 Navigation Console ................................................................................................................................3-10
3.4 Pilot Chair .............................................................................................................................................. 3-11
3.4.1 Touch Screen Display ...................................................................................................................3-12
3.4.2 OPAC Stack and Power Supply ...................................................................................................3-13
3.4.3 Seat Adjustment Motors and Power Supplies ..............................................................................3-13
3.4.4 Tether In/Out Control ....................................................................................................................3-13
3.4.5 Vehicle Joystick ............................................................................................................................3-13
3.4.6 7-Function Manipulator Controller (Rate Hand Control) ...............................................................3-15
3.0 Console
The Millennium Plus Control Console is depicted in Figure 1 below.
300 300 300

400 400 400
200 200 200
100 500 100 500 100 500

0 0 0
G R OUND
AC AMP E R E S AC AMP E R E S AC AMP E R E S F AU LT
R E S IS T ANC E
S T AR T S T AR T S T AR T S T AR T S T AR T S T AR T
S T OP S T OP S T OP S T OP S T OP S T OP
POWER INSERT COLOR POSITION DECODER

FFC
PAL NTSC NTSC 4.43 ON WIPE FREEZE INVERT SIZE BORDER MATT Y R-Y B-Y
WECAM
NTSC
Coarse
NTSC 4.43
P OWE R P ANAS ONIC S TE R E O DV D R E C OR DE R
O N/OF F
REC DV D
P OWE R P ANAS ONIC S TE R E O DV D R E C OR DE R
O N/OF F
REC DV D
P OWE R S TE R E O V IDE OC AS S E TTE R E C O R DE R S V O-2000 AF C
REC
O N/OF F
T IME R R E C
REC
P OWE R S TE R E O V IDE OC AS S E TTE R E C O R DE R S V O-2000 AF C
REC
O N/OF F
T IME R R E C
REC
KONTRON
Figure 1: Millennium Plus Control Console
3-1
The Hydra™ Millennium Plus System Control Console is assembled from three individual console bays or equip-
ment racks that are manufactured using the industry standard 19” front and back openings. The standard is de-
signed to accept screw in modular equipment that have a maximum internal width of 15.75 inches, with a front face
panel that is 19” inches wide.
Each assembly/module/tray/panel that is mounted in the console is measured vertically in ‘rack units or ‘U’ (one
unit/U = 1.75 inches high). Rack mountable equipment is found in many different heights, ranging from the smallest,
measuring 1U high up to the maximum rack height of 45U (78.75 inches) high. Fractional U sized equipment does
exist, but tends to be fairly uncommon.
Each of the individual consoles has a defined function and is outfitted with the equipment, trays and/or panels re-
quired for that function.
Consoles can be rearranged, modified, or eliminated to suit the operational needs or spaces that they are installed
in. The actual arrangement or equipment mix may vary somewhat from the Control Console pictured in Figure 1.
Console functions are:

• Pilot Console - contains GFI system, electrical power control and video monitors.
• Center Console - often customized, but generally will contain additional display monitors for Navigation,
Sonar, CTAG diagnostic displays, video switching, video overlay equipment etc.
• Navigators Console - like the Center Console, it also tends to become customized to the operation, but
usually contains equipment relating to the Navigation of the vehicle in the water and equipment for creat-
ing the video records that most customers require. Typical contents include sonar computer or processor,
video recorders and additional video monitors.
In addition to the console racks, another part of the system is the Pilot Chair, depicted in Figure 2. The Pilot Chair
provides manual controls for operation of the Vehicle and manipulators.
Figure 2: Pilot Chair
3-2
High Voltage AC is present in the console in normal operation. Use extreme

WARNING!!
care when working in and around the console when trays are open.
3.1 Pilot Console

The function of the Pilot Console can be broken down into the following categories:
• Telemetry; provides functional control, data and video transmission.
• Power controls; provides AC power on/off for each major sub-system.
• Ground Fault System; provides ground fault monitoring and power shutdown.
• Visual displays; provides graphics overlays and imagery from the system cameras
9” MONITORS The Pilot Console in Figure 3

shows a typical arrangement of
equipment.
Installed equipment can and
does vary between various
systems.
300 300 300
400 400 400
200 200 200
100 500 100 500 100 500

0 0 0
G R OUND
AC AMP E R E S AC AMP E R E S AC AMP E R E S F AULT
R E S IS T ANC E
S T AR T S T AR T S T AR T S T AR T S T AR T S T AR T POWER TRAY
S T OP S T OP S T OP S T OP S T OP S T OP
20” PILOTS MONITOR
PILOTS COMPUTER
AUXILIARY COMPUTER
Figure 3: Pilot Console
3-3
3.1.1 Power Tray
Figure 4: Power Tray
The Power Tray contains the system’s power on/off switches, AC current meters, and DTEC GFI system, along with
several power supplies.
The Power Tray itself can be extended from the Pilot Console in order to access the internal electrical/electronic
components.
The Pilot Console Power Tray contains the power on/off controls for
the Cage and Vehicle electrical systems and the HPU Power Packs.
WARNING!! When working on any of these systems, the main supply breaker for the
PDU must be Locked Out/ Tagged Out to protect personnel against the
accidental activation of these controls.
The left side of the Power Tray front panel (see Figure 4) contains three separate 0 to 500amp current meters. Each
meter is marked with the circuit that the meter monitors. Each meter is connected to a current transformer mounted
in the PDU and monitors a single phase of the 3Ø 480VAC input to each HPU boost transformer.
The front panel also contains several pushbutton switches with built-in indicators. These switches serve the following
functions:
• CONSOLE POWER - controls the electrical power to the Power Tray and contactor control power to the
power distribution unit (PDU). When turned off, this pushbutton will also de-energize any other enabled
power contactors that happen to be energized at the same time. Re-energizing the CONSOLE POWER
pushbutton will not re-energize the contactors, they must be re-energized individually.
• CAGE ELX - controls electrical power to the TMS electronics and electrical power circuits.
• VEH ELX - controls the electrical power to the Vehicle electronics and electrical power circuits.
• CAGE MOTOR - controls the electrical power to the TMS Hydraulic Power Unit (HPU). This circuit is
interlocked with the Cage Elx circuit and cannot be turned on until Cage Elx is energized.
3-4
• PORT [AFT] MOTOR - controls the electrical power to the Vehicle Port HPU. This circuit is interlocked with
the Vehicle Elx circuit and cannot be turned on until Vehicle Elx is energized.
• STBD [FWD] MOTOR - controls the electrical power to the Vehicle Starboard HPU. This circuit is interlocked
with the Vehicle Elx circuit and cannot be turned on until Vehicle Elx is energized.
Note: On a number of older Millennium Plus systems, the Power Tray HPU on/off buttons are marked only as PORT
and STBD, instead of the current labeling of Aft/Port and Fwd/Stbd. Millennium HPUs are arranged in a
forward/aft arrangement. Be aware that the PORT control will operate the Aft HPU and the STBD control will
operate the Forward HPU.
As mentioned above, the Power Tray contains the DTEC Ground Fault Interruption (GFI) system.
Note: The names Ground Fault Monitoring (GFM) and Ground Fault Interrupting (GFI) are terms that have been
used interchangeably to mean the same thing. To some extent the terms are region specific; GFM will be
encountered more often in Europe/AME, while GFI is more common in the Americas, just be aware that the
two terms refer to the same process.
A ground fault, simply defined, is a fault or condition that establishes an electrical connection between a previously
isolated electrical circuit and chassis ground. As the Millennium Plus system uses 2300VAC electrical power for its
HPU motors and 1300VAC for Vehicle and Cage electronic systems, a ground fault can present a potentially lethal
situation for anyone working on the system.
The GFI system will constantly monitor the vehicle’s high voltage circuits for the presence of a ground fault. If a fault
develops, the GFI system will shut down the faulty circuit by de-energizing the AC supply contactor and giving the
operator a warning that there has been a fault detected on the circuit.
Once tripped, the affected circuit cannot be re-enabled until the ground fault is removed or repaired.
The GFI system is designed to monitor high voltage circuits that can pose a
lethal hazard to personnel in fault conditions.
WARNING!!
Oceaneering Policy requires that no ROV system will be operated with a
non-functioning or bypassed GFI System.
3-5
The DTEC GFI used in Millennium Plus systems operates by impressing a small DC voltage on to a high voltage
AC circuit and monitoring for a flow of DC current between chassis ground and the circuit being monitored. In
normal conditions where no ground fault exists, current flow will be zero. As a ground fault develops, current
begins to flow and the meter will indicate the equivalent GF resistance between the circuit and chassis ground,
triggering an alarm and shutting down the 480VAC contactor supplying the step-up transformer.
GFI ALARMS RESISTANCE

METER
GFI SELECTOR
SWITCH
Figure 5: DTEC GFI Displays and Switches

The right side of the Power Tray front panel contains displays and controls related to the DTEC GFI system (see
Figure 5):
• GROUND FAULT RESISTANCE METER - displays the equivalent resistance between the monitored circuit
and chassis ground. The higher the reading, the better, but typically 5MΩ or lower indicates a problem is
developing. 500KΩ or less will trip off the contactor and will remove power from the circuit.
• GFI SELECTOR SWITCH - multi-position rotary knob that selects which of the six monitored circuits is
displayed on the Ground Fault Resistance meter.
• GROUND FAULT ALARM LIGHTS - status lights for displaying GFI Alarms on each of the following circuits:
3-6
• 480 VAC: monitors the system supply power.

Note: not used unless you are running on an isolated 480VAC power system, such as a motor generator,
as the GFI system’s impressed 60vdc voltage will interfere with a Rig or Vessel’s internal GFI
system and must be disabled. In such cases, the Vessel’s GFI system will provide protection for
system and personnel.
• CAGE ELX: monitors the secondary (high voltage) side of the TMS electrical power step-up transformer.
• CAGE ELX: monitors the secondary (high voltage) side of the TMS electrical power step-up transformer.
• VEH ELX: monitors the secondary (high voltage) side of the Vehicle electrical power step-up transformer.
• CAGE MTR: monitors the secondary (high voltage) side of the TMS HPU electrical power boost
transformer.
• PORT [AFT] MTR: monitors the secondary (high voltage) side of the Vehicle port HPU electrical power
boost transformer.
• STBD [FWD] MTR: monitors the secondary (high voltage) side of the Vehicle starboard HPU electrical
power boost transformer.
Figure 6: Power Tray with Bypass Switches
HPU BYPASS
SWITCHES
Systems that have been upgraded from a Pilot Tray to a Pilot Chair will have a Power Tray equipped with Vehicle
and Cage HPU Bypass switches (see Figure 6). Pilots will typically use the Pilot Chair Bypass switches instead of
these switches, although the Power Tray Bypass switches may still be functional
BYPASS pushbutton switches for the TMS and Vehicle HPUs (unlabeled on the panel) these switches enable a
hydraulic valve(s) in the rate valve pack, which has its outlet connected to the hydraulic pump(s) FR control block.
Enabling this valve before starting the HPU motor reduces the possibility of damaging the HPU motor by stalling it
on start up and also reduces the starting current draw of the motor.
3-7
The TMS HPU BYPASS switch is located just above the CAGE MOTOR power pushbutton switch.
The Vehicle Aft and Forward HPU BYPASS switch is located just above and centered between the PORT MOTOR
and STBD MOTOR power pushbutton switches.
3.1.2 Video Monitors

The Pilot Console contains three video monitors: two 9” monitors located in the top-most part of the console and a
17” monitor located just above the pilot tray.
The 17” Pilot’s monitor is the primary monitor used by the Pilot for operating the vehicle. In addition to a selectable
video image sent up from one of the vehicles cameras, the Pilot’s monitor can also present the Pilot with a graphical
overlay, giving operational data that the Pilot requires for the operation of the vehicle.
The Pilot or the Navigator can switch any of the available video inputs to this monitor and can select any (or none)
of several possible graphic overlays as well; the combination used can vary with the Pilots personal tastes and/or
operational needs of the moment.
Typical Pilot’s graphical overlay screens are shown below:
Figure 7: Pilot Monitor Graphics Displays
The graphics overlay provides the basic vehicle navigation information required by the pilot:
• Vehicle heading
• Vehicle depth
• Vehicle Altitude
• TMS heading
• TMS depth
• Amount of tether deployed
• Vehicle turns
• TMS turns
3-8
• Vehicle pitch/roll
• Status of autocontrollers
• Time/date
See the CTAG manual for more detailed information on the graphics overlays.
3.1.3 Pilot PC
The Pilot PC is a standard rack-mountable computer. The purpose of the Pilot PC is to run Oceaneering’s Control,
Telemetry, and Graphics (CTAG) software program, which forms the heart of the Millennium Plus telemetry system.
This software operates within a Microsoft DOS operating system.
CTAG receives commands from the pilot and transmits them to the TMS and Vehicle via serial communications links.
Navigational and diagnostic data from TMS and Vehicle is received via the same serial data links and displayed for
the Pilot.
CTAG is updated on a continual basis, as new features and improvements

are added.
Always ensure that the system is running the latest version.
CAUTION!
If you are unsure as to which CTAG version your system should be
running, consult with the Technical Department to obtain the correct version
of CTAG for your system.
Serial communications are handled by two Fastcom 8 cards inside the PC. Each card provides eight RS-232 serial
communications channels, which CTAG uses to communicate with the outside world (e.g. Console, TMS, Vehicle,
Aux PC, CTAG for Windows PC).
3.1.4 Aux PC
The Aux PC serves two functions; first, it provides a second independent, but synchronized copy of CTAG that
allows the Navigator to independently access the CTAG graphic displays. Running an independent copy of CTAG
provides the Navigator with access to the various soft switches, diagnostic and operating displays that the Pilot
sees, without having to disturb or distract the Pilot with graphic screen changes.
The Pilot and Aux PCs synchronize their data through a RS-232 link, using a Fastcom port on each PC.
The Aux PC can also serve be re-configured as a replacement for the Pilot PC in the event that the Pilot PC fails.
Operation of the system is not dependant on the Aux PC and the system will function without it.
3-9
3.1.5 CTAG for Windows PC (if fitted)

As mentioned above, CTAG operates within the Microsoft DOS operating system. This operating system provides
a very stable platform for CTAG to operate from, but has limited features and graphics capability.
In order to enhance the software features and graphics available to the Pilot, a version of CTAG has been developed
that operates within a Windows operating system.
The CTAG for Windows (CFW) PC replaces the Aux PC in later models of Millennium Plus. It communicates with
DOS CTAG on the Pilot PC via RS-232 link. The CFW PC provides all the same functionality as the Aux PC it
replaces. The CFW application will only run on the CFW PC. CTAG for DOS still runs on the Pilot PC and is still
in control of the telemetry system. CTAG for DOS does not require CFW to be running or even the CFW PC to be
operational in order for it to operate. Should the CFW PC fail in operation, you will only lose your enhanced graphics
display (shown on a separate graphics monitor) and the Navigators ability to control CTAG for DOS.
3.2 Center Console

The Center Console is dedicated to equipment modules and video/graphics monitors for the support of the particular
mission or operation the Millennium Plus is involved in.
A typical list would be:
• Video overlay
• Video monitors
• Graphics monitors
• Sonar display
3.3 Navigation Console

The Navigation Console is used to mount equipment modules and video/graphics monitors for the support of the
particular mission or operation the Millennium Plus is involved in.
A typical list would be:
• Video tape/DVD recorders
• Video switching
• Sonar Processor (Computer)
• Navigation display
3-10
3.4 Pilot Chair

The Pilot Chair is an ergonomically designed chair that groups the Millennium Plus vehicle and TMS functional
controls into a convenient and comfortable arrangement.
CAGE CAMERA VERTICAL

PAN/TILT JOYSTICK CAGE THRUSTER PADDLE
JOYSTICK (NOT VISIBLE)
ARMREST ADJUSTMENT
RATE HAND
CONTROLLER
OPAC
(NOT VISIBLE)
TOUCH SCREEN
TRACKBALL DISPLAY
SEAT PILOT JOYSTICK

ADJUSTMENT
UP/DOWN TILT
FOOTSTOOL
ADJUSTMENT
TETHER
ADJUSTMENT
ELEVATOR POWER SUPPLY
Figure 8: Pilot Chair
The chair receives analog and digital commands from the pilot via the following input devices:
• Analog and digital hardware input devices e.g. joysticks and switches.
• Analog and digital controls on the touch screen monitor.
The hardware input devices are monitored by an Oceaneering Power and Control (OPAC) digital acquisition device
in the chair itself. This device is a simple stack of circuit boards that multiplexes the analog and digital inputs and
sends them via RS-232 serial data link to the Pilot PC.
3-11
The touch screen monitor is connected to its own PC that runs a custom Windows application. Inputs made via the
touch screen user interface are multiplexed by this application and sent via a second RS-232 serial data link to the
Pilot PC.
Figure 9: Touch Screen User Interface
The following describes the major sub-assemblies of the chair.
3.4.1 Touch Screen Display and PC

The Touch Screen panel is mounted on the left armrest of the chair (Figure
9).
Depending on the version of chair, the PC is either mounted on a box at the

rear of the chair, or integrated with the touch screen display itself. The same
software application is used in either configuration.
The power supply for the PC is normally mounted inside the Chair pedestal.
Figure 10: Touch Screen Display
3-12
3.4.2 OPAC Stack and Power Supply

The OPAC stack and 24VDC PSU is housed in an enclosure on the rear of the chair. As its name suggests, it is a
stack of circuit boards, connected together to form a single assembly.
The signals from analog and digital devices connected to the stack (e.g. joysticks and switches) are multiplexed and
transmitted to the Pilot PC via RS-232 serial data link.
3.4.3 Seat Adjustment Motors and Power Supplies

The chair features motorized control of the seat position, adjustable via buttons on the outside of the right-hand
armrest. The power supplies for the motors are mounted inside the chair pedestal.
3.4.4 Tether In/Out Control

The chair provides three methods of controlling the TMS tether in/out:
• Thumb switch located on the Pilot Joystick.
• Soft switch located on the Touch Screen
• Foot Pedal switches (see Figure 7, “Tether Adjustment”). The foot pedal switches are mounted on the
Chair’s footrest, one for Tether In and one for Tether Out. This allows the pilot to control Tether In/Out
operation without using his/her hands.
The choice of input device used for controlling the tether is left to the individual pilot’s personal preference.
3.4.5 Vehicle Joystick

The joystick is the primary manual method of controlling the vehicle’s movement. By using the joystick to directly
control the speed and direction of the vehicles thrusters, the Pilot has control over the vehicles in-water position/
movement.
The joystick is used for controlling the magnitude and direction of Vehicle thrust. Moving the joystick forwards and
backwards controls fore and aft motion of the Vehicle. Moving it left and right controls lateral motion of the Vehicle.
Rotating the joystick controls the azimuth (turns) motion of the Vehicle.
3-13
The joystick provides conveniently mounted controls for additional functions.
Figure 11: Vehicle Joystick
The function of each control mounted on the joystick is as follows:

• Pan and Tilt (P&T) - Camera Pan and Tilt, a four way switch used to control the Vehicle’s camera pan and
tilt unit in the horizontal and vertical planes.
• Vertical Up/Down - A two direction linear control used to control the Vehicle’s vertical thrusters. The control
is pressure sensitive, the magnitude of pressure applied being directly proportional to the magnitude of
thrust commanded.
• Tether In/Out - A two-position switch, used to control the direction of tether taken in or paid out of the TMS.
• Close/Lock - A two-stage ‘trigger-type’ switch, which when depressed to the first stage will close the jaw on
the selected manipulator and if held for longer than a preset limit (usually 5 seconds) will apply the lock to
the jaw. Depressing the switch to the second stage will immediately lock the jaw.
• Jaw Open - A push button that will release the jaw lock and open the jaw.
• Thrust Limit Switch - a three-position switch that sets the Vehicle’s thruster power to one of three preset
levels.
The P&T switch will control one of two Vehicle-mounted cameras depending on the setting of the SWITCH P&T
button on the touch screen. When the button is OFF, the P&T switch controls the hydraulic pan and tilt unit on the
Vehicle. When the button is ON, the P&T switch controls the pan-and-tilt dome camera connected to the FO Can.
The thrust limit switch commands CTAG to apply one of three preset scaling factors for the joystick analog output
pots. The scaled value is transmitted to the thrusters rather than the actual pot values. The scaling factor on each
position of the switch is set in CTAG and can be changed to any value that the operator wants between the ranges
of 0 to 100% of full scale. Normally the three positions are set to be low-25%, med-50% and high-100% of full scale.
3-14
There are two input devices for controlling the Vehicle’s vertical position; the paddle joystick on the left armrest and
the vertical control on the Vehicle joystick. CTAG will recognize commands from either and the Pilot does not need
to select which device to use.
3.4.6 7-Function Manipulator Controller (Rate Hand Control)

The 7-function rate manipulator controller (Figure 12) is used by the Pilot to control a rate manipulator attached to
the Vehicle. By rocking the controller forward, aft, side-to-side or twisting it and then selecting the push button/s for
the desired arm function at the same time, the manipulator arm will move in the direction desired.
Figure 12: 7-Function Hand Controller
3-15
3-16
Section 4:
Tether Management System (TMS)
Tether Management System (TMS)
Section Contents
4.0 Tether Management System (TMS) .............................................................................................................4-1

4.1 Top Hat TMS Overview ............................................................................................................................4-2
4.2 Top Hat TMS Component Overview.........................................................................................................4-4
4.2.1 Flying Tether ...................................................................................................................................4-6
4.3 Equipment and Termination Housings .....................................................................................................4-6
4.3.1 Oil-Filled (Oil-Compensated) Cans (Housings) ..............................................................................4-6
4.3.2 Armored Lift Umbilical Termination (Bullet).....................................................................................4-7
4.3.3 Umbilical Termination Can ..............................................................................................................4-7
4.3.4 Transformer Can.............................................................................................................................4-8
4.3.5 Tether Termination Can ..................................................................................................................4-9
4.3.6 Electric Motor Housings (Hydraulic Power Pack - Gold Motor) ....................................................4-10
4.3.7 Oil-Filled Cable .............................................................................................................................4-10
4.3.8 TMS Sliprings ............................................................................................................................... 4-11
4.3.9 Pressure-Tolerant Cans (Housings) .............................................................................................4-12
4.3.10 Telemetry Can ............................................................................................................................4-13
4.3.11 Water Alarms ..............................................................................................................................4-14
4.3.12 Compass Can .............................................................................................................................4-15
4.4 Hydraulic and Compensation Systems ..................................................................................................4-15
4.4.1 Hydraulic Power Unit (HPU) .........................................................................................................4-16
4.4.2 Hydraulic Reservoir ......................................................................................................................4-18
4.4.3 Y Strainer ......................................................................................................................................4-18
4.4.4 High Pressure Oil and Cardev Water Filters ................................................................................4-20
4.4.5 Compensation (Comp) System ....................................................................................................4-20
4.4.6 Compensator and Pressure Gauges ............................................................................................4-22
4.4.7 In-Line Hydraulic Components .....................................................................................................4-23
4.4.8 Tether Drive Mechanism ...............................................................................................................4-24
4.4.9 Tether Spool-In Function ..............................................................................................................4-25
4.4.10 Tether Spool-Out Function..........................................................................................................4-25
4.4.11 Tether Counter ............................................................................................................................4-26
4.4.12 16-Station Proportional Control Unit (PCU) ................................................................................4-27
4.4.13 Camera .......................................................................................................................................4-28
4.4.14 Lighting .......................................................................................................................................4-29
4.4.15 Vehicle Clamp and Safety ..........................................................................................................4-29
4.0 Tether Management System (TMS)

All Millennium Plus systems are equipped with a TMS.
There are several different types of TMS in use on Millennium Plus Vehicles throughout the world, and while
many of these systems have been manufactured by Oceaneering, a number of them have been built by other
manufactuers or have been heavily modified from their ‘as built’ condition.
Of the TMS types used on Millennium Plus systems, the Top Hat and Cage type TMS’ shown in Figure 13 and
Figure 14 are the most commonly used.
These two TMS’ share many of the same components, operate in a similar manner, and serve the same general
functions, but there are important physical differences between them.
This document is limited to discussing the Top Hat TMS constructed by Oceaneering International.
Figure 13: Top-Hat Figure 14: Cage
While the term “Cage” is often used to refer to any type of TMS, it can cause confusion to call every TMS a cage.
Therefore, this document will use either Cage TMS or Top Hat TMS when referring to a specific type of tether
management system.
4.1 Top Hat TMS Overview
Figure 15: Top Hat Type TMS
The term “Tether Management” refers to the ability of the TMS to pay out or recover tether as commanded by
the Pilot, as well as the TMS Tether Drive Mechanism’s ability to cleanly and evenly spool tether on/off the Tether
Storage Drum.
Managing the flying tether is the primary reason that the TMS exists and while it is possible to free swim the Vehicle
and not use a TMS at all, there are a number of distinct advantages gained by using a TMS over a free-swimming
Vehicle:
• Acts as a clump weight for the Vehicle; allowing for a safer, quicker transit through the air/water interface
and a faster decent to the working depth.
• Allows for the use and management of a flying tether.
• Provides a mounting platform, and electrical and signal connections for external instruments.
High Voltage AC is present in electrical terminations, transformer housings,

WARNING!! HPU motor, and electronics housings. Use approved procedures, Lock Out/
Tag Out (LOTO) and extreme care when working in and around the TMS.
The TMS contains unguarded rotating machinery that posses pinching

and crush hazards to technicians when in operation. Use approved
WARNING!!
maintenance procedures, LOTO procedures, and extreme care when
working in and around the TMS.
4.2 Top Hat TMS Component Overview

Umbilical Mechanical
Termination (Bullet)
Tether/Umbilical Termination and

Transformer (ELECT) Compensator
Tether Termination Can
Main Reservoir
Transducer Can
Transformer Can
Umbilical
Termination Compass Can
Figure 16: Top Hat Type TMS Port/Aft Component View
Pressure
Gauges
Valve Pack
(RP)
Compensator
Motor (MTR)
Compensator
Telemetry Can
Cardev Water Filter
Figure 17: Top Hat Type TMS Port/Fwd Component View
Tether Storage
Drum
Hydraulic Power
Unit (HPU)
Compass Can
Proportional Control Unit
(PCU)
Transformer Can
Vehicle Bullet
Main Reservoir Latch Assembly
Oil Level Sensor Depressor Ring

Oil Filter Assembly
Figure 18: Top Hat Type TMS Stbd/Aft Component View
Level Wind
Spooling
Assembly
Upper Tether
Sheave Assembly
Lower Tether
Sheave Assembly
Figure 19: Top Hat Type TMS Fwd Component View
4.2.1 Flying Tether

The flying tether is a lightweight fiber optic/electrical cable that is made to be near neutral in water. The flying tether
provides the electrical and fiber optic connections between the Vehicle and the Top Hat TMS.
The operator can pay out or recover lengths of tether as often as their operational needs dictate. The tether is
managed using the Top Hat TMS Tether Drive Mechanism to spool in/out tether from the Top Hat TMS Tether
Storage Drum.
Depending on the make and diameter of the tether in use, the lightweight flying tether will allow the Vehicle to make
excursions of 1800 feet (550 meters) or more from the TMS.
4.3 Equipment and Termination Housings

The Top Hat TMS contains a mixture of pressure-tolerant Cans and oil-filled housings.
Note: Both “Housing” and “Can” are widely used terms, referring to the container that encloses wiring, Fiber Optic
terminations, electronic components, mechanical assemblies, etc. Either term can be and has
been commonly used to refer to either an oil-filled or a pressure-resistant container. This document will use
the generally accepted names, but in an effort to reduce any possible confusion, will use “oil-filled” or
“pressure-tolerant” as required to clarify any ambiguous names.
4.3.1 Oil-Filled (Oil-Compensated) Cans (Housings)

Oil-filled Cans are used where the internal components can withstand the effects of both high pressure and oil
immersion are able to tolerate both being immersed in oil as well as being able to operate in ambient pressure.
Electrical terminations, cables, sliprings, valve packs, motor windings, Fiber Optic connectors, and certain electronic
components will generally operate reliably in oil-filled environments.
Oil-filled housings also offer a substantial weight saving over pressure-tolerant Cans.
Compensation is a method used to prevent the ingress of water into the various oil-filled components of the Vehicle.
This is accomplished by completely filling them with oil and then using a compensator to maintain the oil at an
above-ambient pressure.
The compensator is a flexible rubber bladder that holds a volume of oil. When the compensator is expanded by
being filled with oil, it will maintain a positive oil pressure in the compensation circuit for as long as there is no oil lost
from the circuit. Should a leak develop, it will be the oil that leaks out, rather than the seawater leaking in.
Oil-compensated cans (housings) on the Top Hat TMS include the following:
• Umbilical Termination Can
• Slipring Assembly
• Transformer Can
• Motor Stator Housing
• Oil-filled cables
• Proportional Control Unit (PCU)
4.3.2 Armored Lift Umbilical Termination (Bullet)

The armored lift umbilical is mechanically terminated in the umbilical termination bullet.
Figure 20 shows a typical example of a termination bullet, although the actual version used depends on the type of
handling system used to deploy the ROV system.
Figure 20: Umbilical Mechanical Termination
4.3.3 Umbilical Termination Can

The electro-optical core of the armored umbilical is terminated in the oil-filled Umbilical Termination Can (Figure 21),
which contains the electrical and Fiber Optic terminations.
Connections intended for the Vehicle are routed directly to the slipring assembly, while those for the Top Hat TMS
are routed to either the Top Hat TMS Transformer Can or the Top Hat TMS Telemetry Can.
The Umbilical Termination Can contains lethal high-voltage electrical

connections.
WARNING!!
Always ensure that proper Lock Out / Tag Out (LOTO) procedures are
followed when working in the Tether Termination Can.
High Voltage
Fiber Optic
Terminal Strips
Couplers
Low Voltage
Terminal Strips
Figure 22: Umbilical Termination Can with

Figure 21: Umbilical Termination Can
Cover Removed and Exploded View
4.3.4 Transformer Can

The Transformer Can is an oil-filled housing which contains the Top Hat TMS High Voltage AC step-down transformer.
The purpose of the transformer is to convert the high voltage from the umbilical to lower voltages required by the
Top Hat TMS’ onboard electronics and lighting.
The transformer’s primary winding is connected to the Umbilical Termination Can through an oil-filled cable. The
transformer’s secondary windings are connected to the Telemetry Can by an oil-filled cable, where they supply
electrical power to the TMS’ various electrical power systems and lighting.
The Transformer Can contains lethal high-voltage electrical connections.

WARNING!! Always ensure that proper Lock Out / Tag Out (LOTO) procedures are
followed when working in the Transformer housing.
Transformer
Terminal Strips
Figure 23: Transformer Can Figure 24: Transformer Can – Cover Removed
4.3.5 Tether Termination Can

The flying tether is terminated in an oil-filled Tether Termination Housing (also called the Tether Term Can or rotating
J-box) which is mounted to the side plate of the Tether Storage Drum.
Note: The FO connections are made using sleeve couplers. Each union is protected by heat-shrink tubing and the
fibers are then coiled inside the housing. There are no mounted couplers.
Terminal Strips High Voltage

Terminal Strip
Figure 25: Tether Termination Can Figure 26: Tether Termination Can – Cover Removed
4.3.6 Electric Motor Housings (Hydraulic Power Pack - Gold Motor)

The electrical motor stator windings are connected to the Umbilical Termination through an oil-filled cable terminated
with Pressure Balanced Oil-Filled (PBOF) connectors.
In addition to providing protection against leaks and reducing weight, oil-filling the motors also aids in cooling the
motor windings.
The motor housing and the Pressure Balanced Oil-Filled (PBOF) connector
connecting the housing to the umbilical termination contain lethal high-
WARNING!! voltage electrical connections.
Always ensure that proper Lock Out / Tag Out (LOTO) procedures are
followed when working on the motor housing or the PBOF connectors.
4.3.7 Oil-Filled Cables

Most cables on the TMS are of oil-filled Tygothane tubing construction and are terminated with either Pressure
Balanced Oil-Filled (PBOF) connectors or conventional rubber molded and o-ring sealed connectors.
PBOF connectors allow oil from the cable to fill the slight void between the male and female parts of the connector
when they are mated. The oil is at a slightly higher pressure than ambient, which means that if a leak occurs, oil will
leak out, rather than seawater leaking in.
Conventional connectors form a dry one-atmosphere environment around the connector’s internal pins and
sockets. While it is important to ensure that all connectors are properly sealed when mated, it is especially true for
conventional connectors. Flooding this type of connector will often damage it to the point where it must be replaced.
Besides subsea connectors, oil-filled Tygothane cables are also connected to tubing penetrators, which are basically
hollow adaptors, allowing wires to pass directly from an oil-filled housing into the Tygothane tubing without using a
connector.
Tubing penetrators are used where a Tygothane cable connects to an oil-filled housing. The inside of the Tygothane
is therefore pressure-compensated by the oil from the housing to which it is connected.
Custom oil-filled Tygothane cables offer an advantage over traditional rubber molded cables in that they are easily
field-repairable and can be made with the exact number and types of electrical conductors required.
Traditional rubber jacketed cables have a dry core and under pressure the jacket will compress around the core. If
there is a thin spot, cut or an air bubble in the rubber jacket, the jacket can fail at that point. Seawater can then wick
up the cables core into the area around the connectors solder cups, shorting them out.
An oil-filled cable is self-compensating for water pressure and the heavy Tygothane jacket is much more resistant
to damage than a rubber-jacketed cable.
However, Tygothane is susceptible to ultraviolet light damage and will harden and crack over time (typically two
years or less). The Tygothane oil-filled cables must be regularly inspected and changed out as they start to discolor,
craze or harden.
4.3.8 TMS Sliprings

The Slipring Assembly is mounted horizontally within the Tether Drum Assembly The Slipring Assembly consists of
both high voltage electrical sliprings and Fiber Optic Rotary Joints (FORJ) in an oil-filled housing.
The Slipring Assembly allows Fiber Optic and electrical connections to be routed from the surface through the
rotating Tether Drum Assembly to the Vehicle and back to the surface.
The armored umbilical’s electro-optical core is terminated in the Umbilical Termination Can and connections intended
for the Vehicle are routed through an oil-filled conduit to the stationary side of Slipring Assembly. After passing
through the Slipring Assembly, connections are routed through another oil-filled conduit to the Tether Termination
Can attached to the starboard outside flange of the Tether Drum Assembly. The Tether Termination is where the
connections are made to the Tether.
Figure 27: Slipring Assembly
4.3.9 Pressure-Tolerant Cans (Housings)

Pressure-tolerant Cans, also referred to as pressure resistant or one-atmosphere cans, provide an interior
environment that is equivalent to the surface pressure. This is necessary for delicate components and electrical
systems that cannot survive getting wet or cannot withstand the ambient water pressure.
Pressure-tolerant Cans must be heavily built to withstand the water pressure

at their rated depth; their covers are heavy, bulky, and can be very awkward to
handle when being removed.
CAUTION!
Once removed, the cover will have exposed sealing surfaces that can be damaged
with improper or careless handling.
Always handle covers with the utmost care.
Standard pressure-tolerant Cans on the Cage TMS include the following:

• Telemetry Can
• Compass Can
• Pressure Transducer Can
Additionally, the Cage TMS can be equipped with equipment that is also housed in pressure-tolerant cans:
• Cameras
• Lights
• Various survey (third party) packages; ranging from responders to current meters.
Note that all Pressure-tolerant Cans have a design depth rating with a safety
margin.
Oceaneering-supplied equipment, pressure-tolerant Cans are designed for the
system’s maximum operating depth and have the appropriate safety margin built
into them. Exceeding the rated depth can destroy the Can and any equipment
CAUTION! contained in it.
Be aware that an implosion shockwave could also cause damage to other nearby
equipment.
Always check the depth ratings of any equipment that is being mounted to the Top
Hat TMS and do not exceed it.
4.3.10 Telemetry Can

The Telemetry Can is a pressure-tolerant housing that contains the various electrical and electronics systems
needed for control of the Top Hat TMS functions.
On the Top Hat TMS, the Telemetry Can combines both the telemetry and FO data transmission functions into a
single Pressure-tolerant Can, unlike the Vehicle, which splits the functions into separate Telemetry and FO cans.
FO Section
Vent/Vacuum Port
OPAC Section
Figure 28: Telemetry Can Figure 29: Telemetry Can – Cover Removed
The Top Hat TMS Telemetry Can contains the following systems:
• OPAC Stack
• Fiber Optic Multiplexer electronics
• Control and switching electronics
• DC power supplies
When the Telemetry Can is uncovered and extended, the Telemetry chassis is very vulnerable to damage, particularly
water damage. Extreme care must be taken to ensure that the TMS’ structure around the Telemetry Can is well
dried off to prevent seawater from dripping into the Telemetry Can chassis.
The Telemetry Can cover is very bulky and heavy; always use at least two
WARNING!! people and a lifting harness when removing or reinstalling the Telemetry
housing cover.
The Telemetry Can’s penetrator head contains the various electrical connectors that are required to connect the Top
Hat TMS’ external systems to the Telemetry Can’s internal components.
4.3.11 Water Alarms

With the exception of the Rate Control Units, all pressure-tolerant and oil-filled cans have water ingress sensors
built into them. In the event that a water sensor detects water in the Can, an alarm will be indicated on the CTAG
graphics display.
The penetrator head features a Swagelok fitting, capped with a removable plug. The fitting is generally known as a
vent/vacuum port and as the name implies it serves two purposes:
• Removing the plug allows the Telemetry Can’s internal

Vent/Vacuum Port pressure to equalize with the external pressure;
otherwise the cover can prove to be difficult to remove.
• Provides a port for connecting a vacuum pump. Pulling
a vacuum on the Telemetry Can when the cover is
being reinstalled will assist in seating the cover on the
Penetrator End Cap and will give a confidence test that
the o-rings have sealed.
In addition, the vent/vacuum port has a sensor built into it that

Figure 30: Vent/Vacuum Port will indicate an alarm if the vent/vacuum port plug is left off.
Note that the sensor is unable to differentiate between a missing plug and a plug that is in place but not fully
tightened.
As part of your pre-dive procedures, always double check to ensure that the vent/vacuum port plug is on tight.
The ‘Missing Plug’ sensor on the vent/vacuum port is not intended as a

replacement for Pre-dive checks or for physically checking and ensuring that the
plug is in place on the vent/vacuum port and is tight before each dive. The sensor
is intended only as a warning device in the event that the plug is left off.
CAUTION!
Take care not to overtighten the plug as that can damage the plug or vent/vacuum
fitting, thus preventing a proper seal.
Always follow the Manufacturer’s installation instructions when installing or
reusing fittings.
Leaving the vent/vacuum plug off or loose is the single most common reason for
flooding the Telemetry Can.
CAUTION! ALWAYS double-check that the vent plug has been installed and retightened
before diving the vehicle after the Telemetry Can cover has been removed/
reinstalled.
4.3.12 Compass Can

Pressure-tolerant housing that contains the compass module.
Compass
Module
Figure 31: Compass Can Figure 32: Compass Can – Cover Removed
Note: Not all Top Hat TMS’ have an external Compass Can; some systems have the compass module located inside
the Telemetry Can.
4.4 Hydraulic and Compensation Systems

The Top Hat TMS hydraulic system is composed of several subsystems. Each of these systems performs a dedicated
function within the overall hydraulic system:
• Hydraulic Power Unit (HPU); composed of a high-voltage three-phase electric motor driving a variable
displacement constant pressure hydraulic pump. The HPU provides the pressurized oil required for the
operation of the various subsystems. Note that the HPU used is identical to the Millennium Plus vehicle, in
order to decrease the required spares that must be carried the system.
• Hydraulic Oil Reservoir; composed of a five gallon (3.8 liter) reservoir that provides oil storage for the
hydraulic system.
• High Pressure Oil Filter; cleans the oil and prevents large particles from moving through the system,
damaging or blocking other components.
• CARDEV Water Removal Filter; removes small amounts of seawater that manage to contaminate the oil
• Pressure Monitoring Gauges; allows for the pressure monitoring of the various parts of the hydraulic system.
• In-Line Hydraulic Components; a group of active hydraulic components that perform specific functions
within the hydraulic system.
• Pressure Relief Valve; controls over-pressure spikes in the hydraulic system.
• Counterbalance valves; prevents drifting or sagging of the pan/tilt camera.
• Proportional Control Unit (PCU); provides a number of proportional (variable) hydraulic outputs.
High-pressure hydraulic systems pose a danger to personnel where pinhole

leaks develop in hoses, tubing or fittings.
Pinhole leaks can cause both high-pressure injection injuries and atmospheric
fogging.
High-pressure injection is where hydraulic oil under high pressure is injected

WARNING!!
into or cuts a part of the body; most commonly the hand.
Never use your hands to feel for hydraulic leaks when the hydraulic system is
operating.
Atmospheric fogging can present a considerable fire hazard. In addition, it can

cause severe eye injury and/or respiratory damage.
4.4.1 Hydraulic Power Unit (HPU)

The hydraulic power unit is an 110EHP (82KW) 3000VAC 3-phase electric motor coupled to a 71cc constant-
pressure hydraulic pump.
This HPU is identical to the HPU used on the Vehicle. Using the same HPU cuts down on the required onboard
spare parts that the system would need to carry.
Data Plate Location
Figure 33: 110EHP (82KW) Hydraulic Power Unit
Figure 34: 110EHP (82KW) Motor Data Plate
Note: The x’d out date shown on the motor data engraving above will have the date engraved on it when the motor
is manufactured.
The Grounding Strap Shown in Figure 35 and Figure 36 serves as a safety

device to protect technicians against a possible electrical shock hazard should
a fault develop in the wiring of the Impulse MSSM-HV connector shell.
WARNING!!
The connection should be periodically tested to ensure that a proper ground
connection exists between the connector shell and the Vehicle frame.
Refer to OII Technical Bulletin #88 for additional details.
Grounding Lug
Grounding Lug
Figure 35: Grounding Lugs on HPU Motor Connectors
Grounding Lug
Figure 36: Grounding Lugs on HPU Motor
4.4.2 Hydraulic Reservoir

The Hydraulic Reservoir provides the Top Hat TMS hydraulics system with an extra supply of oil to compensate for
any small leaks that may occur and also provides the positive inlet pressure required by the pump, regardless of
ambient pressure.
The reservoir has a five-gallon capacity and a built-in oil level sensor that CTAG uses to provide the Pilot with a
graphic display of the current oil level.
Oil Level Sensor

Oil Filter
Oil Temperature Sensor
Oil Reservoir
Figure 37: Oil Reservoir and Oil Level
4.4.3 Y Strainer
Figure 38: Mounted Y-Strainer
Body
Outlet
Inlet
Screen
Screen
2-228 Buna N70 O-Ring
2-228 Buna N70 O-Ring

Number 32 Cap
Number 32 Cap
Figure 39: Y-Strainer, Exploded and Internal Cut-Away
Systems are equipped with a low flow restriction, large particle (greater than .1inch / 2.5mm) strainer assembly that
mounts between the oil reservoir and the pump inlet. The strainer is intended to capture any large debris that may
damage the pump.
Note: Figure 38 depicts a Y-strainer mounted in a Cage Type TMS, but the same part is mounted in a similar manner
in both types of TMS systems.
4.4.4 High Pressure Oil and Cardev Water Filters

A high flow, 3-micron filter used to keep the hydraulic oil clean, in order to reduce the wear of hydraulic components.
The Cardev water filter is a specialized hydraulic filter that will absorb small amounts of seawater that have
contaminated the hydraulic fluid.
Note: If the system’s hydraulic oil is contaminated with large amounts of water, the system must be completely
drained, flushed and refilled with clean hydraulic oil. The Cardev filter will not be able to clean the oil.
Figure 40: Cardev Water Filter Figure 41: High Pressure Oil Filter
4.4.5 Compensation (Comp) System

Compensation is a method used to prevent the ingress of water into the various oil-filled components of the Top Hat
TMS. This is done by connecting together the housings that you want to protect, filling them completely with oil, and
then maintaining that oil at an above-ambient pressure by the use of a compensator.
A compensator is a flexible rubber bladder that holds a volume of oil. When the compensator is expanded by being
filled with oil, it will maintain a positive oil pressure in the comp circuit for as long as there is no oil lost from the
circuit.
Note: Water will only enter the comp circuit if the internal oil pressure becomes lower than the external pressure.
In the Top Hat TMS there are four independent compensators that maintain positive pressure within the Top Hat
TMS’ oil-filled housings. The compensators and their functions are as follows:
• Valve Pack (VP) Compensator; supplies oil to the Proportional Control Unit (PCU). The valve pack is plumbed
with a 10-psi check valve back to the reservoir, which will relieve any over-pressure in the circuit.
• Tether/Umbilical Termination Housing and Transformer Housing (ELECT) Compensator; supplies oil to
the Tether Termination Can, the Umbilical Termination Can and the Transformer Can.
• Motor (MTR) Compensator; supplies oil to the HPU motor.
Each compensator is charged through an individual quick-disconnect fitting. A quarter-turn valve allows each
compensator to be isolated from its compensation circuit.
A vent fitting is provided for each compensator to release any trapped air. Each compensator has a water check/
drain port mounted directly to the bottom of each compensator.
The compensator pressure is normally kept at a positive pressure of between 5 and 7psi (.3~.5Bar) above ambient:
• Any leaks present will result in oil coming out, rather than water going in; a small external leak is infinitely less
damaging to the system than seawater ingress would be.
• It is usually a simpler process to find and repair an external leak than to repair damage caused by the ingress
of seawater into a compensated system.
Tether/Umbilical Termination Housing and

Transformer Housing (ELECT) Compensator
Valve Pack (VP)

Compensator
Motor (MTR)
Compensator
Figure 42: Compensators
4.4.6 Compensator and Pressure Gauges

Each compensator is connected to an individual pressure gauge that allows for consistent filling when performing
maintenance checks or repairs. The pressure gauges also allow for the monitoring of any pressure changes due to
oil loss, valve leakage, air bubbles etc. in operation by using the Top Hat TMS Camera to view the gauges.
SHEAVE SHEAVE DRUM DRUM

HP IN OUT OUT IN
MAIN VP ELECT MTR CARDEV
Figure 43: Compensator and Pressure Gauges
There are additional gauges for monitoring the following:

• Hydraulic pump pressure (HP)
• Tether Drum drive motor A and B port pressures (DRUM IN and DRUM OUT)
• Tether Sheave drive motor A and B port pressures (SHEAVE IN and SHEAVE OUT)
• Cardev filter supply pressure (CARDEV)
Prior to launching the system, check that each compensator reservoir’s quarter-
turn isolation valves are open and that the reservoir is filled to the proper pressure.
CAUTION!
Damage can occur if a compensator is left isolated from its respective circuit or if
the compensator circuit oil pressure becomes too low.
4.4.7 In-Line Hydraulic Components

Specialized in-line hydraulic components are used to perform specific functions within the TMS’ overall hydraulic
system.
The Top Hat TMS hydraulic circuit in-line valves include:
• Pressure Relief Valve; which is used to protect the system from high-pressure impulses, it is set to actuate at a
relief pressure 300psi (20.7 Bar) over the HPU high-pressure setting.
• Counterbalance valves; are installed in line with the rate valves on pan and tilt functions and are used to prevent
drifting of the functions.
Note: The Pressure Relief Valve takes a great deal of abuse while performing its function of protecting the system
hydraulics. The valve should be tested or changed out at regular intervals to ensure continued system
protection.
4.4.8 Tether Drive Mechanism

The mechanical assembly that handles the tether spooling and unspooling functions is composed of the following
sub-assemblies:
• Tether Storage Drum Assembly; consisting of the horizontally mounted Tether Storage Drum, support shaft,
bearings and chain drive sprocket.
• Drum Drive Assembly; consisting of a Hydraulic drive motor, drive sprockets, chain tensioners and an anodized
aluminum mounting plate for the assembly.
• Level Wind Spooling Assembly; consisting of a sprocket and a diamond screw.
• Tether Sheave Assembly; consisting of Upper and Lower sheave assemblies:
• Upper Sheave Assembly; consisting of twelve guide wheels mounted on a movable mounting plate.
• Lower Sheave Assembly; consisting of four tensioner wheels, Sheave, and a Sheave drive motor mounted
to a fixed aluminum mounting plate.
The sub-assemblies are used in combination to manage the lay of the Tether on the Drum as well as the proper
Tether feed for both the Reel-in and Reel-out functions.
Drum Drive Motor Tether Storage Drum

Drum Drive Assembly
Assembly Diamond
Screw
Upper Sheave
Assembly
Level Wind
Spooling Assembly
Lower Sheave
Assembly
Vehicle Bullet Sheave Drive
Latch Assembly Motor
Figure 44: Tether Drive Mechanism – Starboard Side Figure 45: Tether Drive Mechanism – Port Side
Due to the Top Hat TMS’ compact construction, it has a narrower and deeper drum than the Cage TMS. The
difference in width and depth makes it more difficult for the Level Wind Assembly to achieve a good Tether wrap on
the drum.
Level Wind Assembly
Tensioner
Pivot Assembly
Sheave
Figure 47: Tether Drive Mechanism

Figure 46: Tether Drive Mechanism Level Wind Sheave and Tensioner Detail
4.4.9 Tether Spool-In Function

As mentioned above, the Tether Drive Mechanism is controlled by two hydraulic motors, one driving the drum and
level wind, and the other driving the sheave.
When a Tether In command is input by the Pilot, the hydraulic motor mounted on the Drum Drive Assembly mounting
plate rotates both the Tether Storage Drum and the diamond screw for the Level Wind Spooling Assembly. As the
Tether Storage Drum rotates, the tether is spooled onto the drum.
At the same time, the hydraulic motor that drives the Tether Sheave provides a small amount of torque in the
opposite direction. This results in a small amount of back tension on the tether, so that it wraps snugly on the drum.
The Tether Sheave Assembly back tension and the Level Wind Assembly work together to prevent gaps, loose
wraps or overlaid wraps on the storage drum tether storage drum, which can cause difficulty in recovering tether,
damage to the Tether Drive Mechanism or tether.
It is important to constantly monitor the Tether as it is being spooled on to the Tether Storage Drum. Allowing loose
wraps, overlaid wraps or excessive gaps to form between the Tether wraps, can lead to jamming or slippage of the
Tether, as well as increasing the possibilities of damage to the Tether or the Tether Drive Mechanism.
4.4.10 Tether Spool-Out Function

As with the spool-in function, the process of spooling tether out of the Top Hat TMS relies on the two hydraulic
motors that control Drum Drive, Level Wind and Tether Sheave.
When a Tether Out command is input by the Pilot, the hydraulic motor mounted to the Tether Sheave Assembly
mounting plate rotates the Tether Sheave, which pulls tether off of the Storage Drum Assembly. The Level Wind
Spooling Assembly is synchronized to the Drum rotation and will follow the lay of the Tether.
At the same time, the hydraulic motor that drives the Storage Drum provides a small amount of torque in the same
direction as the Tether Sheave. This torque is insufficient to cause the Drum to turn unaided, but greatly reduces the
effort required by the Tether Shave to pull tether from the Drum. The drag of the Drum also results in small amount
of tension between Drum and Tether Sheave, which along with the pressure provided by the tensioner rollers,
maintains the necessary friction between the tether and Tether Sheave.
This friction is required for the Tether Sheave to effectively pull on the tether, as well as to prevent the drum from
over-running the Tether and causing it to become too slack, misfeeding, or binding up in the Tether Sheave.
4.4.11 Tether Counter

All Top Hat TMS’ have a counter system installed that is used to detect the length of tether that has been paid out
or pulled into the Top Hat TMS. The Tether deployed will be shown on the CTAG graphics overlay.
In most cases, the counter system consists of an encapsulated reed switch mounted on the Tether Sheave mounting
plate. The sensor detects the passing of magnets attached to the circumference of the Tether Sheave.
Some systems have been refitted with the sensor and magnets mounted to the Tether Drum.
See the maintenance section for additional details.
4.4.12 16-Station Proportional Control Unit (PCU)

The PCU is a valve manifold that uses electrically-driven proportional hydraulic valves. The valves are dedicated to
the operation and control of the tether drive mechanism.
Two different versions of the PCU exist, the difference being the type of proportional amplifier used. The first uses
a single OII PWM proportional amplifier PCB, while the other version uses two Wandfluh U05 proportional amplifier
PCBs.
Both PCUs function in a similar manner. For detailed information on each version, see the maintenance section.
Proportional INVERTED Relief Valve

Assembly 2ea
PCU Valve Cover
PWM Valve
Driver PCB
PCU Manifold
Proportional Valve Assembly 9ea
Figure 48: 16-Station Proportional Control Unit Figure 49: 16-Station PCU - OII PWM PCB Version
With Covers Removed
Proportional INVERTED Relief Valve

Assembly 2ea
Wandfluh PCB 2ea
Proportional Valve
Assembly 9ea
Figure 50: 16-Station PCU - Wandfluh PCB Version

With Covers Removed
4.4.13 Camera
The Top Hat TMS Camera (shown below, mounted to the Top Hat TMS Camera Pan & Tilt Unit) is used for several
operational functions:
• Used to observe the Vehicle when both exiting and entering the Top Hat TMS.
• Used to observe the spooling, unspooling of the tether from the Tether Storage Drum.
• Used to observe operational conditions that can affect the tether; such as tether tending direction, slack or
excessive tension, coiling and binding of the tether as well as possible physical damage, entrapment etc.
• The camera is also used to check the compensation and pressure gauges connected to the various Cage TMS
systems.
Note: The mounting position of the camera pan & tilt unit is the typical location used, but alternate mounting
locations can be used.
Pan and Tilt Unit
Comp and Pressure

Gauges
Cage Camera
Camera Light
Figure 51: Pan/Tilt Unit and Pressure Gauges
Latch Assembly A second video camera is used to observe the operation of

the latch assembly and the security of the vehicles bullet in the
Latch Assembly (see Figure 53).
Latch Camera
Figure 52: Vehicle Latch Camera
4.4.14 Lighting
The Top Hat TMS features two independently controlled light circuits, each one capable of providing 500w of power.
Quantity and position of lights can be configured to suit the work task, but a typical arrangement would employ one
lamp on the pan and tilt unit to point in the same direction as the camera, A second lamp is mounted to illuminate
the visual latch indicators.
The lamps typically used are 250w Quartz Halogen.
Lamp versions are becoming available that use high intensity LEDs instead of Quartz Halogen bulbs. The LEDs use
less power for a similar light level output and are more reliable and longer lasting than the Quartz Halogen bulbs.
The light intensity levels can be adjusted from the potentiometers on the Pilot’s tray or from the Pilot Chair touch
screen.
Vehicle lamps are designed for use in water and should never be left on when the
CAUTION!
vehicle is not submerged.
4.4.15 Vehicle Clamp and Safety Latch

The Latch Assembly (shown in Figure 53) is used to capture and secure the Vehicle’s bullet to the bottom of the
Top Hat TMS.
Once the Vehicle bullet is captured in the Latch Assembly, the Depressor Ring can then be extended to press down
on the vehicles foam block, preventing vehicle movement while launching or recovering the system.
Movement of the vehicle, relative to the Top Hat could cause damage to the Top Hats Latch Assembly, the Vehicles
bullet or the Tether and could result in the loss or damage of the vehicle.
It is critically important to ensure that the latches are kept properly adjusted/
maintained and that the vehicle is carefully monitored for its security in the TMS
CAUTION! while launching/recovering. In addition, ensure that both the Vehicle and TMS is
kept trim and level by adjusting their lead ballast to compensate for equipment or
tooling changes.
Vehicle Bullet Latch Assembly
Depressor Extend Cylinder

Assembly (2 assemblies)
Depressor Ring
Figure 53: Latch Assemblies and Depressor Ring
Latch Sensor 3ea
Visual Latch Indicator
Latch Camera
Latch Cylinder
3ea
Figure 54: Latch Sensor and Visual Indicator Figure 55: Latch Camera and Latch Sensors
A second camera (Figure 55) is used to observe the latch mechanism for its proper operation. Each of the three
Latch Cylinders has a visual indicator (Figure 54) that will give an indication of the cylinders position, as well as an
encapsulated reed switch, which is used by CTAG to provide a latch indication on the graphics display.
Section 5:
Vehicle
Vehicle
Section Contents
5.0 Millennium Plus Vehicle ...............................................................................................................................5-1
5.1 Frame .......................................................................................................................................................5-4
5.1.1 Anodes and Fasteners....................................................................................................................5-4
5.2 Buoyancy / Ballast ...................................................................................................................................5-4
5.2.1 Foam Block.....................................................................................................................................5-5
5.2.2 Lead Ballast ....................................................................................................................................5-7
5.2.3 Lead Ballast Tray ............................................................................................................................5-7
5.3 Equipment and Termination Cans (Housings) .........................................................................................5-7
5.3.1 Oil- filled (Oil-Compensated) Cans (Housings) ..............................................................................5-8
5.3.2 Tether Termination Can (Oil-Filled) .................................................................................................5-8
5.3.3 Transformer Can.............................................................................................................................5-9
5.3.4 Electric Motor Housings (Hydraulic Power Packs – Gold Motor) .................................................5-10
5.3.5 Oil-Filled Cables ........................................................................................................................... 5-11
5.3.6 Pressure-Tolerant Cans (Housings) .............................................................................................5-12
5.3.7 Telemetry Can ..............................................................................................................................5-13
5.3.8 Water Alarms ................................................................................................................................5-14
5.3.9 Fiber Optic Can ............................................................................................................................5-15
5.3.10 Amplifier (Amp) Can ...................................................................................................................5-17
5.3.11 Transducer Can ..........................................................................................................................5-18
5.4 Hydraulic System ...................................................................................................................................5-19
5.4.1 Hydraulic Power Units (HPUs) .....................................................................................................5-20
5.4.2 Hydraulic Oil Reservoir .................................................................................................................5-22
5.4.3 Cardev Water Removal Filter .......................................................................................................5-22
5.4.4 High Pressure Filters ....................................................................................................................5-23
5.4.5 Y-Strainer ......................................................................................................................................5-24
5.5 Oil Compensation System .....................................................................................................................5-25
5.5.1 Hydraulic System Pressure Gauges.............................................................................................5-27
5.5.2 In-Line Hydraulic Components .....................................................................................................5-28
5.5.3 Proportional Control Unit (PCU) ...................................................................................................5-29
5.5.4 Rate Control Unit (RCU) ...............................................................................................................5-31
5.5.5 Propulsion.....................................................................................................................................5-32
5.6 Standard Equipment ..............................................................................................................................5-34
5.6.1 Cameras .......................................................................................................................................5-34
5.6.2 Depth Sensor................................................................................................................................5-34
5.6.3 Sonar System ...............................................................................................................................5-34
5.6.4 Optional Responder/Transponder ................................................................................................5-35
5.6.5 Lighting .........................................................................................................................................5-35
5.6.6 Manipulators .................................................................................................................................5-35
5.0 Millennium Plus Vehicle

Every Millennium Plus Vehicle that has been constructed so far has been an individually hand-built item and with
each Vehicle built, there have been modifications incorporated into them.
Reasons for the continuing changes vary, but many of them are; customer requirements change, new operational
requirements occur, technology improves, old parts become obsolete and operator suggested improvements are
incorporated.
Each of these causes has resulted in subtle differences between individual Vehicles in the Millennium Plus series.
The Millennium Plus is an upgraded and enlarged version of the Hydra™ Millennium Vehicle. Although there are
variations between some of the individual Millennium Vehicles (outlined below), they all share the following common
features:
• Overall horsepower increased to 220EHP (164.1KW).
• Axial and lateral thruster arrangement changed to a vectored configuration.
• All Millennium Plus Vehicles have Fiber Optic data/video transmission to/from the Vehicle.
Functionally, all Millennium Plus Vehicles operate in a similar manner. Differences between Vehicles are mainly
limited to the list below, along with minor relocation of some small components such as compensators, bumpers,
gauges etc.
Major differences:
• Both Gespac and OPAC Telemetry systems are in use, commonly with OPAC in the Pilot Chair and GESPAC
in the Vehicle.
• Amplifier (Amp) Can and Proportional Control Unit (PCU); Early Millennium Plus Vehicles housed the proportional
amplifiers in the one-atmosphere Amp Can. The PCU contained only the valves and associated wiring. On later
Millennium Plus Vehicles, the amplifier cards were moved to the PCU and the Amp Can was discarded. See
Section 5.5.3 for more detail.
• Oil-level sensor added to the Tether/Transformer comp (ELECT).
There are additional differences in optional equipment as well as field modifications intended to meet various
customer or job requirements, which are outside the scope of this manual, but should be covered by additional
supplied manuals or manufacturer’s data sheets.
Figure 56: Millennium Plus in a Cage Type TMS
The vehicle illustrated in Figure 57 is a typical Millennium Plus vehicle.
Figure 57: Millennium Plus
Vertical Thruster
Assemblies – 4ea
Tether Strain Relief
Port Aft
Vectored Thruster Stbd Fwd
Vectored Thruster
Hydraulic Reservoir Stbd Rate

Control Unit (RCU)
Tether
Termination
Port Proportional Can
Control Unit (PCU)
Stbd Aft
Stbd Proportional Vectored Thruster
Control Unit (PCU)
Figure 58: Millennium Plus Vehicle Foam Block Removed – Stbd/Aft View
Stbd Fwd
Port Fwd Vertical Thruster
Vertical Thruster
Stbd Aft
Vertical Thruster
Telemetry Can Roller
Guide and Rails
Port Aft
Vertical Thruster
Port Fwd
Horizontal Thruster
Transformer Can
Telemetry Can
Port Rate
Control Unit (RCU)
Fwd Hydraulic
Power Unit (HPU)
Fiber Optic Can
Aft Hydraulic
Cardev Filter Power Unit (HPU)
Figure 59: Millennium Plus Vehicle Foam Block Removed – Port/Aft View
Note: The Amp Can is not present on all vehicles; see Sections 5.3.10 and 5.5.3 for additional details.
5.1 Frame
The Millennium Plus Vehicle is constructed using a free-flooding frame to provide support and mounting areas for
all the components of the vehicle. The frame consists of structural members, brackets, mounting plates, skids, and
bumpers. Structural members and some mounting brackets are extruded 6061-T6 aluminum shapes welded to form
an open frame. The frame is lightly bead-blasted for a uniform matte finish.
Other brackets, which are also made of 6061-T6 aluminum, are anodized for corrosion protection and are bolted to
the frame with insulators.
Ultra High Molecular Weight (UHMW) polyethylene skids and bumpers are fastened to the sides and stern of the
main frame. This protects the vehicle from abrasion.
Aluminum plating is bolted to the underside of the frame to protect vehicle components from protruding objects and
to support the lead ballast.
5.1.1 Anodes and Fasteners

Zinc sacrificial anodes are fastened to the frame in specific locations to provide corrosion protection for
the frame and the other vehicle components. Special magnesium anodes are installed on the manipulators for
corrosion protection. Fasteners are primarily made of stainless steel.
5.2 Buoyancy / Ballast

Like all submerged craft, the Millennium Plus Vehicle requires buoyancy in order to counteract its in-water mass and
keep it stabilized in the vertical plane. Buoyancy is provided by the foam block, which provides a fixed amount of
upward lift that is usually greater than the Vehicles in-water mass. The excess buoyancy is needed when handling
heavy loads such as tools or other objects. Ballast in the form of lead blocks is used to compensate for the excess
buoyancy when heavy loads are not being carried.
A Vehicle that floats upwards without any assistance from thrusters is said to be positively buoyant. A Vehicle that
sinks is said to be negatively buoyant. A Vehicle that neither floats nor sinks is said to be neutrally buoyant.
5.2.1 Foam Block

The foam block is made from syntactic foam, which is a material made up of hollow glass micro-spheres (also called
microballoons) which are bound into an epoxy resin matrix. Syntactic foam can provide compact, easily shaped
blocks of low-density flotation that also has extreme crush resistance, making it an ideal material for use on an ROV
system.
The Millennium Plus foam block consists of two individual cast blocks of Syntactic foam covered with a thin coating
of Polyurethane (see Figure 60, Figure 61, and Figure 62). The Polyurethane coating provides impact resistance
to the Syntactic foam, as the Syntactic foam epoxy binder is a somewhat brittle material that can be damaged by
impacts to its unprotected surfaces.
Figure 60: Millennium Plus Forward Foam Block Figure 61: Millennium Plus Aft Foam Block
Figure 62: Millennium Plus Foam Block Assembly
The location of the data plate is underneath the port forward corner of the foam block as shown in Figure 62.
Note: Syntactic foam can lose buoyancy over time due to water absorption into the epoxy. The rate of water
absorption will vary with the depth, number of dives, amount/types of surface damage and the type/thickness
of any surface coatings, but can range to over a 10% loss of its buoyancy in a five-year period. This buoyancy
loss is permanent and drying out the syntactic foam will not recover the lost buoyancy. This is due to surface
cracking and the failure of microspheres near the surface of the foam block that will rapidly refill with water
when the foam block is re-submerged.
Note: All Millennium Plus Vehicles currently use microsphere Syntactic foam as their standard flotation. Be
aware that other types of floatation utilizing large (less than 1/4” (6.4mm) to greater than 10” (250mm)
diameter) thermoplastic, glass or ceramic spheres (known as macrospheres) are in wide use throughout
the industry. Their flotation and depth characteristics can vary widely while superficially appearing similar to
the Millennium Plus foam (Oceaneering-built ROV systems use microsphere floatation only).
Always use caution when adding floatation with unknown specifications, as that flotation could unexpectedly
fail if its depth rating is exceeded.
Syntactic foam is designed for a specific water depth rating and typically has
a relatively small safety margin (25% or less of its maximum depth rating is
common).
CAUTION!
Determining the depth rating (or density) of unmarked syntactic foam can be
difficult and exceeding the depth rating of the Syntactic foam can result in its
complete loss of buoyancy.
Microsphere foam is generally safe to drill into, but drilling into macrosphere
Syntactic foam can cause internal damage to the foam block macrospheres, up
CAUTION! to and including the total loss of the foam bock’s buoyancy.
Avoid drilling holes into any Syntactic foam unless you are sure of the type of
foam you have.
5.2.2 Lead Ballast

Lead blocks are used to adjust the buoyancy and trim of the vehicle. When payloads or auxiliary equipment are
added, lead must be removed and/or repositioned to trim the Vehicle and maintain ‘proper buoyancy’.
Proper buoyancy will vary depending on the operational task the Vehicle is involved in, the extra equipment the
Vehicle is carrying, personal preferences of the Pilot, etc.
Lead is a toxic material when its dust is breathed in or ingested. Lead is not
readily absorbed through the skin. But lead dust on the hands, skin, or clothing
can easily be transferred to the mouth by eating or drinking.
WARNING!! Always wear gloves when handling lead bricks.
Always wash hands and forearms after handling lead.
If you must cut or machine lead bricks, always wear a mask and ensure that
chips and particles are carefully cleaned up and properly disposed of.
5.2.3 Lead Ballast Tray

The Vehicle contains a movable lead ballast tray that is located between the Vehicle’s center skids. The tray allows
the Vehicle’s fore/aft trim to be adjusted by either the addition/removal of lead blocks in the tray and/or the forward/
aft movement of the tray. The position of the tray is controlled by the Pilot via a hydraulically activated cylinder. This
facilitates trim adjustment during the dive.
Figure 63: Lead Ballast Tray
5.3 Equipment and Termination Cans (Housings)

The Millennium Plus Vehicle contains a mixture of pressure-tolerant Cans and oil-filled Cans (housings).
Note: Both “Housing and “Can” are widely used terms referring to the container that encloses wiring, Fiber Optic
terminations, electronic components, mechanical assemblies, etc.
As either term can be and has been used to refer to either an oil-filled or a pressure-tolerant Can. This
document will use the generally accepted names, but in an effort to reduce any possible confusion, will use
“oil-filled” or “pressure-tolerant” as required to clarify any ambiguous names.
5.3.1 Oil- filled (Oil-Compensated) Cans (Housings)

Oil-filled Cans are used where the internal components can withstand the effects of both high pressure and oil
immersion are able to tolerate both being immersed in oil as well as being able to operate in ambient pressure.
Electrical terminations, cables, sliprings, valve packs, motor windings, Fiber Optic connectors and certain electronic
components will generally operate reliably in oil-filled environments.
Oil-filled housings also offer a substantial weight saving over pressure-tolerant Cans.
This is accomplished by completely filling them with oil and then using a compensator to maintain the oil at an
above-ambient pressure.
The compensator is a flexible rubber bladder that holds a volume of oil. When the compensator is expanded by
being filled with oil, it will maintain a positive oil pressure in the compensation circuit for as long as there is no oil lost
from the circuit. Should a leak develop, it will be the oil that leaks out, rather than the seawater leaking in.
Oil-compensated Cans (housings) on the vehicle include the following:
• Tether Termination Can
• Transformer Can
• Motor Stator Housings
• Oil-filled cables
• Proportional Control Unit (PCU)
• Rate Control Unit (RCU)
• Mini-RCU
5.3.2 Tether Termination Can (Oil-Filled)

Located on the aft port side of the Vehicle, the Tether Termination Can is the point where the tether’s electrical and
fiber optic connections are mated to the Vehicle’s systems. Oil-compensated cables are routed from the Tether
Termination Can to the Transformer Can, the two HPU motors and the FO Can.
The Tether Termination Can contains lethal high voltage electrical connections.
WARNING!! Always ensure that proper Lock out / Tag Out (LOTO) procedures are followed
when working in the Tether Termination Can.
Low Voltage Termination
Fiber Optic Couplers

Stbd Mid-Ship Stanchion
(see text)
High Voltage
Termination Strips
Grounding Lug
Tether
Termination Can
Figure 64: Tether Termination Can, Oil-Filled Figure 65: Tether Termination Can,
Exploded View with Cover Removed
The Starboard mid-ship stanchion provides support for the weight of the Syntactic Foam block. It is designed to be
temporarily removed to allow access to the Tether Termination Can.
5.3.3 Transformer Can
Terminal Strips
Transformer Can
Transformer
Port Mid-Ship Stanchion

(see text)
Figure 66: Transformer Can, Oil-Filled Figure 67: Transformer Can, Cover Removed
The Transformer Can contains lethal high voltage electrical connections.

WARNING!! Always ensure that proper Lock out / Tag Out (LOTO) procedures are followed
when working in the Transformer housing.
The Vehicle Transformer Can is an oil-filled housing that contains a single high-voltage, step-down transformer with
multi-tapped primary and secondary windings.
The purpose of the transformer is to convert the high voltage from the tether to lower voltages required by the
Vehicle’s onboard electronics and lighting.
The transformer’s primary winding is connected to the Tether Termination Can through an oil-filled cable. The
transformers secondary windings are connected to the Telemetry Can by an oil-filled cable, where they supply
electrical power to the Vehicle’s various electrical power systems and lighting.
The Port mid-ship stanchion provides support for the weight of the Syntactic Foam block. It is designed to be
temporarily removed to allow access to the Transformer Can.
5.3.4 Electric Motor Housings (Hydraulic Power Packs – Gold Motor)
Aft Hydraulic Power

Unit (HPU)
Forward Hydraulic
Power Unit (HPU
Thruster Shaft Seal

Compensator (SS)
Figure 68: Hydraulic Power Units (HPUs)
The motor housing and the Pressure Balanced Oil-Filled (PBOF) connectors
connecting them to the tether termination contains lethal high voltage electrical
WARNING!! connections.
Always ensure that proper Lock out / Tag Out (LOTO) procedures are followed
when working on the motor housing or their PBOF connectors.
Both electrical motor stator windings are connected to the Tether Termination through oil-filled cables terminated
with Pressure Balanced Oil-Filled (PBOF) connectors.
In addition to providing protection against leaks and reducing weight, oil filling the motors also aids in cooling the
motor windings.
5.3.5 Oil-Filled Cables

Most cables on the Vehicle are of oil-filled Tygothane tubing construction and are terminated with either Pressure
Balanced Oil-Filled (PBOF) connectors or conventional rubber molded and o-ring sealed connectors.
PBOF connectors allow oil from the cable to fill the slight void between the male and female parts of the connector
when they are mated. The oil is at a slightly higher pressure than ambient, which means that if a leak occurs, oil will
leak out, rather than seawater leaking in.
Conventional connectors form a dry one-atmosphere environment around the connector’s internal pins and
sockets. While it is important to ensure that all connectors are properly sealed when mated, it is especially true for
conventional connectors. Flooding this type of connector will often damage it to the point where it must be replaced.
Besides subsea connectors, oil-filled Tygothane cables are also connected to tubing penetrators, which are basically
hollow adaptors, allowing wires to pass directly from an oil-filled housing into the Tygothane tubing without using a
connector.
Tubing penetrators are used where a Tygothane cable connects to an oil-filled housing. The inside of the Tygothane
is therefore pressure-compensated by the oil from the housing to which it is connected.
Custom oil-filled Tygothane cables offer an advantage over traditional rubber molded cables in that they are easily
field-repairable and can be made with the exact number and types of electrical conductors required.
Traditional rubber jacketed cables have a dry core and under pressure the jacket will compress around the core.
If there is a thin spot, cut or an air bubble in the rubber jacket, the jacket can fail at that point. Seawater can then
wick up the cables core into the area around the connectors solder cups, shorting them out. An oil-filled cable is
self-compensating for water pressure and the heavy Tygothane jacket is much more resistant to damage than a
rubber jacketed cable.
However, Tygothane is susceptible to ultraviolet light damage and will harden and crack over time (typically two
years or less). The Tygothane oil-filled cables must be regularly inspected and changed out as they start to discolor,
craze or harden.
5.3.6 Pressure-Tolerant Cans (Housings)

Pressure-tolerant Cans (also referred to as one-atmosphere Cans, pressure-resistant Cans or simply pressure
Cans) are used to provide an interior environment that is equivalent to the surface pressure. This is necessary for
delicate components and electrical systems that cannot survive getting wet or cannot withstand the ambient water
pressure.
Pressure-tolerant Cans must be heavily built to withstand the water pressure at

the Vehicles rated depth; their covers are heavy, bulky and can be very awkward
to handle when being removed.
CAUTION!
Once removed, the cover will have exposed sealing surfaces that can be damaged
with improper or carless handling.
Always handle covers with the utmost care.
Pressure-tolerant Cans on the Vehicle include the following:

• Telemetry Can
• Fiber Optic Can
• Amp Can (Not fitted to all Millennium Plus Vehicles)
• Pressure Transducer Can
The Vehicle features additional equipment that is also housed in pressure-tolerant Cans:
• Cameras
• Pressure Transducer (Paro)
• Lights
• Altimeter
• Sonar Head
• Survey Gyro
• Doppler Velocity Log (DVL)
• Various survey (third party) packages; ranging from Responders to Pipe Trackers
Note that ALL pressure-tolerant Cans have a design depth rating with a safety
margin.
Oceaneering supplied equipment pressure-tolerant Cans are designed for the
Vehicles maximum operating depth and have an appropriate safety margin built
in to them.
CAUTION! Exceeding the safety margin of any pressure-tolerant housing will destroy the
housing and any equipment contained in it.
Be aware that an implosion shockwave could also cause damage to the foam
block or other nearby equipment.
Always check the depth ratings of any equipment that is being mounted to the
Vehicle and do not exceed it.
5.3.7 Telemetry Can

Normally located in the aft foam block tunnel in dual tunnel foam blocks, the Telemetry Can contains the OPAC
Stack and associated switching, control electronics, various power supplies and interconnection wiring.
The Telemetry Can is mounted to a Roller-carriage Assembly that rides on a Dual Rail Assembly mounted on top of
the Vehicle’s frame. The Roller-carriage allows the Telemetry Can to be slid out of the foam block tunnel. This makes
it easier to remove and reinstall the Telemetry Can cover as well as to gain access to the internal components of
the Telemetry Can.
The Telemetry Can’s penetrator head contains the various electrical connectors that are required to connect the
Vehicle’s external systems to the Telemetry Can’s internal components.
End Cap
Housing
Vent/Vacuum Port
Dual Rail Assembly Penetrator End Cap
Roller-Carriage Assembly
Figure 69: Millennium Plus Telemetry Can, Vehicle Foam Block Removed
Figure 70: Telemetry Can Extended from the Foam Block
Figure 70 shows the Vehicle with the aft tunnel cover removed, the Telemetry Can extended from the aft tunnel and
with the Telemetry Can cover removed.
When the Telemetry Can is uncovered and extended, the Telemetry chassis is very vulnerable to damage, particularly
water damage. Extreme care must be taken to ensure that the foam block surfaces above the Telemetry Can are
first dried off to prevent seawater from dripping into the Telemetry Can chassis.
The Telemetry Can cover is very bulky and heavy; always use at least two
WARNING!! people and a lifting harness when removing or reinstalling the Telemetry
housing cover.
5.3.8 Water Alarms

With the exception of the Rate Control Units, all pressure-tolerant and oil-filled Cans have water ingress sensors
built into them.
In the event that a water sensor detects water in the Can, an alarm will be indicated on the CTAG graphics display.
The Telemetry Can penetrator End Cap features a Swagelok fitting, capped with a removable plug. The fitting is
generally known as a vent/vacuum port and as the name implies it serves two purposes:
• Removing the plug allows Telemetry Cans internal pressure to equalize with the external pressure; otherwise
the cover can prove to be difficult to remove.
• Provides a port for connecting a vacuum pump. Pulling a vacuum on the Telemetry Can when the cover is
being reinstalled will assist in seating the cover on the penetrator head and will give a confidence test that
the o-rings have sealed.
In addition, the vent/vacuum port has a sensor built into it that will indicate an alarm if the vent/vacuum port plug is
left off.
Note that the sensor is unable to differentiate between a missing plug and a plug that is in place but not fully
tightened.
Vent/Vacuum Port
Figure 71: Vent/Vacuum Port
As part of your Pre-dive procedures, always double check to ensure that the vent/vacuum port plug is on tight.
The ‘missing plug’ sensor on the vent/vacuum port is not intended as a replacement
for Pre-dive checks or for physically checking and ensuring that the plug is in
place on the vent/vacuum port and is tight before each dive.
The sensor is intended only as a warning device in the event that the plug is left
CAUTION! off.
Take care not to over tighten the plug as that can damage the plug or vent/vacuum
fitting preventing a proper seal.
Always follow the Manufactures installation instructions when installing or reusing
fittings.
Leaving the vent/vacuum plug off or loose is the single most common reason for
flooding the Telemetry Can.
CAUTION! ALWAYS double-check that the vent plug has been installed and retightened
before diving the vehicle after the Telemetry Can cover has been removed/
reinstalled.
5.3.9 Fiber Optic Can

Contains the Fiber Optic data/video transmission system and associated electronics/wiring.
The design of the Fiber Optic Can is different from the Telemetry Can. Instead of a cover coming off a fixed chassis
like the Telemetry Can, the FO chassis and penetrator head pulls out of a fixed cover.
This configuration requires extra diligence when removing the FO chassis from the Can. Failure to adequately
support the FO chassis while extracting it from the Can will result in damage to the delicate electronic components
mounted to it.
The Fiber Optic penetrator head contains a reusable Swagelok fitting, capped with a removable plug. The fitting is
generally known as a vent/vacuum port and as the name implies it serves two purposes:
• Removing it allows internal pressure to equalize with the external pressure; otherwise the housing can
prove to be difficult to remove.
• Provides a port for connecting a vacuum pump. Pulling a vacuum on the housing when the cover is being
reinstalled will assist in seating the cover on the penetrator head and will give a confidence test that the
o-rings have sealed.
Note: Unlike the Telemetry Can, there isn’t a “missing plug” sensor installed on the FO Can vent port. Always double
check that the port plug is tight after the FO Can is removed and replaced.
Use care when reinstalling connectors on the penetrator head. Carefully inspect
CAUTION! each bulkhead connector receptacle (BCR) to ensure that the internal o-ring is in
place (if applicable).
The FO Can chassis is bulky. Always use care when handling the Fiber Optic Can
CAUTION!
housing.
Figure 72: Millennium Plus Fiber Optic Can
5.3.10 Amplifier (Amp) Can

The Amp Can contains the Wandfluh U05 proportional amplifier driver PCBs that controls the proportional valves
located in the Proportional Control Unit (PCU).
In vehicles not fitted with an Amp Can, the proportional amplifier driver PCBs have been placed internally in the PCU
assembly (see Section 5.5.3 for additional detail).
Wandfluh U05 proportional amplifier PCBs have been used in the both Amp Can and mounted internally in the TCU
(very few U05 PCBs were used internally in TCUs). OII PWM driver PCBs have only been mounted in the TCU
and have not been used in an Amp Can. The vast majority of Millennium Plus systems will have the OII PWM PCB
internally mounted inside the TCU.
Wandfluh Current
Amp PCBs
Figure 73: Amp Can Figure 74: Amp Can with Cover Removed
5.3.11 Transducer Can

The Transducer Can contains four identical analog output pressure transducers:
• Hydraulic oil pressure transducer.
• Ambient hydrostatic pressure (depth) transducer.
• Port PCU Tool pressure transducer.
• Starboard PCU Tool pressure transducer.
CTAG uses the output of the hydraulic oil pressure transducer and the ambient hydrostatic pressure transducer
to provide a graphical overlay showing the vehicles hydraulic oil-pressure. The ambient pressure transducer also
serves as a backup depth transducer in the event of a Paroscientific depth transducer failure.
The Port and starboard PCU Tool pressure transducers provide a means to monitor the pressure output of the
PCU’s proportional pressure/flow tool circuit.
Pressure Transducer
Can
Pressure Transducers
Connector
Figure 75: Transducer Can Figure 76: Transducer Can with Cover Removed
5.4 Hydraulic System

The Millennium Plus Vehicle hydraulic system is composed of several subsystems. Each of these systems performs
a dedicated function within the overall vehicle system:
• Hydraulic Power Unit (HPU); composed of a high-voltage three-phase electric motor driving a variable
displacement constant pressure hydraulic pump. The HPU provides the pressurized oil required for the operation
of the various subsystems. Note that the Millennium Plus vehicle utilizes two identical HPUs.
• Hydraulic Oil Reservoir; composed of a single 9-gallon (34 Liter) reservoir that provides oil storage for the
hydraulic system.
• High Pressure Oil Filters; cleans the oil and prevents large particles from moving through the system, damaging
or blocking other components. Note that each HPU has its own dedicated HP filter.
• CARDEV Water Removal Filter; removes small amounts of seawater that manage to contaminate the oil.
• Pressure Monitoring Gauges; allows for the pressure monitoring of the various parts of the hydraulic system.
• In-Line Hydraulic Components; a group of active hydraulic components that perform specific functions within
the hydraulic system.
• Pressure Relief Valve; controls over-pressure spikes in the hydraulic system.
• Counterbalance valves; prevents drifting or sagging of the pan/tilt or manipulators.
• Check Valves; allows the two hydraulic pump outputs to be combined.
• Proportional Control Unit (PCU); provides a number of proportional (variable) hydraulic outputs.
• Rate Control Unit (RCU); provides a number of rate (fixed flow, either on or off) hydraulic outputs.
• Thrusters; four vertical, four horizontal provide the means to control the Vehicle’s movement in the water.
See the Hydraulics section for more detailed information.
High-pressure hydraulic systems pose a danger to personnel where pinhole

leaks develop in hoses, tubing or fittings.
Pinhole leaks can cause both high-pressure injection injuries and atmospheric
fogging.
High-pressure injection is where hydraulic oil under high pressure is injected into
WARNING!!
or cuts a part of the body; most commonly the hand.
Never use your hands to feel for hydraulic leaks when the hydraulic system is
operating.
Atmospheric fogging can present a considerable fire hazard. In addition, it can

cause severe eye injury and/or respiratory damage.
5.4.1 Hydraulic Power Units (HPUs)

The HPU electrical drive motor is an 110EHP (82KW), 3000VAC three-phase (3Ø) motor. The motor is coupled to
a variable displacement constant pressure hydraulic pump.
The Millennium Plus ROV utilizes two hydraulic pumps running in parallel i.e. their outputs are teed together through
separate check valves located on the pressure output of each pump.
The use of two identical power packs provides redundancy in case of a power pack failure. The vehicle can operate
on a single power pack for extended periods if necessary.
However, factors such as currents, payloads or operational tasks may require that the vehicle is recovered and
repaired, in order to re-establish full hydraulic power.
Tygon Grounding Strap
PBOF Connector
Aft HPU
Forward HPU
Data Plate Location
Figure 77: Forward and Aft HPUs Figure 78: 110EHP (82KW) Motor and 71cc Pump
Figure 79: Motor Data Plate
Note: The plate shown in Figure 79 is only an example. For each actual plate, the “Date XX/XX/XX - 00X” field will
depict the HPU’s actual date of manufacture.
The Grounding Strap Shown in Figure 80 and Figure 81 serves as a safety

device to protect technicians against a possible electrical shock hazard should a
fault develop in the wiring of the Impulse MSSM-HV connector shell.
WARNING!!
The connection should be periodically tested to ensure that a proper ground
connection exists between the connector shell and the Vehicle frame.
Refer to OII Technical Bulletin #88 for additional details.
Grounding Lug
Grounding Lug
Figure 80: Grounding Lugs on HPU Motor Connectors
Grounding Lug
Figure 81: Grounding Lugs on HPU Motor
5.4.2 Hydraulic Oil Reservoir

The main hydraulic oil reservoir is self-compensating, in order to maintain the positive inlet pressure required by the
pump, regardless of Vehicle depth.
The reservoir is comprised of a single 9-gallon (34 Liter) capacity reservoir. The reservoir is constructed using a
flexible Firestone® bladder sandwiched between an aluminum base and reservoir cover. A steel spring connected
internally between the reservoir cover and the reservoir base exerts a force in order to maintain the reservoir
pressure at 4 to 10psi (0.27 to 0.7 Bar) above ambient.
Note: On deck pre-dive reservoir pressure should not exceed 7PSI (0.5Bar). Overfilling the reservoir is a bad idea,
as over pressuring the reservoir can lead to pump damage due to cavitation of the oil. If you need extra oil,
say to compensate for oil loss due to small hydraulic leaks, add an additional small reservoir instead until
you can make repairs.
A sensor, mounted to the reservoir measures the oil level in the reservoir. The level information is displayed as a bar
graph on the CTAG graphics display.
The reservoir also contains an oil temperature sensor and water sensor that is used to detect the presence of water
in the oil.
Hydraulic Oil Oil-Temp and Water Alarm

Level Sensor Electrical Connection
Figure 82: Main Reservoir
5.4.3 Cardev Water Removal Filter

The Cardev water filter is a specialized hydraulic filter that will absorb small amounts of seawater that have
contaminated the hydraulic fluid.
Note: If the system’s hydraulic oil is contaminated with large amounts of water, the system must be completely.
drained, flushed, and refilled with clean hydraulic oil. The Cardev filter will not be able to clean the oil.
Cardev Water Filter
Figure 83: Cardev Water Filter
5.4.4 High Pressure Filters

The hydraulic circuit incorporates two individual high-pressure filters that are located in the main hydraulic lines on
the pressure side of the hydraulic pumps. The filters are contained in cylindrical, anodized aluminum housings and
are rated for 3-micron filtration.
Note: There are two alternate mounting oppositions for the High Pressure Oil Filter; horizontal mounting as shown
on the upper left photo and vertical mounting as shown on the upper right photo. The port side filter is
mounted only in a vertical orientation, as shown in the lower center photo.
Figure 84: High Pressure Oil Filters
5.4.5 Y-Strainer
Main Reservoir
Figure 85: Y-Strainers Mounted to Main Reservoir Base
Body
Outlet Inlet
Screen
Screen
2-228 Buna N70 O-ring
2-228 Buna N70 O-ring
Number 32 Cap
Number 32 Cap
Figure 86: Y-Strainer, Exploded and Internal Cut-Away Views
Systems are equipped with a low flow restriction, large particle (greater than 0.1inch / 2.5mm) strainer assembly
that mounts between the oil reservoir and the pump inlet. The strainer is intended to capture any large debris that
may damage the pump.
5.5 Oil Compensation System

This is done by connecting together the housings that you want to protect, filling them completely with oil, and then
maintaining that oil at an above-ambient pressure by the use of a compensator.
A compensator is a 1-gallon (3.8 Liter) capacity assembly consisting of an aluminum base, a flexible rubber bladder
and a compensator cover. When the compensators bladder is expanded by being filled with oil, it will maintain a
positive oil pressure in the comp circuit for as long as there is no oil lost from the circuit.
Note: Water will only enter the comp circuit if the internal oil pressure becomes lower than the external pressure.
Note: The compensator location and functions shown in Figure 87 are typical locations but can vary between
Vehicles.
Fwd Motor
Compensator PCU and RCU
Compensator
Aft Motor
Compensator
Tether Term Can and

Transformer Can
Compensator
Thruster Shaft Seal

Compensator
Figure 87: Compensators
In Millennium Plus Vehicles, there are five independent compensators that maintain positive pressure within the
Vehicle’s oil-compensated housings.
The compensators and their functions are as follows:
• Valve Pack Compensator (PCU); supplies oil to the Port and Starboard Proportional Control Units (PCUs)
and the Port and Starboard Rate Control Units (RCUs). Each valve pack is plumbed with a 10-psi check
valve to tank in case of valve leakage or thermal expansion of the comp oil.
• Termination Can/Transformer Can (TERM) Compensator; supplies oil to the Tether Termination Can and
the Vehicle Transformer Can.
• Port Motor (AFT) Compensator; Supplies oil to the port motor. 20psi (1.4Bar) check valves prevent
communication between the two housings in case of a failure of one of the two motors.
• Starboard Motor (FWD) Compensator; Supplies oil to the starboard motor. 20psi (1.4Bar) check valves
prevent communication between the two housings in case of a failure of one of the two motors.
• Thruster Shaft Seals (SS) Compensator; supplies oil to each of the individual thruster seal housings.
Each compensator is connected to an individual pressure gauge that allows for consistent filling when performing
maintenance checks or repairs. The pressure gauges also allow for the monitoring of any pressure changes due
to oil loss, valve leakage, thermal expansion, air bubbles etc. in operation by using the Vehicle Camera to view the
gauges.
The compensator pressure is normally kept at a positive pressure of between 5 and 7psi (.3~.5Bar) above ambient:
• Any leaks present will result in oil coming out, rather than water going in; a small external leak is infinitely
less damaging to the system than seawater ingress would be.
• It is usually a simpler process to find and repair an external leak than to repair damage caused by the
ingress of seawater into a compensated system.
Note: The names shown in parentheses indicate the label name that is attached to the pressure gauges.
Note: On some systems, the Termination Can/Transformer Can (ELECT) Compensator has an oil level sensor
attached to it, allowing CTAG to display the oil level on the graphics display screen.
Each compensator is normally charged through an individual quick-disconnect fitting, the location of which can
vary between Vehicles, but is generally mounted to the top plate of the individual compensator. A quarter-turn valve
installed in each compensator circuit’s feed line allows the compensator to be isolated from its compensation circuit.
A vent fitting is provided on each compensator to assist in removing any air that may become trapped in the
compensator. Because water gravitates to the lowest point of the housing, each compensator has a water check/
drain port mounted directly on its bottom.
Prior to launching the system, check that each compensator reservoir’s quarter-
turn isolation valves are open and that the reservoir is filled to the proper pressure.
CAUTION!
Damage can occur if a compensator is left isolated from its respective circuit or if
the compensator circuit oil pressure becomes too low or is overfilled.
Note: Compensators are typically filled to a range between 5 and 7 PSI (.3~.5 Bar). Be aware that if you are working
at shallow depths in unusually warm water. You will likely need to decrease the on deck comp pressures prior
to your dive, in order to maintain your set comp pressure while working. This is due to the heat expansion of
the comp oil in water. Consequently, if you are operating in extreme depths the comp pressures may need be
to be slightly increased in order to compensate for the loss of comp oil volume as the oil shrinks due to
pressure and cold at depth.
5.5.1 Hydraulic System Pressure Gauges

Pressure gauges are provided to enable technicians to monitor the hydraulic pressures in each of the various
hydraulic sub-systems during maintenance or system checks. The gauges are also used to monitor the hydraulic
system while the Vehicle is in operation.
Pressure gauge bars are divided into three gauge bars as shown in Figure 88. The Upper Gauge Bar is comprised
of gauges used for monitoring the comp system, while the Port and Starboard gauge bars are used to monitor the
active hydraulic systems.
Figure 88: Pressure Gauge Locations (Typical)
Active hydraulic systems that are monitored with gauges are:

• System Hydraulic Pressure (HP); 0-5000 PSI (0-345 Bar)
• Starboard Tool (S-Tool); 0-5000 PSI (0-345 )
• Port Tool (P-Tool); 0-5000 PSI (0-345 Bar)
• Water Filter Backpressure (CARDEV); 0-160 PSI (0-11 Bar)
• Starboard RCU Low Pressure Setting #1 (SLP1); 0-3000 PSI (0-207 Bar)
• Starboard RCU Low Pressure Setting #2 (SLP2); 0-3000 PSI (0-207 Bar)
• Port RCU Low Pressure Setting #1 (PLP1); 0-3000 PSI (0-207 Bar)
• Port RCU Low Pressure Setting #2 (PLP2); 0-3000 PSI (0-207 Bar)
Comp systems that are monitored with gauges are:

• Forward Motor Comp (FWD); 0-15 PSI (0-1 Bar)
• Aft Motor Comp (AFT); 0-15 PSI (0-1 Bar)
• Thruster Shaft Seal (SS); 0-15 PSI (0-1 Bar)
• Tether Termination and Transformer Comp (TERM); 0-15 PSI (0-1 Bar)
• PCU and RCU Comp (TCU); 0-15 PSI (0-1 Bar)
• Main Reservoir pressure (MAINS); 0-15 PSI (0-1 Bar)
Note: The names shown in parentheses indicate the label name that is attached to the gauge. Gauge positions are
shown in their standard positions. Gauge positions can and do vary from system to system.
5.5.2 In-Line Hydraulic Components

Specialized in-line hydraulic components are used to perform specific functions within the Vehicle’s overall hydraulic
system.
The Millennium Vehicle’s hydraulic circuit in-line valves include:
• Pressure Relief Valve; which is used to protect the system from high-pressure impulses, it is set to actuate
at a relief pressure 300psi (20.7 Bar) over the lead HPU high-pressure setting.
• Counterbalance valves; are installed in line with the rate valves on manipulator and pan and tilt functions
and are used to prevent drifting of the functions. They also have an automatic relief feature that protects
against backpressure in the circuit that results when actuators are forced back against closed rate valves.
• Check Valves; prevent pressure communication between the two hydraulic pumps and are located in the
main hydraulic lines from each pump.
Note: The Pressure Relief Valves take a great deal of abuse while performing their function of protecting the system
hydraulics. The valves should be tested or changed out at regular intervals to ensure continued system
protection.
5.5.3 Proportional Control Unit (PCU)

The Millennium Plus Vehicle contains two individual Proportional Control Units (PCUs). The PCU is also often
referred to as the ‘Thruster Control Unit or TCU’ and is an oil-filled, pressure compensated, housing/manifold,
containing four proportionally controlled directional valves and a single proportional reducing/relieving valve.
Both the Starboard and Port PCUs are configured in a similar manner, three of it’s four proportional direction valves
are dedicated to thruster control, while the fourth proportional direction valve along with the single proportional
reducing/relieving valve is dedicated to tooling control.
Command for each thruster control valves is provided by movement of the joystick, with the command for the tooling
valve provided by input to CTAG.
The valves are controlled by proportional amplifier cards, which take low-power commands from the Telemetry Can
and provide high-power drive signals for the coils on the valves. Two versions of card have been used in Millennium
Plus systems; Wandfluh U05 and OII PWM.
In most systems, the amplifier card is housed inside the PCU along with the valves. However, some systems have
been built with the amplifier cards housed in the pressure-tolerant Amplifier Can. As such, the PCU can have one
of three internal configurations:
• Option A - w/ terminal strips only, which is used only with an external Amp Can, containing the Wandfluh U05
motherboard proportional amplifier PCBs.
• Option B - w/ Wandfluh U05 proportional amplifier PCBs.
• Option C - w/ OII built Pulse Width Modulated (PWM) PCB.
The internal PCBs take the place of the external Amp Can. See the maintenance section for addition details.
Note: The PCU containing the internally mounted OII PWM PCB is by far the most common version of PCU in use
on Millennium Plus Vehicles. Each of the PCU versions is functionally equivalent to the other versions and
operates in a similar manner.
Port Proportional Starboard

Control Unit Proportional
Control Unit
Figure 89: PCU Locations
Pressure Relief Valve
OII PWM PCB
Proportional Pressure
Directional Valve
Proportional Pressure
Reducing/Relieving Valve
Figure 90: Port PCU with Cover Removed
5.5.4 Rate Control Unit (RCU)

The vehicle incorporates two 11-station RCUs that supply hydraulic oil to manipulator functions, bypass circuit,
optional tooling, and the camera pan and tilt unit. It is an oil-filled, pressure compensated housing/manifold that
contains 11 bi-directional rate-controlled directional valves.
Each RCU also contains two independently adjustable Pressure Reducing Valves (PRV); each PRV can set the
output pressure on a group of rate valves within the RCU. PRV1 controls the pressure of rate valves 1, 2 & 4 and
PRV2 controls the pressure of the remaining eight valves.
All Millennium Plus Vehicles have the RCUs mounted vertically aft of the pan and tilt unit as shown. However, the
valve pressure and flow control adjustments can be found located on either the outboard or the inboard side of the
Vehicle. The RCU will function in either orientation.
Standard Valve Pack Port Valve Pack
Pressure Adjustments
and Flow Controls
Figure 91: Rate Valves, Port Manipulator Removed
Diode PCB Assembly
RCU Valve Cover

Rate Valves – 11ea
Pressure Adjustment
LP1 and LP2
Flow Control
RCU Valve Adjustments
Manifold
Figure 92: 11-Station Rate Control Unit, Cover Removed Figure 93: 11-Station Rate Control Unit
Note: The Pressure Reducing Valves (PRV) are marked externally on the RCU as PRV1 (LP1) and PRV2 (LP2) and
are often referred to as low-pressure adjustments. The pressure setting of each is indicated by the (P/S)LP1
and (P/S)LP2 gauges on the Vehicle. Be aware that while the PRVs set the output pressures to a value that
is less than the RCU input (system) pressure, the pressure setting can still be quite high. Always monitor the
value displayed by the gauge as they are being set, to avoid over-pressuring any equipment connected to
the RCU.
5.5.5 Propulsion
Thrusters are composed of axial piston hydraulic motors driving three-bladed aluminum propellers housed in Kort
nozzles.
Millennium Plus Vehicles are equipped with eight hydraulic thrusters, four thrusters for vertical movement and four
thrusters set up in the horizontal plane in a 45-degree vectored configuration.
The four vertical thrusters are grouped as two sets of two thrusters, one set composed of the forward port/starboard
thrusters and the second set composed of the aft port/starboard thrusters. Splitting the thrusters into forward and
aft sets allows the Vehicle pitch to be easily trimmed as required.
The four horizontal thrusters are configured in a vectored thrust pattern. Vectored thrust means that the Vehicle
combines the direction and force of all four horizontal thrusters in order to produce a resultant thrust in any direction
in the horizontal plane. Combining the thrust/vector of four independent thrusters will result in increased power and
maneuverability. Axial Vehicles combine only two thrust vectors (fwd/rev & lateral).
The vectored configuration is considered to be superior over an axial configuration for three primary reasons:
• First, ALL four horizontal thrusters contribute thrust to the Vehicle’s movement in horizontal ANY direction. For
example; in moving forward in an axial arrangement, only the port and starboard thrusters are used, in the
vectored arrangement, all four thrusters will contribute to the Vehicle’s forward thrust.
• Secondly, because the thrusters are mounted in a way that keeps the water paths clearer of obstructions,
it makes the thrust delivered in each direction more consistent and more powerful than an axial thruster
arrangement would be.
• Thirdly, the Vehicle’s center of rotation is in the middle of the Vehicle, which makes Vehicle turning movements
smoother and more responsive than an axial thruster arrangement.
As the vectored Vehicle in Figure 94 shows, when commanded to move forward, water moves equally through all
four thrusters. Each thruster contributes approximately equal thrust towards the Vehicle’s forward movement.
As the axial Vehicle in Figure 95 shows, with the same forward command, water moves only through the port and
starboard thrusters, the lateral thruster does not contribute to the forward movement at all. Additionally, the water
flow through each thruster is partly obstructed by the Vehicle’s internal components, which reduces the efficiency
of the two thrusters.
Regardless of the horizontal direction of movement, a vectored thruster configuration will always produce stronger
thrust than a similar sized axial thruster arrangement.
Vehicle Center
of Rotation
Vehicle Center
of Rotation
Figure 94: Vectored Thrust – Water Flow Figure 95: Axial Thrust – Water Flow
Propeller
Forward Port
Vertical Thruster
Kurt Nozzle Forward Stbd
Vertical Thruster
Pedestal
Assembly
Motor
Aft Port
Vertical Thruster
Port Aft Thruster

Stbd Forward
Thruster
Starboard Aft Thruster Port Forward Thruster

Aft Stbd
Vertical Thruster
Figure 96: Thruster Locations with Foam Block Removed
5.6 Standard Equipment

The Millennium Plus Vehicle can be equipped with a number of different standard sensors and camera systems.
Additional details on installed equipment can be found in the manufacturer’s literature.
5.6.1 Cameras
The Vehicle can be equipped with any of several different camera systems. Standard camera packages can vary
due to changing manufacturers or manufacturers improving their technology.
Camera power on/off and zoom/focus controls (if equipped) can be controlled from the Pilot Tray, CTAG soft switches
or from the Pilot Chair touch screen.
Typically the cameras found on a Millennium Plus are:
• Color camera; equipped with remote zoom and focus functions, mounted on a forward hydraulically
operated pan and tilt unit.
• Low light monochrome mini CCD wide-angle, fixed focus camera, often mounted alongside the color
camera on the same pan and tilt unit.
• Monochrome mini CCD wide angle, fixed focus camera, hard mounted on the aft of the Vehicle. Used with
the Cage type TMS to assist the pilot in entering the Cage and viewing the tether. On systems with Top hat
TMS; the camera is mounted on top of the foam block for viewing the tether.
• Color CCD with integrated pan/tilt (Dome Camera) equipped with remote zoom and focus functions (not
normally found on a Millennium Plus, but can be fitted when needed).
• Additional specialized cameras such as HD (High Definition), SIT (Silicon Intensified Target) or stills camera
can be mounted to the Vehicle or to tooling packages as required.
5.6.2 Depth Sensor

The standard Vehicle depth sensor is the Paroscientific Digiquartz Intelligent depth sensor. The depth sensor offers
an accuracy of 0.01% full scale and communicates with the OPAC Stack using an RS232 interface.
Additionally, the pressure sensor in the Transducer Can will be used as a backup depth sensor in the event that the
Paroscientific sensor fails. The analog pressure sensor is typically accurate to about 0.4% full scale and should not
be used except as a backup depth source.
5.6.3 Sonar System

The Millennium Plus Vehicle is equipped with a standard sonar system. The model used can vary by manufacturer,
but will have similar specifications.
Sonar systems are indispensible navigation aides. They are used to both navigate the Vehicle to and from the work
site as well as for locating subsea objects.
5.6.4 Optional Responder/Transponder

The use of a tracking beacon is optional and depends on the operational tasks and job sites that the Vehicle is
working in. Manufacturer and model will vary according to the acoustic tracking system used on the host vessel.
5.6.5 Lighting
The Millennium plus Vehicle features four independently controlled light circuits, each one capable of providing up
to 500w of power. Quantity and position of lights can be configured to suit the work task, but a typical arrangement
would employ one lamp on the pan and tilt unit to point in the same direction as the camera, two lamps mounted on
the Vehicle frame looking forward and one lamp mounted looking aft to provide light for the aft camera.
The lamps typically used are 250w Quartz Halogen. Lamp versions are becoming available that use high intensity
LEDs instead of Quartz Halogen bulbs. The LEDs use less power for a similar light level output and are more
reliable and longer lasting than the Quartz Halogen bulbs.
The light intensity levels can be adjusted from the potentiometers on the Pilot’s tray or from the Pilot Chair touch
screen.
The vehicle can also be fitted with optional High Intensity Discharge (HID) lamps. The fixed-intensity (i.e. non-
dimmable) HID lights produce a higher intensity of light and consume slightly less power than standard Quartz
Halogen lamp, but are slightly larger. When turned on, HID lamps take several minutes to reach full brightness.
When turned off, they must complete a cool-down cycle of several minutes before they can be turned back on.
Vehicle lamps are designed for use in water and should never be left on when the
CAUTION!
vehicle is not submerged.
5.6.6 Manipulators
The Millennium Plus Vehicle is typically equipped with two rate manipulators, which can be any one of several
commercially available or Oceaneering-constructed types. For certain tasks the rate manipulators can be replaced
with spatially correspondent manipulators.
Manipulators are mounted on the forward lower frame of the vehicle on opposing sides. The two manipulators are
not identical in reach and working envelope, but they mirror each other with respect to certain functions. Particularly
the swing and wrist yaw functions, which work from an outboard position towards the center of the vehicle.
The manipulators are pedestal-mounted on heavy aluminum plates welded to the lower vehicle frame. Flexible
tubing to the manipulator functions has a braided stainless steel jacket to protect it from chafing and locked in
pressure from the pilot operated (PO) check valves. The tubing is also protected by aluminum covers, where
possible, to prevent snagging during intervention activities. The manipulator jaws are designed to firmly grip tools
equipped with 3/4” (1.9cm) T-handles.
All functions of rate-controlled manipulators are controlled by solenoid operated rate valves located in the two
11-station rate control units (RCU). This is the most reliable and easily maintained type of manipulator control
system.
A seven-function hand controller operates both the starboard and port manipulators with the operator switching
between the two with a CTAG soft switch located on the upper bar of the CTAG control panel.
All functions of spatially correspondent manipulators are controlled by manufacturer supplied servo/proportional
valves, which are in turn controlled by a custom hand controller dedicated to the particular manipulator in use.
Section 6:
Electrical Power Distribution
Electrical Power Distribution
Section Contents
6.0 Electrical Power Distribution.......................................................................................................................6-1
6.1 Overall Description of Electrical Power Distribution Components ...........................................................6-3
6.2 Millennium Plus Console ..........................................................................................................................6-7
6.3 Power Distribution Unit (PDU) .................................................................................................................6-9
6.4 PDU Component Layout ........................................................................................................................6-12
6.5 GFI Ground Fault Monitoring/Interrupting ..............................................................................................6-13
6.6 System Transformers .............................................................................................................................6-14
6.6.1 House Power Transformer............................................................................................................6-14
6.6.2 Vehicle and TMS Electrical Transformer (VEH ELEX & CAGE ELEX).........................................6-15
6.6.3 HPU Boost Transformers..............................................................................................................6-15
6.7 HPU Boost Transformer Housing and Termination J-Box ......................................................................6-16
6.8 Winch Stationary J-Box ..........................................................................................................................6-18
6.8.1 Winch Stationary Termination J-Box GFI......................................................................................6-19
6.9 Winch Sliprings ......................................................................................................................................6-20
6.10 Winch Rotating J-Box ..........................................................................................................................6-22
6.11 Armored Lift Umbilical ..........................................................................................................................6-22
6.12 TMS Umbilical Termination Can ...........................................................................................................6-24
6.13 TMS Transformer Can..........................................................................................................................6-25
6.14 TMS HPU .............................................................................................................................................6-26
6.15 TMS Sliprings .......................................................................................................................................6-26
6.16 TMS Tether Termination Can (Rotating J-Box) ....................................................................................6-27
6.17 Tether ...................................................................................................................................................6-28
6.18 Vehicle Tether Termination Can ...........................................................................................................6-28
6.19 Vehicle Transformer Can .....................................................................................................................6-29
6.20 Aft/Forward HPUs ................................................................................................................................6-30
6.0 Electrical Power Distribution

This section is intended to describe the components and layout of a of a typical Millennium Plus electrical power
distribution scheme and is limited in scope to the Console, Tether Management System (TMS) and Vehicle. This
is necessary due to the widely varying equipment packages (LARS, Winches, Control and Work Vans) that are
typically supplied with each installed Millennium Plus system.
The Millennium Plus System utilizes High Voltage, High Current components
that can pose Lethal Hazards to personnel who operate and maintain these
components.
WARNING!! High Voltage AC is present in all power transformers, distribution boxes and
panels during normal operation.
Accidental contact with high voltage can result in severe burns and/or heart
failure.
Always use Lock Out / Tag Out (LOTO) procedures and a ‘Two Person’ work
WARNING!!
rule when performing maintenance on High Voltage components.
Always refer to the drawings supplied with your system before undertaking any
WARNING!!
checks or repairs to any part of your system.
The source of the 480VAC (nominal) input power will depend on the operating environment in which the system has
been installed; in a typical arrangement, the source will be ‘dirty’ or ‘raw’ power supplied by the installation or vessel.
This power is generally used directly for powering the HPU motors and a small (15KVA) motor generator (Mini-MG).
The Mini-MG provides ‘clean’ power for the Console, TMS and Vehicle electrical/electronic systems.
The terms ‘dirty or raw’ power refers to the fact that electrical power supplied by the installation (Rig or Vessel) tends
to be less than ideal, suffering from voltage sags, surges, frequency shifts and high frequency impulse noise, all of
which can affect electronic systems to a greater or lesser degree.
The HPU motors are relatively immune to the effects of dirty power, although extended voltage sags can cause an
over-current condition in the motors, which in turn can lead to over-heating and nuisance tripping.
Using a Mini-MG set provides both electrical isolation from the power source and provides the stable, ‘clean’ power
that the Millennium Plus’ more delicate systems require for reliable operation.
Other power schemes are possible, such as high power motor generators, diesel generators or high power UPS
(250KVA+) systems. In such cases there would be a shared common input to each of the PDU breakers rather than
a split ‘Dirty/Clean’ power arrangement.
As the source power arrangements can and do change from system to system, they are outside the scope of
this manual. Consult the supplied manufactures data or manuals provided for information on the power source/s
supplied with your system.
You can also contact the Oceaneering Installations group or your local Technical Department for additional
information or assistance with power problems.
Note: While the term “Cage” has often been used to refer to any type of TMS (Tether Management System), it can
cause confusion to call every TMS a Cage. However, as most electrical schematics, Pilot Console and PDU
labels use the term “Cage”, this misuse cannot be avoided. In this document, TMS is used where possible
when referring to the Cage, except when referencing the electrical schematic, Pilot Console or PDU labels.
Note: In many commonly used documents such as technical manuals, manufacturer’s data sheets or drawings,
you will often notice that inconsistent nominal mains AC Voltages are specified. In practice, is not unusual to
see 110VAC given in one document and 127VAC given in another, with both documents referring to the same
input. The reason for this inconsistent variation is simply the fact that there is no one mains AC Voltage
standard, depending on where you are located (or even the time of day) in the power distribution grid, the
actual measured mains voltage can vary widely. Variations between 85VAC to 135VAC in the Americas and
200VAC to 260VAC in Europe, Africa/Middle East or Australia/Asia are not at all unusual.
Consequently, the mains voltage specified in a document is often an arbitrary value (in the nominal range)
that the person writing the document decides to use. It is important for technicians to realize, that when a
mains AC voltage is specified, your actual AC voltage will probably be different than what is specified, but it
should be within the nominal range of the equipment being powered.
6.1 Overall Description of Electrical Power Distribution

Components
The Millennium Plus electrical distribution system is composed of a number subsections, with each subsection
dedicated to a specific function. Some components are attached to or pass through portions of the Millennium Plus’
handling system. As the type and manufacturer of the supplied handling system can vary between Millennium Plus
systems, references to the handling system will be kept to a general nature only.
The following list is an abbreviated description of the major components involved in the Millennium Plus electrical
power distribution system:
• Power Distribution Unit (PDU); provides breakers, contactor switching/overload trips and voltage/current/
phase monitoring functions for the 480VAC input power.
• Pilot Console; location of the system power on/off switches, current meters and Ground Fault Interruption
(GFI) system (exceptions exist, where power on/off switches and GFI systems are located in the PDU itself).
• Ground Fault Interruption (GFI); two types of GFI systems are in common use; DTEC and Megacon. Both
systems provide real time monitoring and shut down of the High Voltage electrical circuits in the event of a
ground fault occurring.
• Vehicle/TMS (VEH/CAGE ELEX) step-up transformers; provides for electrical isolation and decreases
the power loss through the Umbilical/Tether to the Vehicle/TMS electrical systems.
• House Power Step-down Transformer; provides clean power to the Consoles and is the source of the
‘unswitched’ 120VAC electrical power used by the Power Tray Power On/Off switches. The House Power
Transformer also provides isolation from the 480VAC source supply.
• Deck cabling; routes the electrical power conductors and Fiber Optic (FO) signals from the PDU to the
Winch Stationary Termination J-Box and/or the Boost Transformer Termination Box.
• Boost Transformer Termination J-Box; serves as the termination point for the electrical power deck
cables. It is typically mounted to the Boost Transformer Box (Coffin) and also serves as the termination
point for the Boost Transformers. Normally connected to the Winch Stationary J-Box by a flexible conduit.
• Boost Transformers (Coffin); Boost (Step-up) transformers used for increasing the voltage and decreasing
the current to the Vehicle and Tether Management System (TMS) Hydraulic Power Units (HPU) power
packs.
• Winch Stationary J-Box; provides a termination point for both electrical power and FO signals to the winch
sliprings. It is typically mounted to the winch framework and also serves as the termination point for the
FO deck cable, although exceptions exist where the FO deck cable is terminated in the Boost Transformer
Termination Box.
• Winch Sliprings; contains both electrical and Fiber Optic Rotary Joints (FORJs) in a sealed unit. The
sliprings allow electrical and FO signals to be coupled from the Winch Stationary J-Box into the Winch
Rotating J-Box.
• Winch Rotating J-Box; serves as the termination point from the winch sliprings to the Armored Lift
Umbilical.
• Armored Lift Umbilical; an armored opto-electro-mechanical cable that allows for transmission of electrical
power, data, telemetry and video between the surface and the Vehicle/TMS. The armored exterior provides
protection and lifting strength.
• TMS Umbilical Termination; an oil-filled and compensated termination box on the TMS where the electro-
optical core of the Armored Lift Umbilical is terminated, allowing the electrical conductors and FO fibers to
be separated from the Lift Umbilical and routed to either the TMS or Vehicle. Connections intended for the
Vehicle are routed directly to the TMS sliprings. Electrical connections intended for the TMS are routed to
the TMS Transformer Can and the TMS HPU. FO connections are routed to the TMS Telemetry Can.
• TMS Transformer Can; an oil-filled and compensated can containing the step-down transformer that
reduces the TMS high-voltage electrical power (1300VAC-CAGE ELEX) to a more usable range of 120VAC
and 17VAC.
• TMS Sliprings; allows electrical power and Fiber Optic signals to be coupled into the Tether. The TMS
Slipring assembly is similar to the Winch Slipring assembly, with the exception that it has fewer electrical/
FO passes and is oil-filled and compensated.
• TMS Tether Termination (Rotating J-Box); an oil-filled and compensated termination box that serves as
the termination point from the TMS slipring to the Tether.
• Tether; the flying tether is a flexible, lightweight cable that provides electrical and FO links to and from the
vehicle.
• Vehicle Tether Termination Can; an oil-filled and compensated termination box on the Vehicle where the
Tether is terminated, allowing the electrical and Fiber Optics to be routed to the Vehicle Telemetry Can, FO
Can, Transformer Can and Port/Starboard HPUs.
• Vehicle Transformer Can; contains the oil-filled and compensated can that contains the step-down
transformer that reduces the Vehicle high-voltage electrical power (1300VAC-VEH ELEX) to a more usable
range of 120/17VAC.
MINI-MOTOR GEN RIG/VESSEL

CLEAN POWER RAW POWER
THREE PHASE THREE PHASE
480VAC 480VAC
480VAC
480VAC
ACV METER PHASE -

VOLTAGE
BK1 SENSOR BK2 BK4 BK3 BK5 BK6
FREQUENCY PH A/B/C
METER
0-5VDC
OUTPUT
VOLTAGE
SHUNT
SWITCH COMMANDS NEUTRAL
PILOT CONSOLE 120VAC UNSWITCHED

CONSOLE ON/OFF K4 K5 K3 K6 K7
POWER TRAY
POWER K2 INTER- INTER- INTER-
SWITCHES
LOCKS LOCKS LOCKS
120VAC SWITCHED
120VAC NEUTRAL
AC CURRENT
XFRMR
AC OUT
UNSWITCHED 120VAC
PILOT CONSOLE AC CURRENT

AC CURRENT XFRMR
METERS 0-5VDC OUT
PILOT CONSOLE
480VAC
OPAC
MEGACON HOUSE POWER CAGE STEP-UP

OR DTEC TRANSFORMER XFRMR
VEHICLE STEP-UP
GFI 480VAC IN 480VAC IN XFRMR
SYSTEM 120VAC OUT 1300VAC OUT
480VAC IN
1300VAC OUT 480VAC CAGE (TMS) HPU
480VAC AFT HPU

DTEC SENSE RESISTOR
480VAC FWD HPU

MEGACON
ADAPTOR DTEC SENSE RESISTOR
MEGACON
ADAPTOR
DECK CABLES
Figure 97: Console/PDU Power Distribution Block Diagram
Note: The block diagram shows both the Megacon and DTEC ground fault detection units. Systems will have one
or the other installed, not both.
Note: Contactor interlocking and GFI shut down is handled differently depending on which GFI System is used. See
your system drawing and Surface Power Detail document for additional details on contactor interlocking.
BOOST XFMR
TERM J-BOX
BOOST TRANSFORMER BOX

DECK CABLES 3Ø 480VAC IN 3Ø 3000VAC OUT
FWD HPU STEP-UP

TRANSFORMER
AFT HPU STEP-UP

TRANSFORMER
CAGE HPU STEP-UP

TRANSFORMER
WINCH STATIONARY
TERMINATION J-BOX
DETEC
SENSE RESISTER
MEGACON
ADAPTOR
MEGACON
ADAPTOR
MEGACON
ADAPTOR
WINCH SLIPRINGS
WINCH ROTATING J-BOX
LIFT UMBILICAL
TMS UMBILICAL TERMINATION CAN

CAGE STEP-DOWN
TRANSFORMER
1Ø 1300VAC IN TMS SLIPRINGS
1Ø 120/17VAC OUT TMS HPU
3Ø 3000VAC
TMS ROTATING J-BOX
TELEMTRY CAN
TETHER
VEHICLE STEP-DOWN TETHER TERMINATION CAN

TRANSFORMER
1Ø 1300VAC IN
1Ø 120/17VAC OUT
FWD HPU
3Ø 3000VAC
AFT HPU
3Ø 3000VAC
TELEMTRY CAN
Figure 98: Dock/Subsea Power Distribution Block Diagram
6.2 Millennium Plus Console

The Millennium Plus Console is found in three major configurations:
• Pilot Chair and DTEC GFI
• Pilot Chair and Megacon GFI
• Pilot Tray and DTEC GFI
The two GFI systems, Megacon and DTEC, operate and display ground faults in a somewhat different manner, but
both systems perform the same electrical protection functions and will shut down each monitored sub-system in a
similar manner.
The GFI system monitors for ground faults in each of the following systems:
• 480VAC INPUT; 3Ø 480VAC system supply (not monitored on all systems)
• CAGE ELEX; 1Ø 1300VAC power to the TMS (Cage) step-down transformer
• VEH ELEX; 1Ø 1300VAC power to the Vehicle step-down transformer
• CAGE HPU; 3Ø 3000VAC power to the TMS (Cage) Hydraulic Power Unit (HPU)
• AFT HPU; 3Ø 3000VAC power to the Vehicle Aft Hydraulic Power Unit (HPU)
• FWD HPU; 3Ø 3000VAC power to the Vehicle Forward Hydraulic Power Unit (HPU)
Note: The 1Ø 1300VAC and 3Ø 3000VAC values given above are the typical voltages found at the TMS or Vehicle
transformer/HPUs. The actual value at the surface TMS/Vehicle transformer will be higher due to the voltage
drops incurred in the Umbilical.
Megacon GFI Power Tray Detail

Display Panel Megacon GFI Version
Power Tray Detail

DTEC GFI Version
Figure 99: Millennium Plus Console and Pilot Tray Details
See the individual Console Overview manuals for additional detail on each console version.
Figure 100: Pilot Tray Power Switch Details
In each console version, the power control switches are located on the Pilot Console’s Power Tray and each switch
operates in the same manner, refer to Figure 98 and Figure 99 for power switches and GFI layout.
• CONSOLE POWER ON/OFF; controls the CONSOLE contactor in the PDU, which supplies “switched
120VAC “ power to the Console power supplies and to the CAGE and VEH ELEX power switches.
• CAGE ELEX; controls the CAGE ELEX contactor in the PDU. This contactor supplies single-phase
480VAC electrical power to the TMS (Cage) electrics step-up transformer, which in turn provides single
phase 1300VAC to the TMS (Cage) electrics. CONSOLE POWER must be enabled before the CAGE ELEX
power switch can be enabled.
• VEH ELEX; controls the VEH ELEX contactor in the PDU. This contactor supplies single-phase 480VAC
electrical power to the Vehicle electrics step-up transformer, which in turn provides single phase 1300VAC
to the Vehicle electrics. CONSOLE POWER must be enabled before the VEH ELEX power switch can be
enabled.
• CAGE HPU; controls the CAGE HPU contactor in the PDU. This contactor supplies 3Ø 480VAC electrical
power to the TMS (Cage) Boost (step-up) Transformer, which in turn provides 3Ø 3000VAC to the TMS
(Cage) HPU. The CAGE ELEX power switch must be enabled before the CAGE HPU power switch can be
enabled.
• AFT/PORT HPU; controls the Aft HPU contactor in the PDU. This contactor supplies 3Ø 480VAC electrical
power to the Vehicle Aft HPU Boost (step-up) Transformer, which in turn provides 3Ø 3000VAC to the
Vehicle Aft HPU. The VEH ELEX power switch must be enabled before the AFT/PORT HPU power switch
can be enabled.
• FWD/STBD HPU; controls the Forward HPU contactor in the PDU. This contactor supplies 3Ø 480VAC
electrical power to the Vehicle Forward HPU Boost (step-up) Transformer, which in turn provides 3Ø
3000VAC to the Vehicle Forward HPU. The VEH ELEX power switch must be enabled before the FWD/
STBD HPU power switch can be enabled.
Note: On a number of older Millennium Plus systems, the Power Tray HPU on/off buttons are marked as PORT and
STBD, instead of the current labeling of AFT/PORT and FWD/STBD. Millennium HPUs are arranged in a
forward/aft arrangement. Be aware that on the old style Power Trays, the PORT control will operate the Aft
HPU and the STBD control will operate the Forward HPU.
6.3 Power Distribution Unit (PDU)
Always refer to the drawings supplied with your system before undertaking any
WARNING!!
checks or repairs to any part of your system.
A number of different PDU designs have been implemented to meet the varying environments in which Millennium
Plus systems have been installed, many of these PDUs have common elements and generally similar functions with
only the physical layout of the components differing.
The PDU is the heart of the Millennium Plus power distribution. The PDU, in conjunction with the Pilot Console
power switches provides for all of the system electrical power switching. The PDU is the location of the circuit
breakers, contactors/overload relays, voltage, current and phase monitoring functions for the 480VAC input power.
Millennium Plus systems use one of two different High Voltage Ground Fault Interrupting/Monitoring (GFI/M)
systems, namely the DTEC or Megacon. The DTEC GFI uses sense resistors to connect to the monitored circuit,
while the Megacon GFM uses Voltage Adaptor Modules for voltages above 500VAC and a direct connection for
voltages that are less than 500 volts.
In Megacon GFM equipped systems, the voltage adaptor modules for the Vehicle and TMS electrical supply step-up
transformers are located in the PDU. For the CAGE, AFT and FWD HPU boost transformers, the voltage adaptor
modules are located in the Winch Stationary Termination J-Box.
In DTEC GFI equipped systems, the sense resistors for the 480VAC source are located in the PDU. For the
Vehicle and TMS electrical supply step-up transformers the sense resistors are directly connected to the step-up
transformers. For the CAGE, AFT and FWD HPU boost transformers, they are located in the Winch Stationary
Termination J-Box.
Note: The names Ground Fault Monitoring (GFM) and Ground Fault Interrupting (GFI) are terms that have been
used interchangeably to mean the same thing. To some extent the terms are region specific; GFM will be
encountered more often in Europe/AME, while GFI is more common in the Americas, just be aware that the
two terms refer to the same process.
Note: The DTEC GFI system is being phased out in favor of the Megacon GFI system. The DTEC GFI is no longer
being installed in new built Millennium Plus systems.
Note: Some versions of the PDU will also contain the Vehicle and TMS step-up transformers and/or house
transformers. In other systems, they are located in a separate enclosure or cabinet. Consult your supplied
documentation.
The Power Distribution Unit (PDU) contains the power on/off Breakers and
contactors for the TMS and Vehicle electrical systems and their HPU Power
WARNING!! Packs. When working on any of these systems, the PDU power source
must be Locked Out/Tagged Out to protect personnel against the accidental
activation of these controls.
High Voltage AC is present in the console in normal operation. Use extreme

WARNING!!
care when working in and around the console when drawers are open.
Figure 101: Typical PDU Enclosures
Electrical Power Electrical Power

Breaker BK-3 Breaker BK-4
Electrical Power Electrical Power
Breaker BK-2 Breaker BK-5
Electrical Power
Electrical Power Breaker BK-6
Breaker BK-1
HPU Hour Meters
Input Voltage
Meter
Input Voltage
Frequency Meter
Figure 102: PDU Cabinet Front Panel
Figures 101 and 102 illustrate the typical PDU enclosures found in Millennium Plus systems, highlighting a few of
their differences.
In a few of the very early Millennium Plus systems, the PDU panel is located in a wooden cabinet, however the PDU
component panel layout is still similar to the PDU illustrated in Figure 103 on the next page.
6.4 PDU Component Layout

The internal PDU component layout of the PDUs in Figures 103 and 104 are shown below.
AC Voltage & Phase

3-phase Copper
Monitoring Sensors
Buss Bar
Circuit Breakers
Electrical Terminal Contactors

Strip TB1
Megacon DTEC Current Transformers

Voltage Adaptors Sense Resistors
Figure 103: PDU Internal Component Layout
Note: Figure 102 shows the DTEC GFI sense resistors mounted in the PDU. Depending on which GFI system is
actually in use, will determine whether sense resistors or Megacon Voltage Interface modules are used in
the PDU.
See the Millennium Plus Surface Power Detail section for additional detail and functional description of the Millennium
Plus PDU.
6.5 GFM/I (Ground Fault Monitoring/Interrupting)

The GFM/I system is designed to monitor high voltage circuits that can pose a
lethal hazard to personnel in fault conditions.
WARNING!!
Oceaneering Policy requires that no ROV system will be operated with a non-
functioning or bypassed GFM/I System.
A Ground Fault simply defined, is a fault or condition that establishes an electrical connection between a previously
isolated electrical circuit and the chassis ground. As the Millennium Plus system uses 3Ø 3000VAC electrical
power for its HPU motors and 1Ø 1300VAC for Vehicle and TMS electronic systems, a ground fault can present a
potentially lethal situation for anyone working on the system.
The Ground Fault (GF) system will constantly monitor the vehicle’s high voltage circuits for the presence of a ground
fault.
If a fault develops, the GF system will shut down the faulty circuit by de-energizing the contactor and giving the
operator a warning that there has been a fault detected on the circuit.
There are two different GF systems used in Millennium Plus Systems; Megacon GFM system and the DTEC GFI.
The Megacon GFI is replacing the older DTEC GFI in all new built systems, but the DTEC GFI can still be found in
use on many systems.
The DTEC GFI PCB requires external sense resistors for all of its monitored circuits while the Megacon GFI requires
an external voltage adapter only if the voltage to be monitored is higher than 500VAC.
Megacon Voltage Adapter Modules for the Cage ELEX and Vehicle ELEX Step-up Transformers are located in
the PDU, while the Voltage Adapter Modules for the HPU Boost Transformer are located in the Boost Transformer
Termination J-Box.
The DTEC Systems sense resisters are located in the PDU for the 3Ø 480VAC supply input voltage, mounted
directly to the secondary terminals of the Cage ELEX and Vehicle ELEX step-up transformers and located in the
Boost Transformer Termination J-Box for the HPU Boost Transformers.
Note: All Vessels and Rigs monitor their 3Ø 480VAC systems for ground faults. On systems using “raw” rig or vessel
3Ø 480VAC power (i.e. those without a mini-MG or isolation transformer) , it will be necessary to disconnect
the DTEC sense resistors from the 3Ø 480VAC supply input, in order to prevent interference to rig/vessel GFI
system.
Note: See Millennium Plus Surface Power Distribution section for additional details and functional descriptions of
the GFI/M shut down and contactor interlocking.
6.6 System Transformers

Transformers are necessary devices in any power distribution system as they provide important functions within the
Millennium Plus system:
• Electrical isolation from the source power; isolating each circuit allows the GFM/I modules to monitor each
individual circuit for ground faults. Without individual circuit electrical isolation, a GFM/I would shut down the
entire system if a ground fault occurred in any part of it.
• Transforms the source 3Ø 480VAC input power into the voltage levels required by the various parts of the
system.
• Permits larger horsepower motors and/or longer umbilicals to be used by increasing the voltage and reducing
the current carried by the Lift Umbilical (decreases power losses in the Lift Umbilical).
The Millennium Plus system utilizes four different types of transformer, each of which serves a different purpose:
• House Power transformer.
• Vehicle/TMS Electrics step-up transformers (2 off)
• Vehicle/TMS HPU step-up transformers (3 off)
• Vehicle/TMS step-down transformer (2 off)
6.6.1 House Power Transformer

The House Power transformer is a single-phase transformer wired for a 1Ø 480VAC input (two 240VAC primary
windings wired in series) and two secondary 1Ø 120VAC windings connected in parallel.
The transformer is rated at either 10 or 15 KVA (can vary between systems) and is normally located in the same
cabinet as the Vehicle and TMS step-up transformers.
The transformer is supplied with 1Ø 480VAC directly from BK-1 and is used to supply Console and PDU with 1Ø
120VAC service/control power.
Figure 104: House Power Transformer
6.6.2 Vehicle and TMS Electrical Transformer (VEH ELEX & CAGE ELEX)
The Vehicle Electrical (VEH ELEX) and TMS Electrical (CAGE ELEX) Step-up transformers are identical single-
phase transformers with a 1Ø 480VAC primary winding and with a multi-tap 1200/1250/1300/1350/1400VAC
secondary.
The transformers are rated at 6KVA and are located in the same cabinet as the House Power Transformer is.
The Vehicle transformer primary is supplied with 480VAC directly from the PDU K3 contactor when it is enabled
by the VEH ELEX power switch on the console. The transformers secondary supplies the Vehicles Step-down
Transformer primary with ~ 1Ø 1300VAC.
The TMS (Cage) transformer primary is supplied with 1Ø 480VAC directly from the PDU K4 contactor when it is
enabled by the CAGE ELEX power switch on the console. The transformers secondary supplies the TMS (Cage)
Step-down Transformer primary with ~ 1Ø 1300VAC.
Figure 105: Vehicle Step-Up Transformer
6.6.3 HPU Boost Transformers

TMS (Cage) HPU Boost Transformer, Vehicle AFT HPU Boost Transformer and the Vehicle FWD HPU Boost
Transformer are each identical three-phase step-up transformers with multi-tap primary and multi-tap secondary
windings.
The transformers are each rated at 200KVA and all three transformers are mounted within the Boost Transformer
Housing (transformer coffin), that is typically deck mounted near the Umbilical winch.
Installation and vessel supply voltages can vary significantly from the nominal 3Ø 480VAC that the Millennium Plus
system is designed to operate on. The multi-tapped primaries are intended to allow for matching the transformers
input supply to the installation/vessel supply.
The secondary taps are intended to compensate for the power dissipated (voltage drop) or lost in the Armored Lift
Umbilical and/or Tether.
Use the Oceaneering HV Test Box to ensure that the HPU motor voltage does not drop below the rated motor
voltage (3000VAC) and that the phases are within 5% of each other under full load conditions. See Tech Bulletin
number 145 for additional details on setting the transformer taps.
Secondary Taps
Primary Taps
Figure 106: Boost (Step-Up) Transformer
6.7 HPU Boost Transformer Housing and Termination J-Box

The HPU Boost Transformer Housing contains three 3Ø HPU Boost Transformers as described above, one each
for the TMS HPU, Vehicle Aft and Forward HPUs.
The Boost Transformer Termination Box is normally mounted to one end of the Boost Transformer Housing and acts
as the termination point for the electrical power deck cables.
Switched electrical power (3Ø 480VAC) from the PDU contactors (K5, K6 & K7) is routed to the Boost Transformer
Termination J-Box, where the connections are made to the primary side of the Boost Transformers. The secondary
side of the transformers is brought back to terminals located in the Boost Transformer Termination J-Box and then
routed through the conduit to the Winch Stationary J-Box (normally mounted to the winch framework; Figure 108).
The Boost Transformer Housing is filled with electrical insulating oil. This oil is necessary for cooling of the
transformers as well as improving their electrical isolation.
The housing should be completely filled with oil without an air gap left in the housing. Air typically contains moisture,
which can condense on the underside of the lid and drip onto the transformers below. The attached compensator
will expand to take up any thermo-expansion of the insulating oil.
The filling of the Boost Transformer Housing and compensator should be done when the transformers are as cool
as possible. It is important to ensure that the compensator is completely filed with oil, but left in a flattened state as
it will expand with oil as the transformers heat up in operation.
Note: Do not keep the cover off the transformer housing any longer than is absolutely necessary. The insulating
oil can be easily contaminated by absorbing moisture, limit the time the transformer housing is opened during
inspections and ensure that there are no open vents to the atmosphere.
Boost Transformer
Termination Box Compensator
Air Vent
Boost Transformer
Housing (Coffin)
Electrical Deck Cables

Lift Frame
Oil Block
Conduit to Winch
Stationary J-Box
Figure 107: Boost (Step-Up) Transformer Housing (Coffin)
Figure 108: Boost (Step-Up) Transformers
6.8 Winch Stationary J-Box
Figure 109: Winch Stationary J-Box
The Winch Stationary J-box serves as the termination point for the electrical power conduit from the Boost
Transformer Termination J-box and the termination point for the Fiber Optic deck cable, which are then routed to
the Winch Sliprings.
The Winch Stationary J-box will also contain either the Megacon Voltage Adaptor modules or the DTEC sense
resistors for the TMS HPU, Vehicle Aft and Forward HPUs (depending on the GF system in use).
The Winch Stationary J-box is normally mounted to the framework of the systems winch.
Figure 109 shows the Winch Stationary J-box mounted to a Dynacon Winch, but the actual location can vary
depending on the make and model of the winch system used or the location where the winch is installed.
6.8.1 Winch Stationary Termination J-Box GFI

The DTEC sense resistors or the Megacon interface modules (depending on the GFI system in use) for the HPU
Boost transformers are located in the Winch Stationary Termination J-Box.
DTEC Sense Resistors
Safety Cover Opened
Figure 110: DTEC GFI Sense Resistors
HV Fuse
Megacon
Voltage
Adapter
Figure 111: Megacon Voltage Interface Modules
6.9 Winch Sliprings

Sliprings serve a basic function of coupling signals through a rotating assembly. In our case, it is the transferring of
electrical power and optical signals from the Stationary Winch J-box to the Winch Rotating J-box mounted on the
winch drum flange. Connections to the Armored Lift Umbilical are made in the Winch Rotating J-box.
The Slipring assembly is composed of two smaller sections – electrical sliprings and Fiber Optic Rotary Joints
(FORJs) – bolted together.
Figure 112: Slipring Internal View
Rotating Housing Section
Stationary Center Section
Torque Arm Conduit from Stationary

Termination J-Box
Figure 113: Slipring Assembly, Shown Mounted in a Dynacon Winch
The electrical portion of slipring assembly (Figure 114) consists of a number of metal rings mounted on an insulated
shaft. Individual brushes are in contact with each of the rings, continually transferring electrical power between the
brushes and the rings as the housing is rotated. Electrical connections are completed through the slipring assembly
by connections from the Winch Stationary J-box to the underside of each ring, then through the contacting brush to
the Winch Rotating J-box, where connections are made to the Armored Lift Umbilical.
Both power and signal sliprings work in the same manner, the major difference between them is in the size of the
brush/ring, the size/shape of the brush and the type of insulator that separates them.
Signal Slipring Signal Slipring Brush Assembly
High Voltage Brush Assembly

High Voltage Slipring Insulator
Figure 114: Slipring Electrical Internal View
The Fiber Optic Rotary Joints (FORJs) contained within the FO Slipring Assembly serve the same function for the
fiber optic (FO) signals as the electrical sliprings serve for electrical power.
Additional details on the functioning of the FORJ can be found in the Telemetry Overview.
6.10 Winch Rotating J-Box
Lift Umbilical
Electro-Optical Core
Conduit from Slipring
Assembly
Figure 115: Winch Rotating Termination J-Box
The Winch Rotating J-box, directly mounted to the winch’s drum flange is the termination point for connections to
the Armored Lift Umbilical.
6.11 Armored Lift Umbilical

The Armored Lift Umbilical is a high strength, armored, opto-electro-mechanical cable. The Lift Umbilical transmits
electrical power, data, telemetry and video between the surface and the cage as well as providing the means to
launch and recover the cage and the vehicle.
The steel armoring provides the lifting strength of the umbilical cable. It also protects the internal elements from
mechanical damage. The armor is composed of two bands, an inner and outer band of steel strands; each band is
contra-helically wound around the core. The outer layer of armor is composed of a smaller diameter strands than
the inner layer; this allows the armor to be torque balanced which reduces the rotation characteristic of the umbilical,
helping to prevent hockling of the Lift Umbilical.
The Lift Umbilical electrical conductors and Optical fibers are terminated in the Winch Rotating Termination J-box
(see Figure 115) mounted on the winch drum and at the TMS Umbilical Termination Can mounted on the TMS
(Figures 117 and 118).
GR EEN
C AG E
RED
P WR 2
OR ANG E F IB E R
AF T HP U
B LAC K
P HAS E 3 NAT UR AL
C HAS S IS
B G OUND C AG E HP U Inner Armor Belt
B LUE
P HAS E 3 B LUE
F WD HP U
P HAS E 2 S P AR E
WHIT E
S P AR E B LAC K 8 INNE R
F IB E R DR AIN WIR E S
B LUE
F IB E R
Outer Armor Belt
NAT UR AL B R OWN
C AG E F WD HP U
HP U P HAS E 2 P HAS E 3
B LUE
Core Jacket
OR ANG E
C AG E V E HIC LE
P WR 1 P WR 2
OR ANG E
F IB E R B LAC K
C HAS S IS
Y E LLOW G R OUND
AF T HP U RED
P HAS E 2 AF T HP U
P HAS E 1
B LAC K GR EEN
OR ANG E C HAS S IS F IB E R GR EEN
S P AR E G R OUND Y E LLOW
B LAC K S P AR E
F WD HP U F IB E R
NAT UR AL
P HAS E 1
C AG E HP U
WHIT E P HAS E 1
V E HIC LE
P WR 1
Figure 116: Typical Section of Armored Lift Umbilical
6.12 TMS Umbilical Termination Can

The Lift Umbilicals armor is mechanically terminated at the TMS in a bullet, while the opto-electro core is routed
through the TMS upper framework to the TMS Umbilical Termination Can where the core is terminated. Connections
intended for the Vehicle are routed to the TMS’ slipring assembly for connection to the tether. FO and electrical
connections intended for the TMS are routed directly to the TMS Telemetry Can, TMS HPU and TMS Transformer
Can.
Umbilical Termination
Mechanical Armor Can
Termination
Figure 117: TMS Mechanical Termination
Lift Umbilical
Opto-Electro Core
Conduit to TMS
Electrical Slipring
Connections
to HPU
Electrical Optical Fibers to

Connections to Telemetry Can
Transformer Can
Water Alarm
Connection
Figure 118: TMS Umbilical Termination Can
6.13 TMS Transformer Can

The TMS Transformer Can is an oil-filled housing that contains the TMS step-down transformer. The transformer is
a single phase multi-tapped primary and multi-tapped secondary transformer used to reduce the TMS high-voltage
electrical power (1300VAC-CAGE ELEX) to a more usable range of 120/17VAC.
See Figure 121 for location of Transformer in the Cage type TMS.
Figure 119: TMS/Vehicle (Step-Down) Transformer
Figure 120: TMS Step-Down Transformer Can
The center-tapped 120VAC/20A winding provides 120VAC for the TMS’ lights. The 120VAC/10A and 17VAC/20A
windings provide power for the TMS’ electrical systems.
See OII training modules for general information on transformer theory and operation.
6.14 TMS HPU

The HPU motor is an oil-filled 110EHP (82KW) 3000VAC 3-phase electric motor coupled to a 71cc constant-
pressure hydraulic pump.
This HPU is identical to the HPU used on the Vehicle. Using the same HPU cuts down on the required onboard
spare parts that the system would need to carry.
HPU Motor
TMS HPU Motor

Transformer Connector
Can
Figure 121: TMS HPU and Transformer Can
6.15 TMS Sliprings

The TMS Sliprings are similar in design and function to the Winch Sliprings except for having less electrical and FO
paths. The TMS Sliprings are also oil-filled where the Winch Sliprings are not. Refer to Section 6.9 for additional
details on electrical sliprings.
Fiber optics and electrical conductors intended for the Vehicle are routed from the TMS Umbilical Termination Can to
the TMS Slipring Assembly mounted in the Tether Drum. After passing through the TMS Sliprings, FO and electrical
connectors are terminated in the TMS Tether Termination J-box, where connections are made to the Tether.
6.16 TMS Tether Termination Can (Rotating J-Box)

The TMS Tether Termination Can (Rotating J-box) is an oil-filled housing mounted on the TMS Tether Drum flange.
It serves as the termination point for the Tether to connect to the TMS.
Optical Fiber
Connections
Tether Connection to Vehicle
Tether
Conduit to TMS Electrical

Slipring Connections
to Vehicle
Figure 122: TMS Tether Termination Can
Electrical
Connection
Conduit to TMS
Tether Connection Slipring
Figure 123: TMS Tether Termination Can, Cover and Wiring Removed
Note: To conserve space, FO connectors are mated with free-floating female sleeves and coiled around the interior
of the Tether Termination Can, rather than in FO couplers that are mounted on stand-offs as in other
termination cans.
6.17 Tether
The Vehicle’s flying tether is a flexible, lightweight 30mm diameter cable that provides electrical and FO links to and
from the vehicle.
The Tether is terminated in the TMS Tether Termination Can (Figure 124) and in the Vehicle Tether Termination Can
(Figure 126).
Tethers from different manufactures have been used, having different internal construction. Consult manufactures
data sheet for details on your supplied Tether.
6.18 Vehicle Tether Termination Can

The Vehicle Tether Termination Can is an oil-filled termination box on the vehicle where the Tether is terminated,
allowing Optical Fibers to be routed to the Vehicle Fiber Optic Can. Electrical conductors to the Vehicle’s Port and
Starboard HPU motors and to the Vehicle’s Transformer Can.
Tether Entry
High Voltage
Terminal Strips
Fiber Optic
Couplers
Low Voltage
Terminal Strips
Electrical Tubing
Connections for
Transformer Can
and HPU Motors
Figure 124: Vehicle Tether Termination Can
6.19 Vehicle Transformer Can

The Vehicle Transformer Can is an oil-filled housing that contains the Vehicle step-down transformer. The transformer
is a single phase multi-tapped primary and multi-tapped secondary transformer used to reduce the Vehicle high-
voltage electrical power (1300VAC-VEH ELEX) to a more usable range of 120/17VAC.
See Figure 126 for location of the Transformer in the Vehicle.
Figure 125: Vehicle (Step-Down) Transformer
Figure 126: Vehicle Transformer Can
The center-tapped 120VAC/20A winding provides 120VAC for the Vehicle’s lights. The 120VAC/10A and 17VAC/20A
windings provide power for the Vehicle’s electrical systems.
6.20 Aft/Forward HPUs

The Aft and Forward HPU motors are both identical, oil-filled 110EHP (82KW) 3000VAC 3-phase electric motors
coupled to a 71cc constant-pressure hydraulic pumps.
This HPU is identical to the HPU used on the TMS. Using the same HPU cuts down on the required onboard spare
parts that the system would need to carry.
The motors are coupled to the Vehicle Termination Can by use of oil-filled Tygon tubing connected together with
PBOF (pressure balanced oil-filled) connectors.
Fwd HPU
Motor
Aft HPU
Motor
Figure 127: Aft/Forward Vehicle HPU
See OII training module #108 for an overview of 3Ø (three-phase) motor theory.
Section 7:
Telemetry Overview
Telemetry Overview
Section Contents
7.0 Telemetry Overview ......................................................................................................................................7-1
7.1 Millennium Plus Telemetry Functional Overview ......................................................................................7-3
7.2 OPAC Stacks ...........................................................................................................................................7-7
7.2.1 Surface OPAC Stack ......................................................................................................................7-7
7.2.2 TMS OPAC Stack ...........................................................................................................................7-9
7.2.3 Vehicle OPAC Stack .....................................................................................................................7-10
7.3 Control, Telemetry, and Graphics (CTAG) .............................................................................................. 7-11
7.4 RabbitCore Firmware ............................................................................................................................. 7-11
7.5 Fiber Optic Multiplexer (FO Mux) ...........................................................................................................7-12
7.6 TMS Medium-Speed FO Mux ................................................................................................................7-16
7.7 High-Speed FO-Mux Used for the Vehicle .............................................................................................7-19
7.8 Fiber Optic Transmission Path ...............................................................................................................7-21
7.8.1 Fiber Optic Sliprings .....................................................................................................................7-22
Millenium Plus System Overview
7.0 Telemetry Overview

The word ‘Telemetry’ comes from the Greek roots for tele (remote) and metron (measure). The original sense of the
word meant gathering data remotely and then transmitting that data back to an operator. In our case, the meaning
of Telemetry has expanded and applies to both the wider sense of command and control of the TMS/Vehicle, as well
as returning feedback (visual and data) from the TMS/Vehicle.
The Telemetry System used in the Millennium Plus (as well as most other OII ROV systems) is composed of a group
of individual component subsystems that have been combined to form what we call the telemetry system.
To simplify the description, it is assumed that the reader understands that a ‘complete’ telemetry system also
requires input devices such as Joysticks, on/off switches, function switches, gyros, oil level sensors, pressure
sensors, depth and heading sensors etc., as well as output devices such as Proportional Power Controllers (Lamp
Controllers), Proportional Valve current drivers, solenoid drivers, relays etc.
While these devices are necessary for a real functional telemetry system, for the purpose of this simplified overview
the description will be limited to the systems involved in the transmission and reception of data. Peripheral devices
are covered by related maintenance manuals and by the associated Manufactures data sheets.
The following subsystems are combined and act as one overall Telemetry system:
• Three individual OPAC (Oceaneering Power and Control) Stacks; the Vehicle, TMS and Surface (Console
Pilot Tray or Pilot Chair) contains an OPAC stack (node).
• Two independent FO Muxes (Fiber Optic Multiplexer); one set is used to link the surface with the vehicle
and a second set is used to link the surface with the TMS.
• CTAG (Control, Telemetry, And Graphics) software; running on the Pilot and Aux computers. (Note: some
systems may be configured with a Pilot Computer running DOS CTAG and a Server running CTAG for
Windows (CFW)).
• RabbitCore firmware running in each OPAC Stack node.
• Fiber Optic transmission path; consisting of Single Mode (SM) glass fibers contained within the deck cables,
Lift Umbilical, Tether and the FO Slipring Assemblies in the Winch and TMS.
It is important to understand the distinction between the OPAC stacks and the FO Muxes. The OPAC stack at
each node acts as a data acquisition and control device. Under the control of CTAG, the nodes pass data between
each other. Such data includes commands from the Pilot and feedback from sensors. The FO Mux forms a bridge
between these nodes and allows them to be separated by large distances. It achieves this by converting the data
signals to a serial optical data stream and transmitting them over optical fibers.
Like the OPAC stacks, the FO Muxes are multiplexer systems in their own right. In addition to handling data
flow between the surface and subsea OPAC Stacks, they also handle other data streams, such as data links for
Sonar, SC Manipulators, Tooling-RCU, Gyro, Paro, Video, etc. Together, the OPAC stacks and FO Muxes form the
Millennium Plus Telemetry System.
7-1
The block diagram in Figure 128 illustrates the Millennium Plus telemetry system in its most basic form.
CONSOLE ANALOG
OPAC STACK DIGITAL
PILOT COMPUTER
VIDEO VIDEO
TMS VEHICLE
ANALOG CONSOLE FO MUX CONSOLE FO MUX ANALOG
DIGITAL DIGITAL
OPTICAL
FIBER
VIDEO TMS VEHICLE VIDEO

ANALOG SUBSEA FO MUX SUBSEA FO MUX ANALOG
DIGITAL DIGITAL
ANALOG TMS VEHICLE ANALOG

DIGITAL OPAC STACK OPAC STACK DIGITAL
Figure 128: Millennium Plus Telemetry System
Note: It is important to understand that the FO Mux is ‘transparent’ to the OPAC subsystem data streams and
the TMS/Vehicle video. In other words, what you put in at one end of the FO Mux, you get back out at the
other end.
7-2
7.1 Millennium Plus Telemetry Functional Overview

Refer to the telemetry block diagrams in Figure 129 and Figure 130 for the following description of the telemetry
flow.
CTAG CTAG
Pilot Computer Aux Computer
FASTCOM PCB FASTCOM PCB

1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8 1-1 1-2 1-3 1-4 1-5 1-6 1-7 1-8 2-1 2-2 2-3 2-4 2-5 2-6 2-7 2-8
RS-232
Sonar
Vehicle Telemetry RS-232 DIGITAL
RS-232 / RS-422
T-RCU
RS-422
SC Manip. I/O
CONVERTER
PILOT CHAIR
RS-232
TOUCH SCREEN
VEHICLE
High Speed FO Mux
PILOT CHAIR
RS-232 (Focal 903)
OPAC (Console Module)
TMS Telemetry
RS-232
WINCH SLIPRING
VIDEO
Analog and Digital I/O
OUTPUTS
RS-232
RS-232 / RS-422
CONSOLE RS-422
CONVERTER
DIGITAL
OPAC I/O
RS-232
(PILOT TRAY)
TMS
Med. Speed FO Mux
Analog and Digital I/O (Focal 903)

(Console Module)
VIDEO
OUTPUTS
Figure 129: Millennium Plus Surface Telemetry Functional Block
Note: Figure 129 shows both the Pilot chair and the Console OPAC. A system will have one or the other installed,
not both.
Note: If a Pilot Chair is present in the system, there will be also be installed a separate, dedicated RS-232 data
link from the Touch Screen to the Pilot Computer Fastcom port 1-6. This Fastcom port is not utilized if a
Pilot Chair is not installed.
7-3
VEHICLE FO CAN VEHICLE

Sonar TELEMETERY CAN
DIGITAL
T-RCU
Manip. Cont. I/O
Analog and Digital

RS-232
VEHICLE
OPAC
I/O
VEHICLE
Term Can
MB-88
Fiber High Speed FO Mux
RS-232
(Focal 903)
(Remote Module)
MB-88
RS-232
TETHER
Fiber
VIDEO
INPUTS Relay Brds
Cam/Survey
Controls
TMS
SLIPRING TMS TELEMETERY CAN
DIGITAL
Analog and Digital

I/O RS-232
TMS TMS
UMBILICAL
I/O
Fiber TMS
TERM Med. Speed FO Mux OPAC
CAN
(Focal 903)
(Console Module)
VIDEO
INPUTS
Figure 130: Millennium Plus Sub-Sea TMS Telemetry Functional Block
Surface Description
At the surface, the OPAC stack in the Console Pilot Tray or in the Pilot Chair (depending on which one is installed)
collects analog/digital command inputs such as the Pilot’s joystick commands, lamp intensity or function commands
(such as enabling/disabling an auto-controller) and then converts these inputs into a serial digital form. After
conversion, the digital data is transmitted (via a RS-232 data link) to the Pilot Computer (Fastcom-1-7) for processing
by CTAG. If there is a Pilot Chair installed, touch screen commands will be sent to the Pilot Computer (Fastcom-1-6)
on a separate RS-232 data link.
After passing through CTAG’s data processing, two separate OPAC telemetry data streams (RS-232) are created
and outputted from the Pilot Computer. One intended for the Vehicle FO Mux (Fastcom-1-1) and the other one for
the TMS FO Mux (Fastcom-2-1).
If the system is using a Pilot Tray instead of a Pilot Chair, the vehicle and TMS telemetry RS232 streams are routed
back to the Pilot Tray, converted into RS422 format, and then sent to the FO Muxes (see Figure 128). This is done
in order to keep the Pilot Trays backwards-compatible with older system that may have their FO Muxes mounted in
the winch (note that the R232/RS422 converters may be bypassed or removed in some systems).
7-4
While the two Focal FO Muxes are similar in many respects, there are some major differences between them. First,
understand that they are completely separate FO Muxes and operate independently of each other (see Figure 127
and Figure 128).
The TMS FO Mux (console module) is a medium-speed FO Mux that can transmit/receive up to eight serial data
channels and receive up to four composite video signals.
The Vehicle FO Mux (console module) is a high-speed FO Mux capable of transmitting/receiving up to 16 serial data
channels and receiving up to eight composite video signals.
After receiving their TMS and Vehicle telemetry RS-232 data streams, the FO Muxes combine (multiplex) the OPAC
data stream from the Pilot Computer with any other data streams (such as the Sonar data link or the Tooling-RCU).
The FO Mux then converts the combined data streams into an optical beam that is inserted into one of two optical
fibers (F1/F2, primary and secondary fiber; user or auto selectable) in the fiber optic deck cable.
The fiber optic deck cables are routed to the Winch Stationary J-box, then coupled through the rotating winch drum
by the FO Slipring Assembly into the Winch Rotating J-box, where the optical fibers are connected to the Armored
Lift Umbilical.
Each Console Mux (TMS or Vehicle) communicates with its subsea counterpart via a single optical fiber. There is
however two fibers connected between each pair of muxes, two fibers are used in order to provide a redundant
backup fiber. Should the primary fiber fail, the Console FO Mux can automatically switch over to the backup fiber.
The Remote (subsea) FO Mux is permanently connected to both fibers and employs a 50/50 splitter to transmit/
receive data simultaneously on both, so manual fiber switching is not required.
The fiber select switch on the FO Mux can be manually selected to F1, F2 or Auto. When the Auto switch position
is selected, the FO Mux will select the lowest loss fiber connection between the two fibers and use that one as
the ‘primary’ fiber. Should the selected fiber fail or increase its loss, the FO Mux will automatically switch to the
secondary fiber.
While the idea of an auto fiber backup is a good one, be aware that when the Vehicle/TMS FO Mux is powered
down, the auto fiber switch will cycle between the two fibers seeking a ‘good’ fiber. This continuous switching can
damage the fiber switch.
It is recommended the FO Mux Auto Switch position is not used. Select either F1 or F2 and leave the switch in
that position. Remember that the FO Mux will not automatically switch to the backup fiber, if the primary fiber fails.
Manually switching the FO Mux to the backup fiber should be the first troubleshooting step you take if you begin
having telemetry problems.
Subsea Description
The armor on the Armored Lift Umbilical is mechanically terminated in the TMS Bullet. The electrical/optical core
of the Lift Umbilical is routed to the TMS Term Can, where the electrical and optical fibers are split out from the
umbilical core and routed either to the TMS or to the Vehicle.
7-5
Fibers intended for the TMS are sent to the TMS Telemetry Can where the fibers are received by the TMS FO Mux
(Remote Module). The TMS FO Mux converts the received optical beam back into an electrical serial data stream,
separates the previous multiplexed data streams back into the various individual data streams. The TMS Telemetry
data is sent to the TMS OPAC Stack. Any other data streams are outputted on its assigned survey connecter
mounted to the Telemetry Can penetrator head.
Fibers intended for the Vehicle are routed first through the TMS FO Slipring Assembly, then into the Rotating J-box
where the fibers are connected to the Vehicle flying Tether. The Tether is terminated in the Vehicle Term Can; fibers
are routed to the Vehicle FO Can where they are received by the Vehicle FO Mux (Remote Module).
The Vehicle FO Mux converts the received optical beam back into an electrical serial data stream, separates the
previous multiplexed data streams back into the various individual data streams. The Vehicle Telemetry data is sent
to the Vehicle Telemetry Can where it is received by the OPAC Stack.
Any other data streams are outputted on its assigned survey connecter mounted to the end bell of the FO Can.
The receiving OPAC Stack, in both the Vehicle and TMS operate in a similar fashion. The receiving OPAC Stack
reconverts the Vehicle/TMS Telemetry data back into the analog/digital commands needed by the Vehicle/TMS sub-
systems to perform the function commanded by the Pilot.
Aside from the various Power Supplies, both the TMS and Vehicle Telemetry Cans contain additional PCBs that are
required to turn the OPAC analog and digital outputs into a command function:
• Proportional Power Controller (PPC); provides a variable 120VAC to each lamp circuit.
• Survey Interface PCB; provides multiple I/O functions:

• Provides switched/unswitched sensor power (+12VDC/+24VDC).
• Connection points for RS-232 inputs into the OPAC Control PCB.
• Isolated Power Supplies and Isolated CP Probe amplifiers.
• 110VAC Monitor PCB:

• Provides isolated +24VDC power to the OPAC Control PCB.
• Provides operator feedback on the 120VAC power buss.
• Provides switched 110VAC outputs.
• Gyro/Compass Data Switcher PCB; switches Gyro/Compass data, allows either to be the primary heading
source while the other is the backup.
The Vehicle/TMS OPAC Stacks also collect system inputs such as water alarms, hydraulic oil levels, power supply
voltages, etc. and then sends these inputs back to CTAG for processing (auto-controller loops) and/or graphics
display.
7-6
7.2 OPAC Stacks

OPAC (Oceaneering Power and Control) is an Oceaneering designed input/output (I/O) data multiplexer. A single
OPAC stack (also known as a ‘node’) exists in the Pilot console (or in the Pilot Chair, if a Pilot Chair is installed in
the system), the TMS and the Vehicle.
The primary function of each OPAC Stack (called a ‘stack’ due to the way in which the PCBs are packaged) is to
collect or output digital and analog signals. Each OPAC Stack deals only with the gathering and/or outputting of
analog and digital signals in its respective section of the Millennium Plus System and is configured for the location
in which it is installed.
Pilot Tray, TMS and Vehicle OPAC Stacks are shown in Figure 130, Figure 131, and Figure 132 respectively. The
OPAC Stacks shown are typical arrangements of OPAC PCBs in each of those locations.
Each OPAC stack contains the same basic components, stacked in layers; a Control PCB, a Power Supply PCB
and several I/O Backplane PCBs, which contain various daughter cards, referred to as I/O Modules.
The OPAC Control PCB contains a software jumper that configures the Rabbit processor firmware and it must be
correctly set for the node in which the Control PCB is installed.
In addition, each I/O Backplane must be correctly configured with the proper I/O Modules and have its address
jumpers set correctly. The I/O Backplane PCBs are identical, so the jumpers configure them for the layer in which
they are situated.
See the OPAC Manual and Millennium Plus Technical Manuals for additional details on module configurations and
jumper settings.
Note: The OPAC Stack layers are always numbered from the bottom up, i.e.; the Power Supply Module is always
A1; the next PCB will be A2, then A3, A4 up to the max of A5. Depending on the stack configuration, the
Control PCB will be either A5 (Vehicle) or A4 (Surface and TMS) depending on the number of PCBs in the
stack.
Note: Currently, all I/O Backplane PCBs are loaded with three I/O Modules. Care should be taken to ensure that
the proper module is installed on the correct I/O Backplane PCB, as a wrongly-placed module could
produce unpredictable results.
7.2.1 Surface OPAC Stack

The Surface OPAC Stack is composed of the following:
• A4 - Control PCB with plug-in modules; MI- Processor Module, M2- TTL/RS-232 Telemetry Module, and
M3- 24ch Digital Input Module
• A3 - I/O Backplane PCB with plug-in modules; M1- 14ch Analog In Module, M2- 14ch Analog In Module, and
M3- 14ch Analog In Module
• A2 - I/O Backplane PCB with plug-in modules; M1- 24ch Digital Input Module, M2- 24ch Digital Input Module,
and M3- 24ch Digital Input Module
• A1 - Power Supply PCB
7-7
A1 M2 - Telemetry Board A4 M1 - Rabbitcore Module
A4 M3 - 24ch Digital-In Module

(Surface Stack Only)
A3 - I/O Backplane
A4 - Control PCB
A2 - I/O Backplane
A1 - Power Supply PCB
Figure 131: Surface OPAC Stack
Note: The OPAC Stack shown in Figure 131 is taken from a Pilot Tray. The OPAC Stack in the Pilot Chair is identical,
except that the stack uses a vertical orientation.
7-8
7.2.2 TMS OPAC Stack

The TMS OPAC Stack is composed of the following:
• A4 - Control PCB with plug-in modules; M1 - Processor Module and M2 - TTL/RS-232 Telemetry Module (I/O
Module slot is empty)
• A3 - I/O Backplane PCB with plug-in modules; M1 - 14ch Analog In, M2 - 12ch Analog Out, and M3 - 20ch
Solenoid Driver Module
• A2 - I/O Backplane PCB with plug-in modules; M1 - Water Alarm Module, M2 - Camera/Sensor Power
Module, and M3 - Ground Fault Module
A4 M1 - Rabbitcore Module
A1 M2 - Telemetry Board
A4 - Control PCB
A3 - I/O Backplane
A2 - I/O Backplane
Figure 132: TMS Telemetry Can OPAC Stack
7-9
7.2.3 Vehicle OPAC Stack

The Vehicle OPAC Stack is composed of the following:
• A5 - Control PCB with plug-in modules; M1 - Processor Module and M2 - TTL/RS-232 Telemetry Module
(I/O Module slot is empty)
• A4 - I/O Backplane PCB with plug-in modules; M1 - 14ch Analog In Module, M2 - 12ch Analog Out, and
M3 - 12ch Analog Out Module
• A3 - I/O Backplane PCB with plug-in modules; M1 - Water Alarm Module, M2 - Camera/Sensor Power
Module, and M3- Ground Fault Module
• A2 - I/O Backplane PCB with plug-in modules; M1 - 20ch Solenoid Driver Module, M2 - 20ch Solenoid
Driver Module, and M3 - 20ch Solenoid Driver Module
A5 M1 - RabbitCore Module
A5 - Control PCB
A5 M2 - Telemetry Board
A4 - I/O Backplane
A3 - I/O Backplane
A2 - I/O Backplane
Figure 133: Vehicle OPAC Stack, Top View
7-10
7.3 Control, Telemetry, and Graphics (CTAG)

CTAG is an Oceaneering-designed software package that runs on both the Pilot and Aux computers. CTAG provides
input data formatting/scaling, generates auto-functions, creates diagnostic and navigation display graphics, and
interfaces with instruments or survey packages.
The Pilot Computer is the primary computer and performs all of the data processing. The Aux computer is synchronized
to the Pilot Computer and is used primarily to provide independent access to the various soft switches, diagnostic
and operating displays. It also acts as a backup in the event of the Pilot Computer failing.
Consult The CTAG manual for addition details on the CTAG software.
CTAG is updated on a continual basis, as new features and improvements are

added.
Always ensure that the system is running the latest version.

CAUTION!
If you are unsure as to which CTAG version your system should be running,
consult with the Technical Department to obtain the correct version of CTAG for
your system.
7.4 RabbitCore Firmware

The RabbitCore processor is the ‘brain’ in the Rabbit processor board, which through the OPAC Controller PCB,
controls how the OPAC Stack functions. Like all processors, the RabbitCore processor requires embedded software,
or firmware, in order to function.
Ordinarily, the operator of an OPAC Stack doesn’t interact with the RabbitCore software, but there are a few points
that the technician should be aware of in regards to the RabbitCore software:
• Each OPAC node (Console, TMS or Vehicle) contains an identical version of OPAC firmware. A set of
jumpers on the Control PCB tells the firmware which node it is controlling. It is therefore vital that the
firmware jumpers are set correctly for that particular node.
• Each I/O Backplane has three address jumpers that determine which level of the stack the I/O Backplane
resides on. The jumpers must be correctly set to enable the RabbitCore processor to communicate with the
I/O Modules on a particular I/O Backplane.
• The RabbitCore firmware resides in flash memory and can be upgraded through a CTAG download or
offline with a standalone cable connected directly to the Rabbit Module.
Note: Each I/O Backplane PCB has a required and specific set of I/O Modules that must be installed on it when it
is installed into a specific level (A2 to A4) of a specific node (Surface, TMS or Vehicle OPAC Stack). See the
OPAC manual for additional information.
7-11
7.5 Fiber Optic Multiplexer (FO Mux)

The FO Mux provides a means of long distance, high bandwidth bi-directional data transmission between the
surface and the TMS/Vehicle.
The FO Mux (currently, the Focal 903) used in the Millennium Plus System is actually two independent FO Muxes.
A Medium-speed Focal 903 FO Mux is used for the surface to TMS data link while a Focal 903 High-speed FO Mux
is used for the surface to Vehicle Link.
The FO Mux utilizes the principles of Wave Division Multiplexing (WDM) to transmit up traffic and down traffic on a
single fiber. The console module transmits laser light at a wavelength of 1550nm, while the remote module transmits
light at 1310nm. Light transmitters and receivers at each end are therefore configured to operate at different
wavelengths (Rx at the remote is 1550nm and Tx is 1310nm, while the console unit is opposite). Transmitters and
receivers are connected to a single fiber via a WDM device. A fiber splitter then replicates the data stream on two
separate fibers in order to provide redundancy.
C ONS OLE MODULE
S T -S T
TX ST
F IB E R
1550 nm W DM S WIT C H
RX S T -S T ST
1310 nm
S T -S T
S M F IB E R
S M F IB E R
R E MOT E MODULE
S T -S T
RX
S P LIT T E R W DM 1550 nm
S T -S T TX
1310 nm
S T -S T
Figure 134: Fiber Optic Multiplexer Block Diagram
7-12
Some of the terms used by Focal in their technical manuals can cause confusion, so it would be useful to explain
the Focal terminology.
The surface FO Mux is called the ‘console module’ and the FO Mux in the TMS or Vehicle is called the ‘remote
module’. Additionally, the remote modules are also referred to as HD, meaning ‘High Density’. The HD term denotes
the fact that the remote modules are designed to be as compact as possible, in order to fit in the limited space
afforded by one-atmosphere pressure vessels.
The remote module (see Figure 137 and Figure 139) is a combination of HDB-TX and FMB-VTX cards. Each
HDB-TX card supports 4 composite video inputs, 4 dedicated RS-232 data channels and 4 channels that can be
configured for a variety of data formats (RS485, RS422, Arcnet etc.) using adaptable interface board (AIB) plug-in
daughter modules. The video input “SMB” connecters are on the front of the board, while the serial data ‘WAGO’
connectors are mounted on a separate panel (also called a data box) that connects to the HDB-TX board by a
ribbon connector. LEDs adjacent to each WAGO connector indicate the presence of Tx and Rx data. Medium speed
(TMS) remote muxes have only one HDB-TX card, while high-speed (Vehicle) muxes have two, thereby doubling
the capacity.
The FMB-VTX card multiplexes all the data/video channels to a single serial data stream and transmits it
simultaneously on two separate optical fibers to the console module. LEDs on the front panel indicate the presence
of a video signal on the HDB-TX input connectors. A separate “Link” LED indicates a good optical link between
console and remote modules.
As space is not a constraint on the surface, the console module (see Figures 136 and Figure 138) features separate
VIB-RX and AIB cards for video and data respectively. Each VIB-RX video output board outputs 4 channels
of composite video on front panel-mounted SMB connectors. Each AIB provides 4 data channels that can be
configured for a variety of data formats using AIB plug-in daughter modules. Connections to the AIB are via front
panel-mounted WAGO connectors. LEDs adjacent to each WAGO connector indicate the presence of Tx and Rx
data. Medium speed (TMS) console muxes have one each VIB-RX and AIB cards, while high-speed (Vehicle)
muxes have two, thereby doubling the capacity.
The FMB-VRX card receives the optical data from the remote module, de-multiplexes the data/video channels
and routes them to the VIB-RX and AIB cards. It monitors the identical data streams from each of the two fibers
connected to it and automatically selects the fiber with the strongest signal. It then uses this fiber to transmit the
downlink data to the remote module. LEDs on the front panel indicate the reception of video signals from the remote
module. A separate “Link” LED indicates a good optical link between console and remote modules.
The High and Medium-speed names refer to the data rate at which the FO Mux transmits data. The High-speed FO
Mux operates at a higher data rate, which equates to a higher bandwidth, which in turn means that more data can
be transmitted by the device.
The downlink speed in both muxes is the same at 172 Mb/sec. The uplink speed for the medium-speed FO Mux is
687 Mb/sec and the High-speed FO Mux is 1.375 Gb/sec. The reason for the bandwidth difference requirements is
primarily the video channels that each FO Mux supports; the High-speed FO Mux can handle up to eight composite
video inputs, while the Medium-speed FO Mux can only handle four composite video inputs.
7-13
Due to the downlink being limited to data only, the 172 Mb/sec downlink is more than sufficient to send the data.
Both FO Muxes use the same video and data boards; the High-speed FO Mux doubles the number of boards to get
twice the number of video and data channels.
Note: Focal uses the terms Adaptable or Analog Interface Board interchangeably when referring to the AIB
PCB. This is because the AIB will accept a variety of both analog and digital plug in modules.
Note: Another term that often causes confusion is the ‘HP’

and ‘U’ references applied to the various backplanes
16 HP
and panels that Focal uses. The terms are based on
Eurocard standards where circuit card (keep in
4 HP 4 HP 8 HP mind the widths apply to the PCB front panel) widths
are measured in ‘ HP’ and heights are in ‘U’. HP
stands for Horizontal Pitch and equals 0.2 inch,
U stands for Unit and equals 1.75 inch. A 4HP PCB
Video Video would be .8” wide and 3U and 5.25” high. An HBD-TX
In In
PCB is a 4HP board and a FO MODEM is an 8HP
1 1 VIB-A
VIB-B board. A 12HP backplane would hold one 4HP PCB \
2 2 1 2 3 4
and one 8HP PCB. A 16HP backplane would hold two
3 3
LINK 4HP boards and a single 8HP board.
4 4
3U
DATA DATA
I/O I/O
Figure 135: Focal Units
7-14
WAGO Connector
Data Link LED
Active Video LEDs
Fiber Selector
Switch
Power Supply
Optical ST
Connector
Figure 136: Vehicle Console Module FO Mux
Note: The green LINK LED will light when the 1310nm uplink is established and the Active Video LEDs will light up
to indicate active video sync pluses present (NTSC or PAL).
WAGO Connectors
1 to 4 Functions, Depending
Active Video LEDs on the Installed Module
WAGO Connectors
5 to 8 are Dedicated to
Data Link LED
RS-232 Only
RX Data LED
TX Data LED
Video SMB
Connector
Optical ST
Connector
VIB-A PCB
VIB-B PCB
Figure 137: Remote Module High-Speed FO Mux
Note:The green LINK LED will light up when the 1550nm downlink is established and the Active Video LEDs will
light up to indicate active video inputs.
7-15
Figure 138: TMS Console Module FO Mux
Figure 139: TMS Remote Module Medium-Speed FO Mux
7-16
7.6 TMS Medium-Speed FO Mux

VIB-RX
AIB AIB (RS-232)
(Video Out)
Ch 1-4 Ch 5-8
MODEL 903 MODEL 903

Video/Data Power
Multiplexer AIB-4 AIB-4 Supply
VIDEO Power Supply
OUT T R T R
+5V Power
DIAGNOSTIC
PORT
Ch 1
Power Switch
+12V
Ch 2 VIB-A
VIB-B
1 2 3 4
Ch 3 F1 LINK
AUTO -12V
Ch 4 F2
FMB-VRX
Can be a mix of
(Fiber Optic
different data
Multiplexer Board)
formats
Figure 140: TMS Surface Medium-Speed FO
The TMS Medium-speed FO Mux (console module) consists of a five-slot backplane allowing the following PCBs
to be plugged in to it:
• One Fiber Multiplexer Board (FMB or FO MODEM).
• One video output board (VIB-RX).
• One RS-232 interface board (AIB filled with RS-232 plug-in modules).
• One Adaptable (Analog) Interface Board (AIB filled with a variety of plug-in modules).
• Power supply. In addition, a power on/off switch is mounted on a front panel.
7-17
FMB-VTX Connected to HDB-TX

(Fiber Optic PCB by an internal
Multiplexer Ribbon Cable
Board)
Digital Breakout
Panel
Video
In
1 VIB-A HDB-TX - B
VIB-B T R T R
2 1 2 3 4
1 5
3
LINK
HDB-TX #1 4
(Video In and 2 6
Data I/O)
3 7
DATA
I/O
4 8
RS-232
Figure 141: Medium-Speed TMS High-Density Remote Module
The 903 medium-speed remote FO Mux consists of two boards only, plus a breakout panel (also called a data box)
for the digital I/O connectors. The boards are one FMB and one HDB-TX video/digital input board.
The HDB-TX boards have video connectors on the front panel; the data I/O panel (box) that connects to the HDB-
TX board via a ribbon cable.
Be aware that each HDB-TX board has four built-in RS-232 channels and four adaptable (plug-in) modules.
Consequently, the console module must always contain at least one AIB that is loaded with RS-232 modules (or
empty for unused channels). The second AIB can have a variety of modules installed, but must have matching
modules (or empty for unused channels) installed in the HDB-TX board in the remote module.
7-18
7.7 High-Speed FO-Mux Used for the Vehicle

FMB-VRX AIB (RS-232) AIB
AIB Not Used Power Supply
(Fiber Optic Ch 13-16 Ch 1-4
Ch 9-12
Multiplexer Board)
MODEL 903 MODEL 903

Video/Data Power
Multiplexer AIB-4 AIB-4 AIB-4 AIB-4 Supply
VIDEO VIDEO
OUT OUT T R T R T R T R
+5V Power
DIAGNOSTIC
PORT
Ch 1 Ch 1
+12V
Ch 2 Ch 2 VIB-A
VIB-B
1 2 3 4
Ch 3 Ch 3 F1 LINK
AUTO -12V
Ch 4 Ch 4 F2
VIB-RX #2 AIB (RS-232)

VIB-RX #1
(Video Out) Ch 5-8 Power Switch
(Video Out)
Figure 142: Vehicle Surface High-Speed FO Mux
The surface High-speed FO Mux (console module) consists of a seven-slot backplane, allowing the following PCB
to be plugged in to it:
• One Fiber Multiplexer Board (FMB or FO MODEM)
• Two video output boards (VIB-RX)
• Two RS-232 interface boards (AIB filled with only RS-232 plug-in modules)
• Two Analog/Adaptable Interface Boards (AIB filled with a variety of plug-in modules)
• Power supply; in addition, a power on/off switch is mounted on a front pane
7-19
Connected to HDB-TX
PCBs by internal
Ribbon Cables
FMB-VTX Data I/O Panel

(Fiber-Optic
Multiplexer
Board)
Video Video
In In
1 1 VIB-A HDB-TX - A HDB-TX - B
HDB-TX #1 VIB-B T R T R T R T R
(Video In and 2 2 1 2 3 4
Data I/O) 1 5 1 5
3 3
LINK
HDB-TX #2 4 4
(Video In and 2 6 2 6
Data I/O)
3 7 3 7
DATA DATA
I/O I/O
4 8 4 8
RS-232 RS-232
Figure 143: High-Speed Vehicle High-Density Remote Module
The 903 High-speed Vehicle FO Mux (remote module) consists of three boards only, plus a breakout panel for the
digital I/O connectors. The boards are one FMB and two HDB-TX video/digital input boards.
The HDB-TX boards have video connectors on the front panel; the data I/O panel (box) connects to the HDB-TX
board via a ribbon cable.
Be aware that each HDB-TX board has four built-in RS-232 channels and four adaptable (plug-in) modules.
Consequently, for each of the HDB-TX boards installed in the remote module, the console module must contain
at least one AIB that is loaded with RS-232 modules (or empty for unused channels). The second AIB can have a
variety of modules installed, but must have matching modules (or empty for unused channels) installed in the HDB-
TX board in the remote module.
7-20
7.8 Fiber Optic Transmission Path

The Millennium Plus telemetry system utilizes single mode (SM) optical glass fibers, to carry the optical data stream
generated by the FO Muxes.
Despite the higher costs and complexities involved in using fiber optics, they offer some major advantages over
electrical data formats in deep water (long distance) systems:
• High bandwidth/Low signal loss; fibers are capable of carrying optical signals for distances exceeding
40,000ft (12,000m) with little loss or signal degradation.
• Immune to electromagnetic interference.
• Physically smaller than electrical conductors, allowing multiple fibers to be carried in the space of a few
TWPs (twisted wire pairs).
Glass optical fibers are made of high-quality silica glass and each individual fiber consists of three distinct parts:
• Core; thin glass center of the fiber where the light travels.
• Cladding; outer optical glass layer surrounding the core that reflects the light back into the core.
• Buffer coating; plastic coating that protects the fiber from damage and moisture.
FO fibers are used through out the Telemetry System and are found in a number of different forms depending on
their use; bare plastic buffered fibers, patch cables, optical deck cables, individually armored fibers or multiple fibers
contained within a protective steel tube.
Optical fibers, by their very nature are delicate and can be easily damaged and generally require some form of
additional protection depending on their intended use. Patch or deck cables use Kevlar strain relief and plastic
jackets, Lift Umbilicals and/Tethers, may use different protective schemes such as individually armoring the fibers
(Rochester Optical Steel-Light®) or grouping multiple fibers within a steel tube (as used by Nexans in their tether
and umbilical products).
Where exposed bare fibers are used in the Vehicles FO Can, TMS Telemetry Can or internal fibers within the FO
Mux, extreme care must be used in handling and securing the fibers to prevent damage or kinking of the fibers.
See OII Technical Modules 043 and 130 for additional information on FO theory and fiber optic cable construction.
7-21
7.8.1 Fiber Optic Sliprings

Sliprings provide a basic function of coupling signals through a rotating assembly. In our case, it is the transferring
of optical signals through the Winch’s rotating drum and the TMS’ rotating Tether Drum.
Fibers from the deck cables are terminated in the Winch Stationary J-box, routed through the FO Slipring Assembly
to the Winch Rotating J-box mounted on the winch drum flange, where the connections are made to the Armored
Lift Umbilical.
A similar, but smaller (less electrical/optical passes) FO Slipring assembly is used in the TMS. Fibers from the TMS
Termination Can are routed through FO Slipring Assembly to the Tether Rotating J-box, where connections are
made to the Vehicle’s Tether.
Both the Winch and TMS FO Slipring assemblies are similar in construction. They are both composed of two
separate electrical sliprings and Fiber Optic Rotary Joint (FORJ) sections that are bolted together inside the
assembly housing.
Figure 144: Slipring Internal View
Note: The FO Slipring Assembly in the TMS is oil-filled and pressure compensated through the TMS’ compensation
system. The FO Slipring Assembly in the Lift Umbilical Winch is not oil-filled or compensated.
7-22
EXTERNAL FIBER CONNECTORS
Figure 145: FORJ Assembly (unmounted)
The Fiber Optic Rotary Joints (FORJs) serve the same function for the fiber optic (FO) signals as the electrical
sliprings serve for electrical power.
The operation of the FORJ is fairly straightforward; Figure 146 shows the internal view of a typical FORJ. The FORJ
assembly is composed of several stacked independent single passes.
As the winch drum rotates, the torque arm (shown in Fig 144) on the front of the Slipring assembly locks down the
center section of each FORJ, keeping it stationary relative to the rotating drum, while the housing portion rotates
with the winch/Tether drum.
The gear train (Figure 146) ensures that each of the independent single FORJ passes remain synchronized and
rotate together; otherwise the internal fibers would break when the FORJ was spun. Only two passes are shown in
this drawing, but additional units can be stacked together to allow for more FO passes in a slipring assembly.
Housing or rotating portion

of FORJ
Collimator Lenses
Stationary portion of
FORJ
Figure 146: FORJ Internal View
7-23
Each optical fiber is routed through the sliprings center tube to a separate FORJ assembly, where they are connected
to a collimator lens (beam expander) which greatly expands the diameter of the beam; the widened beam is then
reflected off a magneticly-coupled 90º mirror that rotates along with the housing. The 90º mirror is aimed at an
objective lens (second collimator lens) which refocuses the beam and inserts it back into the optical fiber.
Note: See OII Technical Module 117 for additional information on the FO Slipring Assemblies.
Note: Fibers routed to each of the FORJ sections will pass through each of the collimated (expanded) beams as the
slipring assembly is rotated. There will be some small optical loss associated with the fiber passing through
the beam, but the losses are typically small, less than .1db, due to the collimated beam being much wider
than the interfering fiber.
7-24
Section 8:
Index
can, umbilical termination 4-7

8.0 Index
illustration of 4-7
7-function manipulator controller 3-15 Cardev filter 4-20, 5-22
11-station RCU 5-31 Central (or Center) Console 3-2, 3-10
16-station proportional control unit 4-27 chair, pilot 3-2, 6-7
480VAC power source 6-7, 6-15 chair power supplies 3-13
compass can 4-15
A
compensation 5-8, 5-25
amplifier (amp) can 5-3, 5-12, 5-17
definition of 4-6
anodes and fasteners 5-4
compensation system 4-20
armored lift umbilical 4-7, 6-22
compensator and pressure gauges 4-22
illustration of cross-section 6-23
Console Power
auxiliary (aux) PC 3-9
overview of 3-4
auxiliary power unit
control console 3-1, 6-7
power requirments of 2-1
Center Console component of 3-2
weight of 2-1
functions of 3-2
B Navigators Console component of 3-2
ballast, lead 5-7 pilot chair used with 3-2
bulkhead connector receptacle 5-16 Pilot Console component of 3-2
bullet, umbilical termination 4-7 specifications of 3-2
buoyancy and ballast 5-4 control container
power requirements of 2-1
C
weight of 2-1
CAGE ELEX
CTAG 3-10, 4-14, 7-1
also see TMS electrical transformer
definition 7-11
overview of 3-4
Cage Motor 3-4 D
camera 4-28, 5-12 depth sensor 5-34
can, amplifier 5-12, 5-17 doppler velocity log 5-12
can, compass 4-14 DTEC GFI module 6-5, 6-19
can, fiber optic (FO) 5-12, 5-15 dual rail assembly 5-13
can, oil-filled 5-8
E
can, pressure-tolerant 4-12, 5-7, 5-12
ELECT compensator 5-26
can, pressure transducer 5-12
electrical power distribution 6-1
can, telemetry 4-13, 4-14, 5-12, 5-13
component description 6-3
can, tether termination 4-9, 5-8
electric motor housings 4-10, 5-10
can, transducer 5-18
equipment and termination housings 4-6, 5-7
can, transformer 4-8, 5-8, 5-9
F hydraulic pressure gauges 5-27
fiber optic hydraulic reservoir 4-18
terminations 4-7 hydraulic system 4-15, 5-19
transmission path 7-21

I
fiber optic (FO) can 5-12, 5-15, 7-21
in-line hydraulic components 4-23, 5-28
fiber optic multiplexer (MUX) 7-12
fiber optic rotary joints 4-11, 6-21, 7-23 J
internal view (diagram) 7-23 joystick, vehicle 3-13
fiber optics 1-1
L
fiber optic sliprings 4-11, 7-22
LARS
flying tether 4-6
see Launch and Recovery System
FMB-VRX card 7-13
Launch and Recovery System
FMB-VTX card 7-13
foam block
weight of 2-1
definition of 5-5
lead ballast 5-7
foot pedal 3-13
tray 5-7
FORJ
lighting system 4-29, 5-35
see fiber-optic rotary joints 4-11
lockout/tagout 4-7, 4-8, 5-8, 6-10, 5-9
frame, vehicle 5-4
high-voltage components 6-1
G motor housing 4-9, 5-10
GFI selector switch 3-6 power tray main supply breaker 3-4
ground fault interruption system (GFI) 3-2 tether termination can 5-8
of the Pilot Console 3-3 transformer can 5-9
ground fault monitoring 3-3 umbilical termination can 4-7
ground fault resistance meter 3-6 LOTO
see lockout/tagout
H
HDB-TX board 7-18, 7-20 M
high pressure oil filter 4-20, 5-23 manipulators 2-2, 5-35
house power transformer 6-14 Megacon GFI module 6-5, 6-19
HPU Megacon GFI Panel 3-3, 3-4
see hydraulic power unit Millennium Plus system
HPU boost transformer 6-15 control console 3-1
HPU motor data plate 4-16 overview of 1-1
hydraulic and compensation systems 4-15 power requirements of 2-1
hydraulic oil reservoir 4-15, 5-22 specifications of 2-1
hydraulic power unit 2-1, 4-16, 5-20 telemetry system of 7-1
definition of 6-26 weight specifications of 2-1
motor stator housings 5-8 internal components 6-12

power requirements
N
of the Millennium Plus system 2-1
Navigation (or Navigators) Console 3-2, 3-10
pressure gauges 4-22
O pressure relief valve 4-15
oil compensation system 5-25 pressure-tolerant can 4-12, 5-7, 5-12
oil-filled cables 4-10, 5-8, 5-11 pressure transducer can 5-12
oil-filled cans (housings) 4-6, 5-8 proportional control unit 4-15, 5-8, 5-29
OPAC stack 3-13, 4-12, 7-1, 7-7 propulsion system 5-32
o-ring sealed connectors 4-9
R
P RabbitCore processor 7-11
PBOF connectors 4-9, 5-10 responder/transponder 5-35
PCU roller-carriage assembly 5-13
see proportional control unit rotating J-box 4-8, 6-21, 6-27
penetrator end cap 4-14 definition of 6-22
pilot chair 3-2, 3-11 RS-232 3-11, 3-13, 7-18, 7-19, 7-20
and DTEC GFI 6-7 linking the pilot and auxiliary PCs 3-9
and Megacon GFI 6-7
S
OPAC stack of 3-13
seat adjustment motors 3-13
touch-screen display of 3-12
seven-function manipulator controller 3-15
Pilot Console 3-2, 3-3
sleeve couplers 4-8
auxiliary (aux) PC of 3-9
slipring assembly 4-7, 4-10
graphics display of 3-8
sonar system 5-34
ground fault system of 3-3
specifications
Megacon GFI Panel of 3-3
of the Millennium Plus system 2-1
pilot PC of 3-9
standard equipment, vehicle 5-34
power controls of 3-3
starboard motor compensator 5-26
power tray component of 3-4
step-down transformer 4-7, 6-25, 6-29
telemetry functions of 3-3
survey gyro 5-12
video monitors of 3-8
Swagelok fitting 4-13, 5-15
pilot PC 3-9
system supply voltage 2-1
pilot tray
system transformers 6-14
and DTEC GFI 6-7
power switch diagram of 6-8 T
port motor compensator 5-26 telemetry can 4-13, 5-12, 5-13, 7-21
power controls telemetry functions
of the Pilot Console 3-3 of the Pilot Console 3-3
power distribution unit 6-3, 6-9
telemetry system tray, lead ballast 5-7

component diagram 7-2 tray, pilot 6-8
tether counter 4-26 Tygothane 4-9
tether drive mechanism 4-24
U
tether drum 7-22
umbilical 1-1
tether drum assembly 4-10
umbilical termination bullet 4-6
tether features 6-28
umbilical termination can 4-7, 4-10, 6-4
tether in/out control 3-13
definition 6-24
Tether Management System 1-1, 4-1
illustration 4-7
advantages of vs. free-swim 4-2
height of 2-2 V
length of 2-2 valve pack compensator 5-26
lighting equipment of 2-2 VEH ELEX
managing 4-2 overview of 3-4
power requirements of 2-1 also see vehicle electrical transformer
specifications of 2-2 vehicle
tether specifications of 2-2 auto-functions of 2-2
thrusters employed by 2-2 clamp 4-29
Top Hat type 4-1, 4-12 depth rating of 2-1
types used in Millennium Plus system 4-1 height of 2-1
video data equipment used with 2-2 joystick of 3-13
weight of cage 2-1 length of 2-1
width of 2-2 lighting equipment of 2-2
tether spool-in function 4-25 payload of 2-1
tether spool-out function 4-25 power requirements of 2-1
tether termination can 4-9, 4-10, 5-8, 6-28 propulsion performance of 2-1
thrusters 2-1 sensors used by 2-2
thruster shaft seals compensator 5-26 sonar system of 5-34
TMS thru-frame lift of 2-1
see Tether Management System video data equipment of 2-2
TMS electrical transformer 6-15 weight of 2-1
TMS sliprings 4-11, 6-26 width of 2-1
touch-screen display 3-12 vehicle clamp 4-29
transducer can 5-18 vehicle electrical transformer 6-15
vehicle specifications 2-1
transformer can 4-8, 6-4, 5-8, 5-9, 5-9
vehicle standard equipment 5-34
definition of 6-25, 6-29
vehicle transformer can 6-4
transformer, step-down 4-7
vent/vacuum port 4-13
video monitors 3-8
W
water alarms 4-14, 5-14
winch sliprings 6-20
internal electrical view 6-21
winch stationary termination J-box 6-18, 7-22
workshop container
weight of 2-1
Y
Y-Strainer 4-18

D-0396635-A (Mill+ Vol1 PC DTEC TH)

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

D-0396635-A (Mill+ Vol1 PC DTEC TH)

Uploaded by

Copyright:

Available Formats

Hydra™ Millennium Plus

Document No. D-0396635, Rev A

Purpose of This Manual

How to Use This Manual

The manual is divided into the following sections:

Section 6 – Power Distribution

Warnings and Cautions

Warnings precede the instruction(s) to which they apply and indicate

Cautions precede the instruction(s) to which they apply and indicate a

Medium Blue Sea Green

Notice of Copyright ................................................................................................................................ ii

1.0 Introduction.................................................................................................................................. 1-1

2.0 Specifications .............................................................................................................................. 2-1

3.0 Console ........................................................................................................................................ 3-1

4.0 Tether Management System (TMS) ............................................................................................ 4-1

5.0 Vehicle .......................................................................................................................................... 5-1

7.0 Telemetry Overview ..................................................................................................................... 7-1

8.0 Index ............................................................................................................................................ 8-1

(This Page Intentionally Left Blank)

2.0 Specifications ...............................................................................................................................................2-1

2.1 Power Requirements

Total Power Consumption : 396kVA (excluding LARS)

All weights in air.

Depth Rating : 3050 m (10,000 ft) standard

Hydraulic Power Units : 2 × 110EHP (82Kw)

Auto Functions : Heading, Depth, Altitude, Fly-By-Wire station-keeping system

Manipulators : Typically 2 × 7-function, rate or spatially correspondent.

Video/Data : 8 × composite video

Lighting : Maximum of 8 lights, typically a combination of quartz-halogen,

Sensors : Digiquartz depth sensor

2.4 Tether Management System

Thrusters : 2 × horizontal for position and altitude control

Video/Data : 4 × composite video

Lighting : Maximum of 4 lights, typically a combination of quartz-halogen,

3.0 Console .........................................................................................................................................................3-1

300 300 300

100 500 100 500 100 500

POWER INSERT COLOR POSITION DECODER

P OWE R P ANAS ONIC S TE R E O DV D R E C OR DE R

P OWE R P ANAS ONIC S TE R E O DV D R E C OR DE R

P OWE R S TE R E O V IDE OC AS S E TTE R E C O R DE R S V O-2000 AF C

P OWE R S TE R E O V IDE OC AS S E TTE R E C O R DE R S V O-2000 AF C

Figure 1: Millennium Plus Control Console

Console functions are:

Figure 2: Pilot Chair

High Voltage AC is present in the console in normal operation. Use extreme

3.1 Pilot Console

9” MONITORS The Pilot Console in Figure 3

100 500 100 500 100 500

20” PILOTS MONITOR

Figure 3: Pilot Console

3.1.1 Power Tray

Figure 4: Power Tray

GFI ALARMS RESISTANCE

Figure 5: DTEC GFI Displays and Switches

• 480 VAC: monitors the system supply power.

Figure 6: Power Tray with Bypass Switches

3.1.2 Video Monitors

Typical Pilot’s graphical overlay screens are shown below:

Figure 7: Pilot Monitor Graphics Displays

CTAG is updated on a continual basis, as new features and improvements

3.1.5 CTAG for Windows PC (if fitted)

3.2 Center Console