PART V - SUMMARY OF OPERATIONS (CONT) (3) Heavy station interference (Brazil, Denmark, Japan, Spain, U.S., and Russia) was noted on the A1 and A2 circuits during hours of darkness. Good to excellent communications existed during all day- light hours. The higher frequencies of 22545 and 25380 kilocycles were generally clear of interference and afforded good to excellent signal strengths. (4) The beam antenna installed at CGRADSTA New Orleans to service ROCKAWAY went into operation about mid-September. Thereafter, an aver- age signal of strength "three" increased to "five" when this antenna was employed. (5) Continuous watches were maintained in all ports and communica- tions were generally good except in Guayaquil, Ecuador, and in Callao, Peru. Difficulties in these ports were attributed to surrounding moun- tains. (6) In addition to the Coast Guard circuits, ROCKAWAY was required to maintain direct communications with WWD, the Bureau of Commercial Fisheries station at LaJolla, California. 17105 kilocycles proved to be the most reliable frequency of those available to that station. Bathy, status reports and general EASTROPAC messages were passed to this station on five daily schedules except for a period from 16-21 August when one AN/FRT-23 transmitter failed. (7) Based on the above experience, the following recommendations are made: (a) That the oceanographic frequencies formerly listed as circuit A14 (6246, 8325, 12474, 16626 and 22151 kilocycles, RATT) be returned for usage during the January-April EASTROPAC. This would provide sufficient alternate frequencies to be employed when periods of heavy interference are encountered. (b) That permission be obtained from Commandant to employ CW emission on circuit A2 frequencies whenever the RATT mode becomes unusable. d. Engineering. The machinery plant performed satisfactorily through- out the cruise. Fuel economies were affected by two engine operation when running between oceanographic stations. Cruise planning included a scheduled fueling stop at Puntarenas at which time 50,000 gallons were to be taken. However, because of the price of 13 cents a gallon, this quantity was reduced to 25,000 gallons. Performance figures for the first half of the cruise indicated that this would be sufficient. However, a medevac and cumulative operational differences in the sec- ond half of the voyage necessitated a second, and originally unscheduled, fueling stop. This was made at LeUnion where an additional 15,000 gal- lons were taken at approximately the same cost per gallon. In both ports the fuel was of good quality having little sediment or water content. In Puntarenas the fuel was pumped from tank trucks and required almost ten hours to take on 25,000 gallons. In LeUnion the fuel was received from two 7500 gallon railroad tank cars and was gravity fed to