Hughes Glomar Explorer employed a large mechanical claw, which Lockheed officially titled the "Capture Vehicle" but affectionately called Clementine.
The capture vehicle was designed to be lowered to the ocean floor, grasp the targeted submarine section, and then lift that section into the ship's hold.
One requirement of this technology was to keep the floating base stable and in position over a fixed point 16,000 feet (4,900 m) below the ocean surface.

The capture vehicle was lowered and raised on a pipe string similar to those used on oil drilling rigs.
Section by section,  pairs of 30-foot (9.1 m) steel pipes were strung together to lower the claw through a hole in the middle of the ship.
 This configuration was designed by Western Gear Corp. of Everett, Washington.
 Upon a successful capture by the claw, the lift reversed the process — 60-foot (18 m) pairs drawn up and removed one at a time.
The salvaged "Target Object" was thus to be drawn into a moon pool, the doors of which could then be closed to form a floor for the salvaged section.
This allowed for the entire salvage process to take place underwater, away from the view of other ships, aircraft, or spy satellites.

Sailing 3,008 nautical miles (5,571 km) from Long Beach, California, on June 20, 1974, Hughes Glomar Explorer arrived at the recovery site July 4 and conducted salvage operations for over a month.
During this period, at least two Soviet Navy ships visited Hughes Glomar Explorer's work site, the oceangoing tugboat SB-10, and the Soviet missile range instrumentation ship Chazma.
It was found out after 1991 that the Soviets were tipped off about the operation and were aware that the CIA was planning some kind of salvage operation, but the military command believed it impossible that they could perform such a task and disregarded further intelligence warnings.
Later, Soviet Ambassador Anatoly Dobrynin started sending urgent messages back to the Soviet Navy warning that an operation was imminent.
Soviet military engineering experts reevaluated their positions and claimed that it was indeed possible (though highly unlikely) to recover K-129, and ships in the area were ordered to report any unusual activity, although the lack of knowledge as to where K-129 was located impeded their ability to stop any salvage operation.

US Army Major General Roland Lajoie stated that, according to a briefing he received by the CIA during recovery operations, Clementine suffered a catastrophic failure, causing two-thirds of the already raised portion of K-129 to sink back to the ocean floor.
Former Lockheed and Hughes Global Marine employees who worked on the operation have stated that several of the "claws" intended to grab the submarine fractured, possibly because they were manufactured from maraging steel, which is very strong, but not very ductile compared with other kinds of steel.

The recovered section included two nuclear torpedoes, and thus Project Azorian was not a complete failure.
The bodies of six crewmen were also recovered, and were given a memorial service and with military honors, buried at sea in a metal casket because of radioactivity concerns.
Other crew members have reported that code books and other materials of apparent interest to CIA employees aboard the vessel were recovered, and images of inventory printouts exhibited in the documentary suggest that various submarine components, such as hatch covers, instruments and sonar equipment were also recovered.
White's documentary also states that the ship's bell from K-129 was recovered, and was subsequently returned to the Soviet Union as part of a diplomatic effort.
The CIA considered that the project was one of the greatest intelligence coups of the Cold War.

The entire salvage operation was recorded by a CIA documentary film crew, but this film remains classified.
A short portion of the film, showing the recovery and subsequent burial at sea of the six bodies recovered in the forward section of K-129, was given to the Russian government in 1992.
Hughes Glomar Explorer employed a large mechanical claw, which Lockheed officially titled the "Capture Vehicle" but affectionately called Clementine. The capture vehicle was designed to be lowered to the ocean floor, grasp the targeted submarine section, and then lift that section into the ship's hold. One requirement of this technology was to keep the floating base stable and in position over a fixed point 16,000 feet (4,900 m) below the ocean surface.
The capture vehicle was lowered and raised on a pipe string similar to those used on oil drilling rigs. Section by section,  pairs of 30-foot (9.1 m) steel pipes were strung together to lower the claw through a hole in the middle of the ship.  This configuration was designed by Western Gear Corp. of Everett, Washington.  Upon a successful capture by the claw, the lift reversed the process — 60-foot (18 m) pairs drawn up and removed one at a time. The salvaged "Target Object" was thus to be drawn into a moon pool, the doors of which could then be closed to form a floor for the salvaged section. This allowed for the entire salvage process to take place underwater, away from the view of other ships, aircraft, or spy satellites.
Sailing 3,008 nautical miles (5,571 km) from Long Beach, California, on June 20, 1974, Hughes Glomar Explorer arrived at the recovery site July 4 and conducted salvage operations for over a month. During this period, at least two Soviet Navy ships visited Hughes Glomar Explorer's work site, the oceangoing tugboat SB-10, and the Soviet missile range instrumentation ship Chazma. It was found out after 1991 that the Soviets were tipped off about the operation and were aware that the CIA was planning some kind of salvage operation, but the military command believed it impossible that they could perform such a task and disregarded further intelligence warnings. Later, Soviet Ambassador Anatoly Dobrynin started sending urgent messages back to the Soviet Navy warning that an operation was imminent. Soviet military engineering experts reevaluated their positions and claimed that it was indeed possible (though highly unlikely) to recover K-129, and ships in the area were ordered to report any unusual activity, although the lack of knowledge as to where K-129 was located impeded their ability to stop any salvage operation.
US Army Major General Roland Lajoie stated that, according to a briefing he received by the CIA during recovery operations, Clementine suffered a catastrophic failure, causing two-thirds of the already raised portion of K-129 to sink back to the ocean floor. Former Lockheed and Hughes Global Marine employees who worked on the operation have stated that several of the "claws" intended to grab the submarine fractured, possibly because they were manufactured from maraging steel, which is very strong, but not very ductile compared with other kinds of steel.
The recovered section included two nuclear torpedoes, and thus Project Azorian was not a complete failure. The bodies of six crewmen were also recovered, and were given a memorial service and with military honors, buried at sea in a metal casket because of radioactivity concerns. Other crew members have reported that code books and other materials of apparent interest to CIA employees aboard the vessel were recovered, and images of inventory printouts exhibited in the documentary suggest that various submarine components, such as hatch covers, instruments and sonar equipment were also recovered. White's documentary also states that the ship's bell from K-129 was recovered, and was subsequently returned to the Soviet Union as part of a diplomatic effort. The CIA considered that the project was one of the greatest intelligence coups of the Cold War.
The entire salvage operation was recorded by a CIA documentary film crew, but this film remains classified. A short portion of the film, showing the recovery and subsequent burial at sea of the six bodies recovered in the forward section of K-129, was given to the Russian government in 1992.
Project Azorian