bluuebunny/crossref_metadata_2025 huggingface dataset:
COMBINING PRESSURE AND INERTIAL MEASUREMENTS FOR SUBMARINE DEPTH DETERMINATION
Authors: GLASS MICHAEL , TER HORST JACOB A.M.
Published: March 2009

Accurate determination of depth constitutes one of the critical inputs for a submarine navigation system. The traditional method of basing this determination solely upon a measurement of water pressure demands that a design tradeoff be made between the depth measurement bandwidth (responsiveness) and the degree of rejection of the “noise” component of the pressure signal, arising from surface waves. The technique discussed below comprises a method of overcoming this problem by combining a pressure signal from a piezoelectric transducer with an accelerometer signal from an inertial measurement system. The melding is implemented as a fully digital filter, yielding depth and depth velocity. The algorithm has been incorporated into the design of the DDC Model 6480 retransmission system for the Royal Netherlands Dutch Navy's Walrus class of submarine.
COMBATANT PATROL BOAT TOPSIDE DESIGN
Authors: LAW PRESTON E. , KUNIYOSHI SEIJI , MORGAN THOMAS P.
Published: March 2009

Along with the recent development of shipboard weapon systems of substantial firepower, considerable interest has risen in the design of light‐displacement, high‐speed combatant patrol boats. However, there has been an incorrect notion about patrol boats; “little boats have little problems.” From topside designers' point of view, little boats have many and big problems. Because of extremely limited shipboard topside space of this type ship, severe constraints are imposed for topside designers to effectively arrange shipboard combat systems, such as radars, fire control systems and communication equipment, to fully optimize the overall system performance and to sufficiently reduce electromagnetic hazards and interference (EMI). Recently, computer‐aided design techniques have been extensively utilized in combatant patrol boat topside design by making effective use of NAVSEA's topside design model (TDM), which allows for interactive design in graphically illustrated topside arrangements. Combat systems effectiveness is analyzed in terms of elevation plane optical coverages, radar line‐of‐sight (LOS) range detection, and omni‐directional antenna range prediction. The TDM algorithm includes the cumulative amplitude probability distribution of the HF communications range for the broadband fan and tuned whip antennas. The program is extended to analysis of the radiation pattern of directive antennas showing gain reduction principally due to blockage by superstructures. Finally, a set of candidate topside arrangements are proposed to the appropriate ship acquisition and design manager as feasible options to be pursued in the preliminary design phase.
DOCTRINAL AUTOMATION IN NAVAL COMBAT SYSTEMS: THE EXPERIENCE AND THE FUTURE
Authors: GERSH JOHN R.
Published: March 2009

For the last four years the most advanced surface combat direction system (CDS) of the U.S. Navy has employed a limited knowledge‐based control mechanism. Implemented in the Aegis Weapon System's command and decision element, this capability is called control by doctrine, and is a foundation for the Ticonderoga class cruisers' exceptional performance. Control by doctrine allows CIC personnel to direct that certain CDS functions be performed automatically upon tracks with specified characteristics. In effect, these CDS functions, from identification to engagement, can now be controlled through the specification and activation of general system response rules rather than by individual operator actions. The set of active rules, called doctrine statements, forms a system knowledge‐base.

The Advanced Combat Direction System, Block 1, successor to today's Naval Tactical Data System, will also employ control by doctrine. As part of a larger effort investigating Aegis/ACDS commonality issues, a Doctrine Working Group was chartered to consider, among other things, implications for force‐wide interoperability of multiple systems with such rule‐based control mechanisms. The working group produced a set of design objectives for doctrine statement standardization across CDSs. Principal features of these objectives are described.

The prospect of several such ships operating together in a battle group has raised questions as to the methods by which the actions of ships with those doctrinally‐automated systems can best be coordinated. Related questions deal with specific design features for the support of such coordinated action. Work is now being carried out to investigate these questions.

Combat system automation through doctrine statements is only one kind of rule‐based control. Much work in the area of artificial intelligence deals with the use and maintenance of complex systems of rules, usually in non‐real‐time problem solving applications. Such systems are just now beginning to be applied to real‐time control problems. While the operational constraints of naval combat systems make them different in many ways from such traditional expert systems, lessons in each area can be learned from work in the other. In fact, a general spectrum of rule‐based control can be described, with certain design features related to application areas.
LOGISTICS ENGINEERING AT THE COMBAT SYSTEM LEVEL
Authors: FERENCE DARRELL W.
Published: March 2009

In the late nineteen‐seventies, the combat system engineering communities within the Naval Sea Systems Command were coming of age in the ship overhaul arena. New surface combatant acquisition programs were on the horizon, and questions were being raised from several different disciplines including logistics engineering regarding what could be, and what should be, done at the combat system level in these new construction programs.

One of these new programs, the DDG‐51 class shipbuilding program which materialized in 1979, incorporated a combat system engineering approach. The DDG‐51 Class Combat System Project was initiated in support of that approach, and the ILS program that ensued was the first at a combat system level.

This paper presents a summary of the logistics engineering efforts associated with that program from the demonstration/validation phase in 1981, into the current early production/deployment phase. The paper also provides assessments on the value of conducting various logistics engineering related tasks at the combat system level. These assessments are offered for consideration in the planning of comparable projects.
FROM TYPHON TO AEGIS — THE ISSUES AND THEIR RESOLUTION
Authors: INMAN BRYCE D.
Published: March 2009

The Aegis weapon system, now deployed in the USS Ticonderoga cruiser class and soon to be deployed in the Arleigh Burke destroyer class, is generally accepted to be, by far, the most capable ship AAW weapon system in the world. The concept for this system was developed in the mid‐1960s as replacement for the failed Typhon weapon sysem. During the concept design and early development phases there arose a number of key technical and programmatic issues. In retrospect, a different decision on many of these issues could have resulted in a much less capable system and, in some cases, to another system development failure. This paper first provides a brief description of the Typhon system concept and why it failed in execution. This is followed by the identification of key early technical and programmatic issues. Each issue is discussed, the options defined, and the final resolution described. With the benefit of hindsight, the impact on the system development from a different decision is suggested. Finally, an attempt is made to reach some general conclusions that could be of value to other similar development efforts.
STATIC AND UNDERWAY ALIGNMENT OF MAIN PROPULSION SHAFT SYSTEMS
Authors: VASSILOPOULOS LYSSIMACHOS
Published: March 2009

The implementation of shaft alignment and its monitoring with a ship underway have been considerably enhanced since the strain gage method was first introduced in this country in 1972 during construction of the first VLCC, the TT Brooklyn.

After a brief review of the subject of shaft alignment for marine drives, the paper illustrates the role of strain gages as the ultimate sensor for implementing, checking and verifying the state of vertical and horizontal alignment during the early construction phases, in the course of trials or during service.

The instrumentation packages and computer software needed to implement strain gage technology for both bondable and weldable gages are reviewed, starting with the simple static case and proceeding with the use of telemetry when the ship is underway and the shaft rotating. The significant aspects of system modelling that are so crucial for the proper utilization of strain gage technology are then treated in some detail.

The main objective of the paper is to show the advantages of strain gage technology to completely define the state of alignment, to predict weardown of bearings, to provide guidance for corrective action, to detect mechanisms causing bearing failures, noise and vibrations, and to afford a systematic approach for predictive maintenance purposes. Recommendations are given for future research that will render this technology more cost‐effective.
ADVANCED DAMAGE CONTROL SYSTEM
Authors: GEER DAVID
Published: March 2009

The principal operational requirement for a warship damage control system is to assure the timely and informed application of the resources of the ship, both men and equipment, to the containment and control of major battle damage. In order to meet this requirement, the damage control system must first survive the initial damage, and then provide the capability for the damage control team to develop and implement a realtime, informed strategy to first contain and then control damage.

The damage control solution has five parts:

Define the end‐to‐end, total ship damage control system for a specific ship or ship class

Define the specific level of expected damage the ship and damage control system must survive

Provide the capability for damage control personnel to make informed, real‐time decisions utilizing human observations, progress reports, sensor and equipment inputs, and proven damage control doctrine

Provide the ability to exercise total ship, coordinated, real‐time control of men and equipment at the scenes of damage

Design in predetermined criteria for change‐over from remote, automated control to local‐manual control, either due to damage or to loss of ships' electrical power, in accordance with proven damage control doctrine.

Development of a successful damage control system design requires a survivable, end‐to‐end control system approach, both automated and manual, which integrates sensors, human observation, control and decision processes to rapidly focus resources to engage and control damage. This paper describes the performance requirements and design approach for a survivable ship‐wide integrated damage control system that will meet naval operational requirements for specific damage scenarios during peacetime and wartime.
SHIP EM DESIGN TECHNOLOGY
Authors: LI S.T. , LOGAN J.C. , ROCKWAY J.W.
Published: March 2009

This paper describes the design procedure and engineering design tools used for Navy shipboard exterior RF communication system design. The approach is an iterative process by which candidate RF system designs can be analyzed to determine their relative desirability.

Several computer codes have been developed for designing the exterior RF communication systems for Navy ships. The software design aids consist of two packages, one for antenna modeling (such as the NEC‐Method of Moments, NEC‐Basic Scattering, and NEC‐Reflector antenna codes), and another for communication systems analysis (such as DECAL, PECAL, LINCAL, and COSAM II). These codes have been well documented, validated, and applied successfully to design and integrate a number of shipboard exterior communication and topside antenna systems. However, there exist two shortcomings: (1) lack of a user friendly interface, and (2) lack of the ability to enforce design discipline and completeness. The Naval Ocean System Center recognized these shortcomings and has initiated the development of engineering workstations such as the Interactive Graphic Utility Automated for Numerical Electromagnetic Code (NEC) Analysis (IGUANA), the Numerical Electromagnetics Engineering Design System (NEEDS), and the Communication Engineering Design System (COEDS).
HISTORY OF COAST GUARD SURFACE EFFECT SHIP PERFORMANCE IMPROVEMENTS
Authors: LARIMER GARY , McCOLLUM JOE , SCHAUB BENTON , VAN LIEW DONALD , WHIPPLE CHARLES
Published: March 2009

During the early 1980s the United States Coast Guard took delivery of three surface effect ships (SES) from Bell Halter, Inc. These 136‐ton, 30‐knot plus, aluminum hulled cutters were to be used primarily for drug interdiction in the southeastern United States. By early 1985, however, the full load weight of these cutters had grown to 150 long tons, and their top speed had dropped to below 23 knots in calm water. By mid‐1985, operation of all three SESs was suspended to prevent possible catastrophic failure of their main engines. At this point, the USCG joined ranks with Textron Marine Systems (then Bell Aerospace), and Detroit Diesel to analyze what had gone wrong, and to propose solutions to the problems encountered. From that beginning, the performance of the Coast Guard's SESs has steadily and dramatically improved until at present all three cutters are able to exceed their original performance specifications. This paper discusses the problems experienced with the SESs, including engine overloading, vibration, ride quality, seal wear, poor lift system performance, and metal cracking, along with the corrective actions taken to solve them. The cooperation between government and private industry, which made this dramatic turn‐around in performance possible, is also explored. Lessons learned about SES technology are viewed in relation to the general experience of the Coast Guard with other types of high performance hull forms.
AUXILIARY SHIP HULL FORM DESIGN AND RESISTANCE PREDICTION
Authors: FUNG SIU C.
Published: March 2009

In this paper 154 auxiliary type monohull designs are analyzed for guidance on how to select the appropriate hull form parameters, particularly with regard to the effects of hull section shapes, sectional area and design waterline curves on ship resistance. This paper also discusses the resistance predictions based on (1) the statistical approach and (2) the use of series model test data (such as Taylor's standard series) and associated “worm curve factors” with the help of data management software.
A MODULAR SHIPBOARD HELICOPTER SUPPORT SYSTEM
Authors: RODRICK EUGENE J. , MAURER DAVID M. , GROCHOWSKI RAYMOND B.
Published: March 2009

This paper discusses the conceptual design of a modularized helicopter support facility for the U.S. Army which can be rapidly assembled aboard a commercial containership. The facility includes accommodations, a flight deck, hangar, repair parts storage, and a complete set of shops to support the entire range of helicopter types likely to be involved in low‐ to medium‐intensity conflicts. This capability may be transferred ashore in the area of operations using commercial container port facilities or current logistics over the shore (LOTS) equipment.

The U.S. Navy developed a concept for a modular system, called Arapaho, to provide convoy protection using a commercial containership as an antisubmarine warfare (ASW) helicopter platform. A preliminary development model was built to demonstrate the feasibility of quickly assembling such a system onto a merchant containership and performing flight operations safely at sea. The British Royal Navy leased this system and operated it successfully in the Falklands and in Lebanon.

The U.S. Army Arapaho system will be configured around a U.S. Army aviation intermediate maintenance (AVIM) company. Army manpower and personnel integration (MANPRINT) and hardware/manpower integration (HARD‐MAN) methodologies are applied to tailor the Arapaho to the functional requirements, organization and equipment of the AVIM company. Functions necessary to maintain and operate the system independently of support from the ship have been identified and form a part of the overall manpower, personnel and training concept of the Arapaho. Trade‐offs are conducted to determine the best approaches to accommodating the personnel and equipment in ISO standard modules suitable for use aboard a commercial containership and ashore. Alternate approaches to arranging these modules aboard the selected baseline ship are examined, and the best configuration in terms of operational effectiveness, supportability, MANPRINT, cost, installation time and readiness is selected.
The Ideal Naval Shipyard
Authors: GLUSE MICHAEL R.
Published: March 2009

One of the most interesting concepts to result from the Shipyard Operation Review Team (SORT) experience was that of “The Ideal Shipyard.” It was the criterion against which the performance of each shipyard was evaluated. The attributes of The Ideal Shipyard are defined and discussed in detail.
Technical Documentation Management in the Era of the Paperless Ship
Authors: CHICKERING JOHN E. , QUALLS WILLIAM B.
Published: March 2009

The U.S. Navy relies heavily on advanced technology to carry out its missions. As a consequence, today's sailors are spending increasing amounts of time maintaining and repairing complex systems and equipment. In performing these duties, sailors depend on supporting technical documentation. As the complexity of systems and equipment grow, the volume and complexity of this technical documentation also increases. As a result, technical information, one of the Navy's critical resources, is simultaneously becoming more vital and more difficult to use. The Navy is meeting this challenge by exploring innovative approaches to the management of technical documentation. One example is the Paperless Ship Initiative, which employs optical disk technology as the primary means for document storage.

Optical disks can store large volumes of technical information in a small space. One way to take advantage of this auto mated access is to make technical information more readily accessible and easier to use. As an example, a technical manual can be organized on an optical disk into discrete segments of text and indexed for fast retrieval by section, subsection, or paragraph. Furthermore, mechanisms can be developed which allow computer‐supported links between logically related segments of the text. This style of interface allows a user to interact directly with the textual passages and to establish new organizational and referential links between them. This style of interface falls under the general category of hypertext (also known as linked text).

The combination of optical disk storage and hypertext offers new possibilities for improving access to large volumes of technical documentation while maintaining all of the advantages of traditional paper‐based documentation. This paper begins with a discussion of the need for better technical documentation support. Alternatives that can fulfill this need are reviewed and the role of hypertext is described. The paper illustrates a sample hypertext application for shipboard use. The paper concludes with a discussion of the steps involved in creating a hyperdocument from existing textual material and identifies future directions that government and industry must take to make the hypertext technical manual a reality.
Hydro dynamic Evaluation of Hull Forms with Podded Propulsors
Authors: CHENG BILL H. , DEAN JANET S. , MILLER RONALD W. , CAVE WILLIAM L.
Published: March 2009

A computational capability has been developed to predict and visualize the flow about podded propulsors appended to the 154‐foot transom stern research vessel, R/V Athena. The computer generation of a complex geometric model for the hull and appendages is an important part of this new capability. The flow field is computed using a free surface potential flow method. The steady flow induced by the propulsor is simulated by an idealized propeller model (actuator disk). The upstream effects of an actuator disk are examined and results are compared to the case without an actuator disk. Computed results for the inflow to the propeller disk are presented as velocity vector plots and contour plots. Harmonic analyses are performed on the computed velocity components.

The numerical results can be used in conjunction with experiments performed at DTRC to aid in the design of podded propulsors. These flow studies are used to examine the proper alignment of the pod/strut system with the aim of obtaining the optimal flow into the propeller. The combined numerical and experimental approach is shown to be an efficient way to evaluate complex hull forms with podded propulsors. This powerful design approach can be used for future Navy ship designs.
Ship Service Electrical Systems —Designing for Survivability
Authors: CERMINARA JOHN , KOTACKA ROLF O.
Published: March 2009

This paper highlights the survivability concerns in the design of ship service power systems. The paper gives a brief description of what constitutes a typical ship service electric power system and concentrates on electric power generation and associated controls. Established survivability design principles and guidelines are highlighted and the application of those guidelines are discussed. General Specifications (Gen Specs) for Ships of the U.S. Navy are cited as the cornerstone for design. Specific design criteria are cited as well as the rationale associated with the survivability design guidelines pertaining to power generation and distribution.

The application of these survivability design guidelines plus the use of the deactivation diagram/damage tolerance analysis cited in the Gen Spec section 072e will enhance overall design and help ensure survivable electric power systems for surface combatants.
Ten Principles of Command and Control System Automation
Authors: DELONG R. PETER
Published: March 2009

This paper proposes ten principles which govern the way in which data fusion functions should interact when automated. Most of these principles are expressible as simple rules which restrict the structure of the directed graph representing the overall C3I system architecture. Others preserve the integrity and statistical independence of the sensor data to be fused. Although essentially mathematical in nature, the principles lend themselves to expression as system engineering rules of thumb, as follows:

Fuse Similar Sources First

Use Covariances

Avoid Multiple Sensor Data Paths

Support Distributed Fusion Decisions

Don't Mix Security Classifications

Don't Replace Measurements With Look‐Ups

Do Fusion Before Classification

Provide Feedback to Interfacing Systems

Don't Disregard Future System Connectivity

Know Who The System Users Are

After expounding these, the paper concludes with various maxims which did not quite attain the status of “principles.”
Rudder Roll Stabilization: The Dutch Solution
Authors: VAN DER KLUGT P.G.M.
Published: March 2009

Recently, the Dutch company Van Rietschoten & Houwens developed a rudder roll stabilization (RRS) autopilot in close cooperation with the Delft University of Technology and the Royal Netherlands Navy. This autopilot uses the rudder not only to control the heading of a ship but to reduce the roll motions simultaneously.

Concurrently with the design of the autopilot, research concerning the design of a ship and its steering gear was carried out in cooperation with the Maritime Research Institute, Netherlands, the Royal Schelde, the Royal Netherlands Navy and Ross Industry to improve the potential effectiveness of an RRS system.

This paper describes the final results of this research. From the point of view of control, it specifies several general requirements for the design of a ship, its steering gear and its RRS autopilot. It is demonstrated that a successful application of an RRS system cannot be obtained unless these requirements are met. In addition, it discusses the first practical realization of an RRS autopilot to be installed on board the new M‐class frigates of the Royal Netherlands Navy.
A Ship‐Wide System Engineering Approach for Fiber Optics for Surface Combatants
Authors: KNUDSEN D.R. , BROWN G.D. , INGOLD J.P. , SPENCE S.E.
Published: March 2009

Fiber optics offers great potential for meeting the demanding needs for data communications on naval surface combatants. The use of fiber optics allows higher line transmission rates, reduces electromagnetic interference (EMI) problems, reduces cable weight and space requirements, allows systems designers greater flexibility in the design of systems and significantly reduces the numbers and types of different components needed for logistics support of installed systems. However, a systems engineering approach is required to implement fiber optics in a manner that is beneficial to the ship as a whole. This paper explores the benefits of fiber optics from both a ship and system standpoint, describes a systems engineering approach to a cable plant, and addresses the environmental considerations for the components and systems.
Aegis Display System Map Data Base
Authors: PANTAZOPOULOS MICHAEL V. , BARKER R. GORDON , SLIMMER REBECCA L.
Published: March 2009

The Aegis Combat System is an advanced integrated combat system engineered specifically for Ticonderoga class cruisers. An essential component of this system is the Aegis Display System (ADS), which displays real‐time ownship and fleet tactical information. Integral to the ADS is the display of coastline map data to provide geographic perspective to the tactical picture. The purpose of this paper is to describe the design and implementation of the map data base into the ADS.

The original ADS equipment limited the number of coastline points which could be displayed at one time, thus leading to the development of several data thinning techniques. The requirements for real‐time maps also motivated the introduction of some novel features into the data base architecture.

The data base was required to support nine range scales and yet maintain the same approximate density of points throughout the entire world. To accomplish this, the data were partitioned into “windows,” with a uniform size based on distance rather than an angular measurement. This resulted in windows approximately the same size in area, but with a longitudinal width which increases as polar latitudes are approached. The number of data points was then reduced by applying several thinning algorithms so that the desired point densities were reached. The windows were organized into four separate data subbases, each with a different window size but a similar point density. This scheme allows coverage of an entire display area with at most four windows at any range scale.

The display speed was optimized by exploiting the Aegis Combat System's use of orthographic projection from the earth's surface to the display plane. This type of projection permits integer arithmetic in the transformation projection equations when the data points are stored as X,Y,Z earth‐centered coordinates instead of as latitude and longitude. This results in substantially faster map processing and display times, thereby allowing the ADS to generate accurate coastline maps within the constraints imposed.

Several enhancements are in progress or under consideration. Already underway is the reformatting of coastline data into closed polygons to support color filling of land areas. Political boundaries, commercial airways, and terrain and bathy‐metric data are candidates for incorporation in the future.
Stress Analysis and Life Predictions of Ship Propulsion System Gas Turbine Uptake Structures
Authors: FARRINGTON HERBERT O. , FALK P. T. , MORRONE ANTHONY , SAVORELLI SAM
Published: March 2009

Gas turbine uptakes in some FFG‐7 class ships have undergone cracking, a consequence of cyclic thermal stresses that occur during startup and powered operation. Because of this cracking, mainly in duct walls and some stiffeners, NavSea redesigned the FFG‐7 class uptake, and ship designers have improved designs for new ship classes such as DDG‐51 and MCM‐1. These new designs employ insulation schemes and other features to reduce the thermal stresses associated with a gas turbine startup transient. This paper discusses the finite element methodology and thermal transient stress results of analyses on the redesigned FFG‐7 class uptake, and the DDG‐51 class and MCM‐1 class gas turbine uptakes. It briefly describes the applicable ASME Code criteria and follows this discussion with a fatigue life evaluation with regard to crack initiation. Some design features that would mitigate thermal transient stresses due to startup, such as placement of insulation, stiffeners, and thicknesses are presented. A description is given of the dynamic shock analysis methodology used for shock qualification, and the application of computational fracture mechanics to predict the remaining life of the uptake at a location with an initial crack.
Multimission Ship Design for an Alternative Fleet Concept
Authors: BOSWORTH MICHAEL L. , KLEIMAN AILEEN G. , MATZ STEVEN C.
Published: March 2009

The design of a battle force as a total system, rather than isolated designs of individual ships, can achieve significant improvements in military effectiveness and affordability. It is a momentous decision to alter the battle force architecture of a navy; usually a change occurs only after the opening gambits of a major war have demonstrated the inadequacies of the old battle force architecture. However, the question of battle force architecture must be raised now, after forty‐five years of relative peace and cold war, at a time when the role of the navy and military is being questioned. If the decision is made to change the surface battle force structure of the U.S. Navy, the conversion will be a lengthy process that should commence with the next vessels to enter preliminary design. This paper presents a summary of one envisionment of an alternative battle force, and focuses on a 35,000‐ton Carrier Dock Multimission ship with increased commonality between variants for amphibious assault, combat logistics, aviation support and deplorable vehicle support.
Polar Class Icebreaker Oceanographic Mission Upgrade
Authors: YOU MARK TIL , THAYER NEAL , ZIMMERMANN RICHARD P.
Published: March 2009

In supporting U.S. polar programs, U.S. Coast Guard icebreakers have two missions: logistics support (break‐in and ship escort), and research support (providing research platforms for the U.S. polar research community). The retirement in recent years of CGC Glacier and the last two Wind class icebreakers has left the Coast Guard with just two Polar class icebreakers to conduct missions in the Arctic and Antarctic. It has become clear in recent years that the research community needed enhanced scientific facilities available on board the two remaining Coast Guard icebreakers.

Historically, the Coast Guard has provided scientific support to embarked scientific parties on board its icebreakers, carrying researchers in a wide variety of fields into the ice of both polar regions. After conducting a survey of the polar research community and holding a series of meetings with users of the vessels to ascertain the needs of the user community, the Coast Guard has undertaken an effort to upgrade the research support capability of the two existing Polar class vessels. Improved research support capabilities were designed with ongoing consultation with the polar research community.

The upgrade of facilities on the two vessels was divided into two phases: Phase I, an upgrade of geological facilities and Phase II, an upgrade of the general oceanographic facilities. This paper focuses on the design work for the Phase II upgrades on CGC Polar Sea, consisting of construction of oceanographic and geological lab spaces, construction of a new oceanographic winch room, the addition of over‐the‐side weight handling equipment, the addition of topside support services for scientific vans, and the acquisition of new science winches.
Discovery to Reality
Authors: CLARE THOMAS A.
Published: March 2009

This paper was adapted from an address delivered at the ASNE Flagship Section 1990 R&D Symposium, 24 October 1990. It challenges the conventional views on the transition of technology to the fleet and calls for greater cooperation among Navy and industrial participants in the technology development process. Characteristics of successful technology development programs are cited. The author suggests that a new perspective on the management of technology will be needed in the future.
Advanced Surface Ship Hull Technology — Cluster B
Authors: BEACH JEFFERY E.
Published: March 2009

The concept of technology clusters has been previously described in conjunction with the advanced machinery cluster where the synergistic value of combining technologies was demonstrated for improved performance and afford‐ability. In this paper a Surface Ship Hull Technology Cluster, Cluster B, is described which is aimed at improved survivability, increased mobility and enhanced affordability.

The Cluster B concept consists of 12 individual technologies, which are centered around an advanced double hull design. The technologies and subclusters are described and their military as well as commercial values are discussed. The status of each of the individual technologies is presented along with an anticipated development plan for the entire cluster.
FFG‐61 Prototype Digital Technical Library
Authors: VINROOT CHARLES A. , ORNER JEFFERY G.
Published: March 2009

USS Ingraham (FFG‐61) is the prototype ship for NavSea's Advanced Technical Information System (ATIS). ATIS is a digital technical library, which holds on optical disks the ship's 2,000 technical manuals and 73,000 drawing sheets. It contains a detailed ship's configuration index (derived from SCLSIS) to lead the user to the proper drawing or manual, and it replaces the ship's aperture cards and the second (library) copy of the technical manuals. ATIS, and the data standards established and tested through ATIS development, will be the technical library portion of micro‐SNAP and SNAP III. It also forms an important part of NavSea's plans to utilize EDMICS data.

This paper describes the goals and technical concepts behind the development of ATIS. Problems encountered, solutions developed, and lessons learned are detailed. Special attention was paid to the application of the Computer Aided Acquisition and Logistic Support (CALS) standards, problems caused by conflicts and ambiguities in those standards, and recommendations for future application and tailoring of the standards. Original program goals are compared with actual operational experiences. Plans for future expansion are outlined, including applications of this technology in the availability planning and execution process. A comparison is developed among the various methods of optical imaging and their costs and benefits.
Automated Maintenance Management for Small Craft
Authors: SETEROFF SVIATOSLAV STEVE , VAN HOOK KEITH C.
Published: March 2009

This paper deals with the need for a coordinated effort to develop a uniform, readily available PC‐based maintenance management program for commands employing small craft in the execution of their mission. Included are:

A discussion of the maintenance management problem as it applies to small craft.

An evaluation of necessary capabilities of such a program by comparison with two existing programs which can currently satisfy some of these requirements.

A review of the hardware, software and support requirements necessary to implement and maintain such a system.

The importance of a coordinated and deliberate effort to standardize the essential elements of the program.
Hull Form Design Studies for Monohull Combatants
Authors: WILSON W. BRETT
Published: March 2009

In support of the power‐limited design approach for monohull combatants, a series of hull form studies was undertaken with the objective of developing simplified algorithms for use in early design stage ship synthesis numerical models. Resistance, propulsion, and seakeeping performance were analyzed. Algorithms were generated for bare hull resistance, varying L/B and displacement with optimum prismatic, for the effect of bow and stern bulbs, and for the drag of appendages. Propulsion formulae were derived for twin screw conventional propulsion for large diameter, controllable‐reversible pitch propellers, and counter‐rotating propellers. For the specific case of the stern bulb hull, a single screw propulsive coefficient was determined. In the seakeeping area, equations were formulated to estimate secondary hull form parameters (given basic hull characteristics), for use in Bales equation for ft, an established seakeeping measure of merit. Then, ft was related to Operability Indices (OI) in various sea states and, thus, the overall Seakeeping Performance Index (SPI) for a specific “combat” set of motion criteria. The effects of fins and rudder roll stabilization were added. The result is an easy‐to‐use technique for determining seakeeping operability in early stage design.

For the power‐limited design approach, substantial benefits in propulsion and seakeeping can be obtained from a high L/B, optimum Cp, seakeeping hull form. Incorporation of a bow and stern bulb and single screw propulsor can further significantly improve powering with minimal impact on operability in a seaway.
The NPS AUVII Autonomous Underwater Vehicle Testbed: Design and Experimental Verification
Authors: HEALEY ANTHONY J. , GOOD MICHAEL R.
Published: March 2009

The design, construction and testing of an autonomous underwater vehicle (AUV) for use as a research and development testbed at the Naval Postgraduate School (NPS) is presented. Design objectives, analysis and trade‐offs are discussed with respect to a generic AUV with specific details for the case of the NPS AUV II. System integration and flexibility are emphasized in the subject vehicle to support presently planned and future research employment. Hull, mobility, sensors, automatic control, and energy subsystems are described. Design and fabrication techniques for the NPS AUV II vehicle hull and equipment are documented. Some results from an experimental program illustrating verification of vehicle design are described.
Integration of Ship Control Systems for Total Ship Survivability
Authors: FAMME JOSEPH B. , TAYLOR BARRY
Published: March 2009

Effective damage control in naval ships has always been an important element of the naval combat equation. After receipt of battle damage, the ship's offensive operational capability depends upon its ability to support or restore vital systems. This in turn depends on the degree of initial damage, the damage control readiness condition of the ship, and effectiveness of the crew in applying the ship's damage control doctrine. In addition to conventional shell, mine, and torpedo threats, the speed and lethality of modern weapon systems presents an increased requirement for damage control readiness. New technology for the monitoring and control of the ship's hull, mechanical, electrical, and damage control (HME&DC) systems is now available with the potential for improving damage control readiness and for aiding the ship's commander in executing his damage control doctrine. This paper will describe the evolution of ship control systems, and discuss the application of current ship control systems technologies to damage control. It will recommend an optimum approach to meeting the requirements of damage control readiness posed by modern day threats, working within the U.S. Navy concept called Total Ship Survivability (TSS).
Remote Sensing of Surface Ship Wakes
Authors: GRIFFIN OWEN M. , PELTZER RODNEY D. , REED ARTHUR M. , BECK ROBERT F.
Published: March 2009

Recently, there has been much interest in the remote sensing of surface ship wakes using synthetic aperture radar (SAR). Ship wake signatures obtained using a SAR have several prominent features such as a dark trailing centerline region, bright‐line images aligned at some angle to the ship's path, and sometimes the distinctive Kelvin ship wave pattern. The origins of these features are not well understood. Many different theories are available to explain one or more of the features. These theories are often in conflict and no definitive answers are yet available. Much analytical and numerical research, and both laboratory and full‐scale experiments are presently underway in order to develop proper explanations for these features.

This paper first describes in some detail the distinctive features of SAR images. Then actual examples from early SEASAT SAR images, the JOWIP/Georgia Straight and SIR‐B experiments, and the recent ONR remote sensing experiments are given. The observed radar image morphology includes dark centerline wake features, narrow‐V bright line features, and Kelvin wave manifestations.
Circular Overmoded Waveguide for Shipboard Use
Authors: HUTING WILLIAM A. , WARREN JEFFERY W. , GARNER PAUL N. , KRILL JERRY A.
Published: March 2009

Several future Navy combat systems under development require efficient delivery of high power microwave energy from remote transmitters to array antennas. To achieve this requirement, a family of microwave components has been developed and tested.

Progress is described in the design and testing of an overmoded circular TE01 mode waveguide applicable to special shipboard needs. Because such a waveguide had originally been developed for low power millimeter band trunkline communications between cities, new theoretical, design, and fabrication techniques had to be developed to meet our specific performance requirements. Moreover, in order to fulfill the combat system requirements, the waveguide would have to withstand harsh military requirements.

Over several years the obstacles to the application of overmoded technology to Navy combat systems have been systematically eliminated. The effort has resulted in the invention of several new components, the development and validation of a new computer aided design package, and the implementation of new microwave measurement techniques. The first application of an overmoded waveguide to a combat system element was recently achieved in the successful demonstration of the prototype Cooperative Engagement Capability, and steps toward a production military version of the waveguide have been initiated.
Logistic Support Analysis—Lessons to be Learned
Authors: GREEN MARK W.
Published: March 2009

For years in Navy system/equipment acquisitions, a program requirement that has been particularly troublesome to program managers (PMs), integrated logistic support managers (ILSMs), and logistic element managers (LEMs) is logistic support analysis (LSA). Performance of the tasks to satisfy this LSA requirement has dismayed many logistics engineers and analysts as well.

Unfortunately, what has caused such consternation in the past is still present and shall negatively impact LSA requirements in the future unless some reformation occurs.

A few of the main problems encountered when involved with an LSA are: the analysis is started too late; the effort is complex and diverse; the LSA military standards contain ambiguities, vague descriptions, and other deficiencies; and the LSA process allows many possible approaches leading to results with numerous possible interpretations. In many cases, expensive LSA processes produce data that is neither timely nor of great use. The result of an inefficient LSA is usually a bandaided end item in the field, one without adequate and cost‐effective support.

This paper addresses LSA‐related problems, evidenced through research and personal experience, and recommends solutions to enhance the LSA process. This paper also stresses conducting the appropriate amount of analysis (through tailoring) to derive the ideal supportability system—one of sufficient performance that maximizes life cycle affordability.
Electronic Data Interchange and Naval Aviation
Authors: Dolan Robert P.
Published: March 2009

ABSTRACT  With the Department of Defense (DoD) community facing declining budgets, reductions in workforce, and a shrinking business base, re‐thinking of traditional methods of doing business is necessary. As part of the larger Federal government initiative, DoD has adopted Electronic Data Interchange (EDI) to improve its mission effectiveness and reduce operating costs. EDI is the paperless exchange of business information using standard, transaction‐based formats. The EDI standard details how to format electronic messages that transmit information usually found on purchase orders, invoices, and other documents. The benefits of EDI to Naval Air Systems (NAVAIR) are more than just reducing paperwork, eliminating data entry errors, and receiving more timely data. EDI is a methodology to streamline functional processes; increase visibility of requirements to commercial activities; increase productivity through reduced cycle times; reduce material inventories, and develop electronic linkage from Navy information systems to DoD trading partners. This paper examines the technology of EDI, its uses, benefits, and explores some of the opportunities for EDI applications in the NAVAIR community such as: maintenance and engineering; procurement; and financial management.
The Efficient Use of Simulation in Planing Hull Motion Anaylsis
Authors: TROESCH ARMIN W. , HICKS JOHN D.
Published: March 2009

Unlike displacement hulls, the dynamics of planing craft generally do not lend themselves to linear analysis. Their high speeds, small trim angles, and shallow drafts produce significant hydrodynamic and dynamic nonlinearities. Large changes in the wetted surface and the effect of spray jets are just two of the factors that should be included in accurate planing modeling. As a result, nonlinear simulation has become an attractive method in predicting planing dynamics. However, simulation is restricted in its usefulness by large parameter ranges and the finite time of the design spiral. Before computer simulation can be an effective tool, users should understand their particular design's response characteristics. This prerequisite information can be obtained through the use of modern methods of dynamical system analysis. These techniques first approximate the physical system as a set of nonlinear ordinary differential equations and then apply global analysis to determine critical areas of performance. Using the combination of dynamical system analysis and simulation, this paper examines the vertical motions of a typical planing hull. Vertical plane instability and unsafe motion regions are predicted and then investigated through the use of a planing hull simulator. While the example presented deals only with constant speed, regular waves, and constant deadrise, the approach is quite general.
A Data Based Approach to In‐Service Engineering Problem Solving
Authors: CRAIGHEAD J. JEFFREY
Published: March 2009

In‐service engineering agents (ISEAs) are responsible for developing solutions to engineering problems that prevent Fleet equipment from delivering designed performance and reliability levels. In these times of shrinking budgets, engineers must identify the most severe problems and then apply the most cost effective solutions.

This paper addresses the need for applying the total quality management (TQM) philosophy of fact based decision making to in‐service engineering. The paper demonstrates the use of a systematic, data‐based approach to problem identification and resolution. The problem solving process presented is designed for team use, guiding them through a step‐by‐step effort for identifying root causes of problems and developing effective countermeasures for solving those problems. Currently available Navy logistics data on failures and parts usage is used in the analysis. The thorough analysis insures that the true root causes of problems are identified so that the greatest benefit can be derived from improvement investments.

An example process is demonstrated and explained. The example shows the use of the problem solving process to identify causes and proposed countermeasure for low operational availability of Fleet high pressure air compressors.