bluuebunny/crossref_metadata_2025 huggingface dataset:
SHIP SYSTEMS TEST PROCESS —CONCEPT AND APPLICATION
Authors: McGUIGAN DAVID B. , BOYLAN WILLIAM J.
Published: March 2009

Some technical managers are moving closer to a more disciplined approach when introducing ship systems into the fleet. In the past, many installed systems with inadequate testing. These systems were simply not operationally ready. The consequences of their actions show in impaired performance, system down‐time and fleet casualty reports (CASREPS).

Thorough, cohesive and well‐managed testing will insure operationally ready ship systems. However, testing must not be done as an independent project to prove whether or not a system meets requirements. The technical manager must consider testing as an integral process of engineering and design. He can do this, if he uses the disciplined total systems approach to ship systems' development and introduction. Testing is an important process in this approach; is not an end unto itself; and is integral to the life cycle of a system. The test process must be adequately designed, constructed and operated. Program mangement is the most adaptable management technique to testing. In a test program, facilities, fuel and manpower are significant cost factors. The technical manager can minimize test costs and still use a facility that adequately meets his needs. He should use test sites, test facilities, land based test sites, or land based engineering facilities. He must be creative and innovative. He must introduce other techniques to reduce time and cost. These are discussed.

In 1978–1979, one of the authors developed this concept and with the other implemented it at the Naval Ship Systems Engineering Station (NAVSSES), Philadelphia, Pennsylvania. NAVSSES is discussed as the Navy's Ship System Development and Production Test Center. Several system based facilities are introduced.

Simply hypothesizing that developmental and initial phase production testing pays off is one thing, but the proof is in actual test results. The paper looks at various tests recently conducted at NAVSSES and shows how several technical managers achieved improved system and component performance through well planned testing, viz., the LSD‐41 propulsion system, the FFG‐7 diesel generator, air compressor, the RACER, and the reverse reduction gear test processes. The phased development of the DDG‐58 LBEF is discussed.

The paper concludes that substantial pay‐off resulted in those instances where the technical manager treated testing as a process integral to engineering and design. Other conclusions are also drawn.
THE PROSPECTS FOR SIMULATING THE HELICOPTER/SHIP INTERFACE
Authors: HEALEY J. VAL.
Published: March 2009

In the past decade, there has been a dramatic increase in the use of Helicopters in conjunction with non‐aviation ships by the U.S. Navy. Landing the helicopter on the ship in the presence of high winds and stormy seas can be a hazardous process. The safe operating envelopes are determined at sea by the Naval Air Test Center in a slow laborious and expensive process. Moreover, there is a substantial backlog of about eleven helicopters and twenty ships that, at the present rate, cannot be cleared in this century. This has led to the suggestion that the problem might be solved by simulation, and it is with this suggestion that the present paper is concerned. It has been concluded that:

1. The airflow to the ship can be predicted sufficiently accurately.

2. A good basic ship motion prediction program exists, but requires some further development and validation with real ships.

3. The ship airwake is almost unknown and previous attempts to analyze it were faulty.

4. Future interface tests should measure and publish either the true wind velocity or the true ship velocity, in addition to the relative velocity.

5. Further work is required on modeling the motion of helicopters in fluid flow regimes with high velocity gradients and turbulence.

6. Before it is possible to determine the size of computer necessary for simulation, it is necessary to determine the extent to which the mathematical model of the helicopter and the physical model of the complex fluid flowfield can be simplified, while still retaining the fidelity of the helicopter motion.
GENERAL ARRANGEMENT DESIGN COMPUTER SYSTEM AND METHODOLOGY
Authors: CARLSON CRAIG M. , FIREMAN HOWARD
Published: March 2009

The ever increasing complexity of ships coupled with cost, schedule, and resource constraints require innovative methods by the Naval Sea Systems Command's ship design community to meet this challenge. This paper describes the effort by the NavSea Ship Arrangement Design Division to dramatically improve its ship design capability by the use of a system of computer‐based design tools called the General Arrangement Design System. The General Arrangement Design System (GADS) is based on the engineering requirements of the ship arrangement design process. GADS is currently being used as a production engineering tool.

This paper is organized into two parts. Part I describes the General Arrangement Design System, and Part II describes the general arrangement design methodology.
SEA LANCE WEAPON DEVELOPMENT — SYSTEM AND NAVAL ENGINEERING ASPECTS OF THE CAPSULE
Authors: BOOTH RONALD “J”
Published: March 2009

The developmental Sea Lance Weapon System is an encapsulated supersonic standoff antisubmarine warfare missile, launched from an attack submarine torpedo tube. The buoyant capsule rises to the surface, broaches, the forward closure separates, and the rocket motor ignites, powering the missile and payload from the capsule to the target coordinates.

This paper emphasizes the system engineering and naval engineering aspects of the Sea Lance capsule, a lightweight high strength composite material pressure hull. Performance, environmental and interface requirements were identified to which analyses and comparisons were made. Concept development tradeoff studies comparing different methods of launch, materials, and structural geometry led to reasons that drove selection of a composite material for the capsule. Encapsulation, buoyancy, and underwater propulsion concepts with advantages and disadvantages of each concept are compared. Determination of expected shock loads and the derivation of requirements this placed on the capsule to protect the missile are covered. Capsule requirements imposed by transportation and handling, submarine weapon shipping, and torpedo tube launch are explained.

The capsule cylinder material is a layered composite material with a pressure vessel sandwich layer consisting of filament wound graphite‐epoxy skins with phenolic honeycomb in between, overlaid with a damage resistant layer of filament wound Kevlar over a crushable honeycomb. Future marine possibilities of composite capsule applications are presented. The paper concludes with the naval engineering advantages of composites capsules.
Finite‐Time Thermodynamics and its Potential Naval Shipboard Application
Authors: WU CHIH , WALKER L CDR. THOMAS D.
Published: March 2009

Maximum power and the efficiency at the maximum power of an irreversible heat engine are treated. When time is explicitly considered in the energy exchanges between the heat engine and its surroundings, it is found that there is a bound on the efficiency of the real heat engine at the maximum power condition. This bound can guide the evaluation of existing naval shipboard energy conversion or influence design of future shipboard heat engines.
The Airwake of a DD‐963 Class Destroyer
Authors: JOHNS MICHAEL K. , HEALEY J. VAL
Published: March 2009

This study is part of a longer‐term project to map the air‐wakes of model ships for scaling to full size and use in simulators to provide an alternative to interface testing. A detailed study has been made of the airflow near the flight deck of the DD‐963 in a stationary mode, using helium bubble, smoke, photographic and video equipment. The results show that the primary variable in the airwake is the yaw angle of the ship, pitch and roll having a lesser influence. Some highly complex flow patterns have been observed on the flight deck. For example, at zero yaw, the airflow along the center line of the ship flows over the hangar and splits: the higher level of the flow continues aft and the lower level proceeds downwards towards the deck and turns back towards the hangar; this flow further splits, heading towards port and starboard, curls upward almost to the hangar “roof” level and finally flows downwind in two streams along paths close to both sides of the ship. This pattern becomes displaced to one side of the ship or other, depending on the yaw angle. The general level of turbulence on the flight deck is higher when the relative wind is on the starboard side.
Reverse Osmosis for Surface Ship Desalination — An Overview
Authors: PIZZINO JOSEPH F. , ADAMSON WAYNE L. , SMITH WILBUR L.
Published: March 2009

A nominal 9000 gal/day RO desalination plant, designed by the David Taylor Research Center and subsequently fabricated and installed aboard USS Fletcher (DD‐992), successfully completed a 1750 hour technical evaluation (TECHEVAL) and a subsequent 2210 hour operational evaluation (OPEVAL) aboard that ship. During both test periods, the plant exceeded all of its operational thresholds producing potable water at an average rate of over 11,000 gal/day and never failing to make the rated capacity. The plant performance and the operational experience aboard USS Fletcher are discussed as well as an overview of the overall design process including lessons learned and a comparison of RO with competing distillation processes.
Talon Hydraulic Helicopter/Shipboard Securing System
Authors: GRANT LCDR. JOSEPH V.
Published: March 2009

When a Coast Guard Dolphin HH‐65A helicopter approaches for landing on a cutter, the deck crew stands at the ready. After the helicopter touches down the crew moves quickly to secure it to the deck with tie down straps. Sounds relatively simple, but the HH‐65A's main rotor can drop as low as 5 feet 2 inches from the deck, posing a real danger to the tie down crew. Deployment of the HH‐65A helicopter, with twin‐engine reliability, state‐of‐the‐art sensors, and highly advanced avionics offers substantial extension of Coast Guard ship/helicopter operations. At the same time, however, the low rotor path profile and fuselage clearance of this helicopter accentuated the need for a means to limit or eliminate the involvement of ship's personnel in restraining the aircraft. The possibility of a fatal accident involving tie down crews and the desire to reduce the time that a helicopter is unrestrained on a pitching, rolling ship required acquisition of a safe, cost effective and efficient helicopter/shipboard securing system.
An Overview of Navy Composite Developments for Thermal Management
Authors: BERTRAM ALBERT , BEASLEY KEVIN , DE LA TORRE WILLIAM
Published: March 2009

This paper reviews: (1) Navy sponsorship of pitch graphite fiber development, and (2) assesses the impact of the high thermal conductivity fibers on future Navy applications. Navy exploratory development programs (6.2) have revealed potential applications in advanced systems for graphite fiber reinforced composites: (1) electronic packaging, (2) satellite radiators, and (3) elevated temperature applications such as missiles. Thermal management in these applications can be improved through the development and use of high thermal conductivity graphite fibers.

In electronic packaging, the thermal planes that conductively cool the Standard Electronic Module, Format E (SEM‐E) printed wiring board require both high thermal conductivity and thermal expansion matching. For satellite radiators, the graphite fiber reinforced metals offer a zero coefficient of thermal expansion, with maximum specific modulus. The joints between titanium missile structures and their ceramic nose cones require thermal expansion control, but high thermal conductivity is also a distinct advantage.

Pitch graphite fibers are now available with a thermal conductivity of 1000–1100 W/mK and a modulus of 130–140 msi. Significant growth toward the theoretical thermal conductivity of graphite, at 2400 W/mK, is possible. The benefits of these fiber properties are shown for applications that are either thermal expansion or thermal conductivity dependent.
Fourier Transform Infra‐Red and Resonance Apparatus for QC of Sound and Vibration Damping Materials
Authors: LEE GILBERT F. , FEDDERLY JEFFRY J. , LEE JOHN D.
Published: March 2009

Sound and vibration damping materials are used on ships, aircraft, and space structures. The damping properties of a given damping materia! are a function of: mix ratio, filler concentration, curing conditions, etc. There is a growing need to develop quality control methods for these materials and to bring the required instrumentation into the factory and shipyard environment.

This paper describes two QC methods that have been developed for use in a factory or shipyard. These methods utilize Fourier Transform Infra‐Red (FTIR) spectroscopy and a custom‐made resonance apparatus (RA) for measuring dynamic mechanical properties. The two sets of instrumentation and the special packaging of them for use in a harsh environment are described. The instruments are computer driven and software was written to automate data collection and analysis.

The FTIR method determines mix ratio of the reactive components of the damping material and the RA method measures the dynamic shear modulus and loss factor, which is a direct measure of the damping properties. The use of these methods is demonstrated for a typical damping material. Samples were made with a wide range of mix ratios for the reactive components and the properties of the materials were measured.
On the Use of Pressure Distributions to Model the Hydrodynamics of Air‐Cushion Vehicles and Surface‐Effect Ships
Authors: DOCTORS LAWRENCE J.
Published: March 2009

This paper surveys the research conducted on the hydrodynamics of traveling pressure distributions in the period since the first air‐cushion‐supported marine vehicles appeared. Most of this work has been based on the approximations of potential‐flow theory with linearized free‐surface conditions, because the level of pressures in these craft is sufficiently low to make these assumptions valid.

The specific topics considered include the influence of the planform shape as well as the nature of the pressure fall‐off at the edges of the distribution. The effects of canal sides and bottom (as in a towing tank) can also be included. Additionally, arbitrary motion of the pressure (representing a maneuvering vehicle) and fluctuating pressure (modeling the motions in waves) can be studied by the methods detailed here.

A number of experiments have also been conducted. These show that there are many instances where the theory can be used to predict the resistance and other important quantities with useful accuracy.

I would like to express my appreciation to Mr. Allen Ford of the David Taylor Research Center, Bethesda, for suggesting the preparation of this paper and for his careful review of the manuscript. Mr. Ford has done much to encourage my SES research, including the arrangement of an extended stay at the center during 1977. Much of my research reported in this publication was supported by the Office of Naval Research, the Naval Sea Systems Command (Surface Effect Ships Program Office), and the Australian Research Grants Committee.
Rating Quality and Selecting Suppliers Using Taguchi Loss Functions
Authors: SNOW JEFFREY M.
Published: March 2009

This article describes a method to objectively and numerically rate a supplier's quality. The method then uses both purchase cost and quality as award criteria to select the preferred supplier. The method equates higher quality with lower variation, of a product's characteristics, about a target. Taguchi loss functions are used to quantitatively rate quality. A quality loss of zero is perfect quality. Loss functions for four types of specifications are described, two sided, two sided with one side preferable, one sided maximum, and one sided minimum.

An example is given of determining the production quantity split between two sources of microwave tubes using the quality rating and the proposed cost. The supplier with the lowest quality loss earns the maximum point amount in the quality category. The other supplier earns quality points which are proportionally reduced by how the supplier's rating compares to the lowest quality loss rating. The same point award method is used for the cost category. The supplier with the highest point total is the preferred supplier. The quality rating can, also, be used to incentivize a sole source supplier.

At first glance the method may be criticized for only focusing on the suppliers' output, however, this method will incentivize suppliers to focus on their processes and achieve a lower variation in output. This is a specific tool to help implement the continuous improvement aspect of the Navy's total quality management effort.
The Navigation Sensor System Interface Project
Authors: GREER ROBERT A.
Published: March 2009

The AN/SSN‐6 Navigation Sensor System Interface (Nav‐SSI) Project is a new system being designed with two primary objectives; processing/distribution of navigation data and the display/operation of digital nautical charts. NavSSI will be the United States Navy Electronic Chart Display & Information System (ECDIS), meaning naval vessels can navigate using NavSSI for ownship plotting instead of the traditional paper nautical charts. This paper will present the background on the project and provide a technical description of the hardware and software architecture. The Digital Nautical Chart (DNC) database will be described with special focus on the technical specifications and the NavSSI operational software using DNC. There will be a brief discussion of the legal concerns of using an electronic navigation chart instead of the paper nautical chart. There are still many key issues regarding the DNC database to be resolved and these will be presented.
“Virtual” Prototyping Using Knowledge‐Based Modeling and Simulation Techniques
Authors: SHEA JOHN G.
Published: March 2009

Knowledge‐based modeling and simulation bridges the gap between “conventional” artificial intelligence implementations (such as expert systems) and more traditional computer‐aided design techniques. We are currently developing software, whose primary function is to capture a user‐input design specification and produce a “virtual” rapid prototype in the form of executable rule‐based code. This code can then be exercised either as an interactive part of a hardware‐in‐the‐loop testbed simulator or as a component of an object‐oriented “behavioral” simulation environment. While the Phalanx Testbed is the immediate beneficiary of this work, the techniques described have a wide range of application in the modeling of conceptual design and performance characteristics.

This paper describes the system architecture and software tools that we are applying to generate virtual rapid prototypes for use in the Phalanx Testbed. Particular attention is paid to defining the intelligent knowledge‐capture mechanisms and model generation methodologies that we are using to translate design knowledge and performance requirements into rule‐based simulations. The object‐oriented programming approach to the merging of “new” data with previously‐captured and stored data is discussed, and the issues of verifying and validating prototypes generated using such partially “reengineered” models are examined. An application currently in use as an investigative prototype for testbed development, a simple position controller servomechanism used to control the azimuth angle of a target‐tracking sensor, is used to illustrate the process.
Chief Engineer as Chief Logistician
Authors: ROWLEY U.H. (JACK) , SMITH JIMMY L.
Published: March 2009

Many successful military weapons programs are plagued by “unsuccessful” logistics documentation at the time of weapons system delivery. In effect, the engineering is complete but the logistics is lacking. In many cases, this is a result of engineering changes that complicate the logistics process and drive it further behind schedule to the point it cannot possibly “catch up.” Yet the finger is always pointed at the logistics process primarily due to a lack of understanding of how the engineering and logistics should be integrated. To ensure full integration, it is necessary to train engineers in the logistics process so that they fully understand their impact. In order to accomplish this, the chief engineer must also be responsible for the logistics department and its deliverables.

This paper will not only look at the required training and how the departments should be integrated, but also the types of mandatory interaction that engineers and logisticians must have to understand each other's requirements and deliverables. Many decisions made properly at the engineering level can greatly minimize the impact on the logistician and his process. This will provide a better product delivered on time with proper logistics and at decreased cost. Only a trained engineer with full knowledge of logistics and full control over a joint engineering/logistics department has the ability to make this happen. The term “integrated” in ILS must include not only all logistics components, but also engineering.
U.S. Coast Guard Naval Engineering into the Twenty‐First Century: A Field Perspective
Authors: AMES FRED L.
Published: March 2009

The 1987 realignment of the U.S. Coast Guard's twelve individual districts' functions created the Atlantic and Pacific Maintenance and Logistics Commands (MLCs). Ostensibly to obtain operational billets from the support structure, this consolidation gave the Coast Guard a significant opportunity to improve naval engineering and logistics support to the Coast Guard's fleet. This paper details the Maintenance and Logistics Command, Atlantic (MLCLANT), Naval Engineering's strategy and initiatives in support of approximately 180 cutters and almost 1200 boats, more than two‐thirds of the Coast Guard's floating assets, well into the twenty‐first century.
The Development of the U.S. Coast Guard's 47‘ Motor Lifeboat
Authors: Shepard David M.
Published: March 2009

ABSTRACT  The U.S. Coast Guard has been developing a 47′ high‐speed, heavy weather motor lifeboat, the 47 MLB, to replace the aging 44′ motor lifeboats. The 47 MLB is designed to be self‐righting and operate in up to 20′ breaking waves. The prototype 47 MLB has been in service for four years, and five pre‐production boats have been built by Textron Marine Systems in New Orleans, La. If the pre‐production boats prove to be successful, plans call for 100 boats to be built in the production run.

One of the primary goals in developing a new motor lifeboat was to make major improvements with regard to crew safety, comfort, and efficiency. These human engineering requirements have affected almost every stage of the design, and have been the subject of considerable engineering effort. Throughout the development, a logical human engineering program has been followed. This program will continue through the pre‐production evaluation and into the production craft development.
Leap Technology Upgrades to Tactical Missiles Provide Near‐Term Options for Theater Missile Defense
Authors: ROBINSON SCOTT D. , MATLOCK RICHARD S.
Published: March 2009

Over the past several years, BMDO's Lightweight Exoatmo‐spheric Projectile (LEAP) program has achieved dramatic success in the development of advanced kinetic energy kill vehicle (KKV) technologies. Proof of principle ground and flight testing of these miniaturized interceptor technologies has been ongoing since 1989 with encouraging results. Recent testing successes have provided an excellent opportunity to investigate the incorporation of LEAP technologies into existing tactical missile systems for applications in Theater Ballistic Missile Defense (TBMD). Current tests and planning activities are building on lessons learned from previous LEAP tests to retrofit Navy, Air Force, and possibly Army missile systems with LEAP interceptors and kickstages in the interest of performing early technology demonstrations. These low‐cost, integrated technology flight tests will take advantage of available missile systems, existing test activities, and established service infrastructures to evaluate LEAP technologies in a realistic tactical environment. They will also help determine the feasibility of performing long‐range ballistic missile defense with KKVs from tactical platforms before commitment to the acquisition of new major weapon systems. Successful LEAP technology demonstrations could provide valuable contingency options for limited theater or national missile defense in the near term, prior to the fielding of proposed advanced systems.
THE GOLD MEDAL AWARD FOR 1993
Authors: MORGAN WILLIAM B.
Published: March 2009

William B. Morgan has been a pioneer in the development of state‐of‐the‐art propulsion technology from his initial employment forty‐two years ago as a hydraulics engineer at David Taylor Model Basin, now the Carderock Division, Naval Surface Warfare Center, to his present position as Head, Hydromechanics Directorate.

Dr. Morgan has made successive and outstanding technical contributions to the design and development of advanced marine propellers of various types. His contributions came just as naval surface ship and submarine propellers underwent a great transformation as the result of increasing demands for efficiency, noise and vibration abatement, and when new propeller types evolved for use on high speed vehicles. Advanced propulsors innovated and perfected through Dr. Morgan's leadership and personal efforts have become the standard for U.S. nuclear submarines including the latest class Seawolf.

Many of the design advances that he developed for naval applications have been successfully applied to commercial ships worldwide. This contribution to the maritime community has received both national and international recognition.

Dr. Morgan has also been responsible for the testing facilities that comprise the David Taylor Model Basin and are renowned world wide for unmatched size, scope, and scientific capabilities. Through his personal commitment and leadership, he has successfully introduced the Navy's newest hydrodynamic test facility, the Large Cavitation Channel at Memphis, Tenn. This facility provides the U.S. Navy with unparalleled scientific capabilities to analyze hull forms, appendages and propulsors in ways previously unavailable and will most certainly stimulate important future advances in naval designs.

For his outstanding contribution to the United States Navy and to the maritime community as a leader of ship hydromechanics research and development, Dr. Morgan is eminently deserving to receive the American Society of Naval Engineers Gold Medal Award for 1993.
DDG‐51 Class Computer‐Aided Design
Authors: OUILLETTE JOANNE J.
Published: March 2009

Computer‐Aided Design and Computer‐Aided Manufacturing technology is being implemented in the U.S. Navy's Arleigh Burke (DDG‐51) Class Aegis Destroyer Program. Under the Navy's direction, the DDG‐51 class construction yards are aggressively pursuing the transition to CAD‐based design, construction and life cycle support. Through the CAD initiative, acquisition costs can be reduced without reduction of ships' capability. Building a three dimensional (3D) computer generated model of the ship prior to construction will facilitate the identification and resolution of interference and interface problems that would otherwise remain undetected until actual ship construction. The 3D database contains geometry and design data to support system design and concurrent engineering and is exchanged electronically between the construction yards. Detailed design drawings, fabrication sketches, and numerical control (NC) data are extracted directly from the database to support construction. At the completion of ship construction, as‐built models will be provided to the planning yard for life cycle support.
Materials Aspects of Damage Tolerance and Reliability of Ship Structures and Components
Authors: KHAN M.Z. SHAH , SAUNDERS D.S. , BURCH LA. , MOURITZ A.P.
Published: March 2009

The design and development process prior to the fabrication of maritime structures such as merchant ships, naval surface ships and submarines include the specification of a range of materials required to perform under most adverse conditions of environment and operational loads. The damage tolerance and reliability of such structures can only be assured through appropriate materials selection, application of rigorous testing methodologies and through‐life inspection and monitoring. The importance of the consideration of damage tolerance and reliability of maritime structures can be gauged by the consequences of in‐service failures; for example, the break‐up of merchant ships resulting in environmental disasters, loss of lives and wartime damage of naval ships and submarines. Factors that lead to service failures include corrosion, fatigue, corrosion fatigue, low toughness and poor design, and often these factors occur in combination.

The range of materials used in maritime structures is diverse and includes mild steel (ship) plate, micro‐alloyed steels, aluminium alloys and monolithic and foam sandwich glass fibre laminates. These materials all have different responses to the environmental and loading conditions and consequently extensive materials testing programs are necessary to put damage tolerance and reliability indicators in place.

This paper addresses the materials and testing aspects of damage tolerance and reliability assessment of maritime structures, and deals broadly with corrosion and corrosion fatigue testing; fracture toughness testing; measurement of residual stresses within the structure; damage assessment and life calculations. The paper discusses testing methodologies that obtain essential property data for various materials under a range of environmental and loading conditions. The paper briefly addresses the application of property data to the prediction of the behavior of maritime structures and components as well as application to life prediction methodologies.

The performance of the maritime structures and components in service can be monitored by many methods. The resultant outputs from the monitoring systems can be indicators of the development of damage within the structure and used to predict the behaviour of the damaged structure for reliability assessment. The future needs for the monitoring of maritime structures and components are discussed and some examples of monitoring methods will be presented.
An Application of Fuzzy Logic Control to a Classical Military Tracking Problem
Authors: Smith Erik S.
Published: March 2009

Fuzzy logic is an emerging field of theory and application that holds great promise for the control of systems–especially those systems that cannot be described mathematically or that are nonlinear in nature. Fuzzy logic's strength lies in its heuristic approach to control. Instead of requiring complex mathematical equations that describe a system's behavior, fuzzy logic allows systems designers to use a set of common sense, plain‐English rules to invoke a desired system response.

The purpose of this project was to explore fuzzy logic as a way to effect control of a target tracking system. The military tracking problem is one that has been well‐studied, and many solutions using various means of control have been successfully implemented. These control methods, however, are reaching the limits of their application. Fuzzy logic offers an exciting alternative solution to this problem.

In pursuit of this project, an optical tracking platform was designed and built. A fuzzy logic control system was also developed and implemented. This system used information about a target laser's position and rate of change of position with respect to the tracking platform in two dimensions–elevation and azimuth–in order to arrive at its control decisions.
The Advanced TOMAHAWK Weapons Control System for Submarines
Authors: Baehr LCdr. Joseph S.
Published: March 2009

ABSTRACT  The Advanced TOMAHAWK Weapons Control System (ATWCS) is being developed to support current and future tactical cruise missiles onboard navy ships. The ATWCS utilizes the Navy's standard Tactical Advanced Computer (TAC) 3 components and commercial standard Local Area Networks (LANs) to provide a flexible, robust system with excellent growth potential. Aggressive use of systems engineering principles has refined the system design so that it is adaptable to various Navy platforms. An excellent example of the success in meeting this design goal is the Submarine ATWCS.

The primary data pathway for ATWCS is a Fiber Distributed Data Interface (FDDI) LAN connecting the four TAC 3 processors. Existing Common Display Consoles (CDCs) are used for display and control of the TAC 3 processors. The Submarine ATWCS builds on software already developed for surface ships. The open system architecture of this software is based on Computer Software Configuration Items (CSCIs) and several are obtained from other programs. Direct weapons interface in the Combat Control System (CCS) provides optimum efficiency in weapons control while gaining the functionality advantages of ATWCS.

This paper describes the systems engineering solutions for both software and hardware to achieve a modern cruise missile weapons control capability for submarines utilizing non‐development items (NDI). Commercial Off The Shelf (COTS) technology, LANs and open system architecture.
The “Jimmie” Hamilton Award
Authors: Troesch Armin W. , Hicks Lieutenant jg John D.
Published: March 2009

for the best original paper published in Naval Engineers Journal during the year 1994 as set forth in the following

The ASNE Journal Committee annually recommends that the author(s) of the best original technical paper, published in Naval Engineers Journal during that award year receives the “Jimmie” Hamilton Award, presented annually since 1967. The bases for selection are the professionalism of subject matter, depth of treatment, importance and lasting value, clarity of composition and style and individual effort.
Theory and Practice of Total Ship Survivability for Ship Design
Authors: Said Michael O.
Published: March 2009

ABSTRACT  Total Ship Survivability (TSS) is an evolving engineering management discipline being used in NAVSEA to better integrate survivability with other ship design disciplines. TSS embodies the principles of systems and concurrent engineering, in addition to other engineering analysis techniques, to assimilate data, balance conflicting needs and implement survivability at a total ship level. As such, the primary goal of TSS is to better balance the variety of survivability design features (such as active, passive and damage control/firefighting features) during each phase of the ship design process, with considerations for the constraints on cost, schedule and performance.

TSS represents a survivability design philosophy and concept which not only supports the ship design process, but also the approach to survivability research and development (R&D), Live Fire Test and Evaluation (LFT&E) and fleet modernization (i.e. life cycle support). In addition, TSS promotes transfer of survivability knowledge to fleet operators with special at‐sea trials and tests to enhance crew training; and the operation of mission essential ship systems to retain or restore combat readiness following a weapon hit.

This paper will discuss the TSS concept, how it came into being, TSS methods and practical applications for surface ship design.
Commercial Technology and the AEGIS Program
Authors: Willis Commander Paul A.
Published: March 2009

ABSTRACT  The AEGIS program, in partnership with other acquisition agents, is rapidly integrating COTS products and standards into various systems on board its warships. Key to this effort is understanding how COTS products and standards can be used without impacting the war fighting capabilities of the ship. This paper describes some of the systems where COTS is being integrated into AEGIS ships.
Naval Ship Design Philosophy Implementation
Authors: Whitcomb C. A.
Published: March 2009

ABSTRACT  Naval ship design is a complex process involving the integration of many subsystems into a final design which must simultaneously meet cost and effectiveness measures. Alternative ship designs cannot be built and tested due to the cost, effort, and time involved in the design and construction. While scale modeling continues to be widely used in the design process, more computer models are being employed to generate metrics to predict the range of capabilities for alternative ship designs due to the reduced cost of assessing an increased number of concept design alternatives, as well as the improved availability of validated computational tools. Thus in the current acquisition environment, computational tools are necessary to support the design decision making process throughout the product development process. This paper outlines several alternative design philosophy implementations for design decision making: weighted sum, hierarchical weighted sum, analytic hierarchy process (AHP), and multiattribute utility (MAU) analysis. Finally, a quantitative method for cost‐effectiveness trade‐off is presented which can be implemented with any of the four decision making models. A DDG‐51 ship design example is presented using all four methods, as well as for the cost‐effectiveness tradeoff. The characteristics of each method are summarized.
Using Simulation to Determine the Maneuvering Performance of the WAGB‐20
Authors: Lecourt E. J.
Published: March 2009

ABSTRACT  The WAGB‐20 is a U. S. Coast Guard polar icebreaker with an integrated diesel‐electric propulsion system. Power is generated by four main diesel engines driving AC generators. Two main 15,000‐HP AC synchronous propulsion motors are directly coupled to the port and starboard propellers. Two cycloconverters provide variable‐voltage, variable‐frequency power for controlling each propulsion motor.

The simulation of the electric propulsion system is being developed to analyze the steady‐ state and transient performance of the system during open water and icebreaking operations. The objectives of the analysis are to support propulsion plant design, aid in the integration of system components, develop control system algorithms, predict system performance, and determine the requirements for dynamic braking resistors.

The analysis consists of mathematical models for the ship, shaft systems, propellers, AC synchronous propulsion motors, motor controllers, cycloconverters, generators, generator exciters, voltage regulators, diesel engines, and engine governors. These models are based on actual machinery data.

The WAGB‐20 specification requires the propulsion system to have the capability of going from full power ahead to full power astern in open water in 25 seconds or less. This paper presents the simulation results which show that by controlling the regenerative power the crash astern maneuver can be performed to meet this requirement without the need for dynamic braking resistors.
Centenary of the Destruction of USS Maine: A Technical and Historical Review
Authors: Hansen I. S. , Wegner D. M.
Published: March 2009

The USS Maine exploded in Havana harbor on February 15, 1898 with the loss of 266 lives. Its loss sparked the battle cry “Remember the Maine,” it became one of the causes of the Spanish‐American War, and the ship and the event now symbolize an era. The ship has grabbed the public's interest and fascination for one hundred years, in large part due to the perceived mystery surrounding the cause of the disaster. The official investigations at the time blamed a mine, but this was not universally accepted. Lingering doubts resulted in much speculation without putting the “riddle” to rest. Admiral Hyman Rickover became interested and assembled a team to see what could be determined from the original evidence when modern knowledge of explosion damage was applied. The results, which were published in his book of 1976, dispelled the main part of the mystery—there was no mine. A new foreword and a new addendum to the technical appendix of the book were provided by the authors of this article when a new edition was published in 1995. The verdict is still the same. Among several magazine articles occasioned by the centenary of the disaster, the National Geographic Magazine reports on the result of a new study they commissioned. That study maintains that the “riddle” still persists. This article summarizes the historical background and the technical factors which lead to the conclusion that a mine did not cause the destruction of the Maine.
Naval Situation Assessment Using A Real‐Time Knowledge‐Based System
Authors: Carling Robert
Published: March 2009

This paper analyses the naval situation and threat assessment processes and provides numerical results of an implementation of some situation assessment subfunctions using a real‐time knowledge‐based system called MUSE. First, a short description is given of a MUSE system. Second, a description is given of a MUSE stimulator that generates real‐time air tracks for long range radar, medium‐range radar, fire‐control radar, electronic warfare support measures (ESM), identification friend or foe (IFF), and datalink sensors. Third, a functional diagram of the naval situation and threat assessment processes is provided together with a list of what is believed to be the most important subfunctions of these two processes. The tasks of these subfunctions in the operations room of an anti‐air warfare frigate and the computer modelling of some of these subfunctions using the MUSE knowledge‐based system are then described. Fourth, statistical experiments are described in which three hundred seconds of real‐time air track data is generated on a Sun Sparc 10 workstation by the stimulator and sent through an Ethernet connection to a MUSE situation assessment knowledge‐based system executing on a Sun Sparc 5 workstation. An evaluation of the results obtained from this knowledge‐based system is included in the paper.
Want Energy Conservation? Try Incentive
Authors: Pehlivan H.
Published: March 2009

This paper will prove that a monetary incentive approach to achieve energy conservation works. With the recent rise in energy costs because of the acts of oil producing foreign counties, this subject is very timely.

The objective of U.S. Navy shipboard energy conservation is to make ships more fuel efficient to help stretch the fuel budget dollars as far as possible and also make ships more environmentally friendly. This goal has been the cornerstone of machinery and hull R&D and Fleet operational improvements. In support of this quest, the NAVSEA incentivized Energy Conservation (ENCON) program has been established, which focuses upon Fleet and ship operational improvements.

This paper will provide brief discussions on the incentivized ENCON Program, program elements, and suggestions to institutionalize a similar program for ships operated by the Military Sealift Command, U.S. Army, U.S. Coast Guard, and National Oceano‐graphic Atmospheric Administration. A similar incentivized ENCON program can also be implemented for friendly nations' naval ships. It is also believed that commercial shipping companies can use the incentive concept to operate their ships more efficiently.
Probabilistic Fatigue Life Prediction for Ship Structures Using Fracture Mechanics
Authors: De Souza G. F. M. , Ayyub B. M.
Published: March 2009

The design of steel structures against fatigue requires the consideration of fatigue damage accumulation in the form of fatigue crack growth analysis and prediction. Fatigue is an important criterion to evaluate the adequacy of ship structural details, and the methods for prediction of fatigue life taking into account the crack growth are becoming of great interest This paper provides a methodology for ship structure fatigue analysis based on probabilistic linear elastic fracture mechanics. Probabilistic analysis requires the use of reliability methods for assessing fatigue life by considering the crack propagation process and the uncertainties associated with it The limit state function that governs fatigue crack growth is developed based on Paris law by considering as random variables the coefficient of the curve that describes the rate of change of crack size due to loading cycles and its relationship to stress level and initial crack size and the stresses induced by external loading. As an improvement to the traditional fatigue fracture probabilistic approach, this paper presents a methodology for probabilistic analysis of ship structure fatigue failure considering the effects of the residual stresses induced by hull fabrication process over the crack growth rate.
The Development of Water Mist Fire Protection Systems for U.S. Navy Ships
Authors: Darwin Robert L. , Williams Frederick W.
Published: March 2009

During the past 20 years, the U.S. Navy has undertaken an extensive evaluation of water mist for fire protection applications aboard ship. Both small and full‐scale tests have been conducted to study water mist as a replacement for Halon 1301 and to explore the possible use of mist in lieu of conventional sprinklers. Tests have been conducted at the David Taylor Ship Research and Development Center in Annapolis, Maryland, at the Naval Research Laboratory, Chesapeake Division, and aboard the Navy'S fire research vessel, the Ex‐Shadwell in Mobile, Alabama. Engineering analysis and trade‐off studies have been conducted to compare ship impact (cost, space and weight) of water mist versus Halon and other gaseous alternatives. As a result of the testing and analysis completed thus far, the Navy has specified water mist to protect the propulsion machinery spaces on the Navy'S next new ship, the USS San Antonio (LPD‐17), currently undergoing final design at Avondale Industries.
Attraction of the stink bug egg parasitoid Telenomus podisi to defence signals from soybean activated by treatment with cis‐jasmone
Authors: Moraes Maria C. B. , Laumann Raúl A. , Pareja Martin , Sereno Fabiana T. P. S. , Michereff Mirian F. F. , Birkett Michael A. , Pickett John A. , Borges Miguel
Published: March 2009

After herbivore attack or chemical activation, plants release a blend of volatile organic compounds (VOCs) that is qualitatively or quantitatively different to the blend emitted by an undamaged plant. The altered blend of VOCs is then usually attractive to the herbivore's natural enemies. Soybean, Glycine max (L.) (Fabaceae), when damaged by stink bug herbivory, has been shown to emit a blend of VOCs that attracts the stink bug egg parasitoid Telenomus podisi (Ashmead) (Hymenoptera: Scelionidae) to the plant. In this study, our aim was to investigate changes in the VOC profile of soybean (var. BR16) elicited by the naturally occurring plant activator cis‐jasmone, and to determine whether these changes elicited the attraction of T. podisi. cis‐Jasmone elicited chemical defence in soybean similar to that previously reported for stink bug damage. The main components induced by cis‐jasmone were camphene, myrcene, (E)‐ocimene, methyl salicylate, and (E,E)‐4,8,12‐trimethyltrideca‐1,3,7,11‐tetraene. In Y‐tube behavioural bioassays, T. podisi preferred cis‐jasmone treated plants over untreated plants. Thus, cis‐jasmone appears to induce defence pathways in soybean similar to those induced by stink bug damage, and this phenomenon appears to be a promising tool for the manipulation of beneficial natural enemies in future sustainable stink bug control strategies. The delay in response demonstrates that cis‐jasmone treatment is not directly causing the response, but, more importantly, that it is causing activation of induced defence, long after initial treatment.