bluuebunny/crossref_metadata_2025_split huggingface dataset:
ACOUSTICAL VALVE LEAK DETECTOR FOR FLUID SYSTEM MAINTENANCE
Authors: DIMMICK JOSEPH G. , NICHOLAS JACK R. , DICKEY JOSEPH W. , MOORE PAUL M. 
Published: March 2009

ABSTRACTA portable, passive, non‐destructive, non‐intrusive instrument is currently in use by the U.S. Navy to detect fluid leakage through shipboard steam, water, hydraulic, and high‐pressure air valves. The Acoustic Valve Leak Detector (AVLD) was developed by the David W. Taylor Naval Ship RID Center (DTNSRDC) under the financial sponsorship and technical direction of the Nuclear Powered Fleet Ballistic Missile Submarine (SSBN) Ship Systems Maintenance Monitoring and Support Office (SMMSO) of the Naval Ship Engineering Center. The instrument is used to identify more precisely internal leakage points which may require opening and visual inspection of Submarine piping system. “Open‐and‐inspect” routines generate both risk of system damage and high man‐hour expenditure. The degree to which such procedures are necessary to achieve confidence in the material condition of systems is dependent on the availability and performance of non‐intrusive test equipment which can detect and assess the nature and degree of malfunctions. The development, design, operations, limitations, and successful applications of the existing AVLD are described.The AVLD is currently being used for troubleshooting, for overhaul planning, and in a systematic preventive maintenance program for seawater valves. Plans for future development and progress achieved in current work are described.The AVLD listens for the ultrasonic acoustic emissions characteristic of internal valve leakage and uses transducers attached temporarily to the valve or adjacent piping. The background spectra of structureborne noise can be subtracted automatically by the AVLD when a second transducer is attached to the piping system at a point far enough away from the valve in question that it picks up no leakage noise. Since the transducers are attached to the outside of the valves, the time and expense of dismantling the valves or of removing them from the systems are avoided.
SALVAGE AND THE FUTURE
Authors: MACLIN CHARLES S. , KUNSTMANN CLARENCE M. 
Published: March 2009

ABSTRACTWhile afloat salvage and stranded ship salvage problems have plagued mariners for many years, other salvage situations are emerging due in part to advances being made in technical capability and to a growing awareness of environmental concerns. Salvage of objects and ships, and the rescue of personnel from deeper depths, likewise, places new demands upon the adaptation of advanced technology and the use of innovative methods in conducting salvage operations. A study is underway to identify the Navy's future requirements for salvage and rescue as well as to formulate recommendations for ship alternatives development. This paper summarizes the views of the Authors concerning those future requirements.
PODDED DESTROYER PROPULSION
Authors: RAINS DEAN A. , VANLANDINGHAM DAVID J. , DOYLE TIMOTHY J. 
Published: March 2009

ABSTRACTThe Navy is developing the technology base for high power electric ship drive machinery which will be reduced in size compared to current units. The location and operating flexibility of such systems can significantly reduce both machinery space and fuel tankage requirements with a consequent reduction in ship size. The availability of small diameter, high torque motors can make propulsion pods a feasible alternative to open shaft propeller arrangements further reducing ship size by reducing appendage drag and main hull volume requirements and improving propeller efficiency. Propulsion pods may additionally permit quieter propeller configurations and improve construction and machinery replacement by external mounting. This study compares podded electric propulsion to conventional mechanical and electrical drive arrangements. Comparison parameters am ship size and displacement, energy consumption, performance, arrangement, damage stability and maneuverability.
AN APPROACH TO EMP HARDENING FOR NAVAL SHIPS
Authors: CARSTENSEN RUSSELL V. 
Published: March 2009

ABSTRACTUnder the proper conditions a portion of the energy released during detonation of a nuclear device can appear as an Electro‐Magnetic Pulse (EMP) of sufficient field intensity to disrupt or destroy sensitive components in electronic equipments. Nuclear Weapon detonation outside the atmosphere will generate an EMP capable of disabling electrical and electronic system as far as 2,000 miles or more from the detonation site. The effects of EMP from such detonations can be felt when other nuclear effects such as thermal radiation, air blast overpressure, and nuclear radiation are absent. Solid‐state semiconductor and microminiature devices and components are particularly Susceptible to damage or upset from EMP.It is the purpose of this paper to describe the phenomenon of EMP and to outline methods of protection for susceptible electronic equipment. The scope of the papers is limited to approaches for hardening existing ships during the normal overhaul process. The paper begins with a discussion of the characteristics of the electromagnetic pulse that may he created through detonation of a nuclear device. This is followed by a discussion of materials and methods available to protect equipment from the effects of EMP and a discussion of how these hardening techniques may be implemented during the regular ship overhaul process.While the accent of this paper is toward regular ship overhauls, It is felt that the practices discussed will apply equally as well to new construction.
USING MERCHANT SHIPS TO AUGMENT UNDER WAY REPLENISHMENT
Authors: MILLER MARVIN O. , HAMMETT JOHN W. 
Published: March 2009

ABSTRACTThe U.S. Navy has a sophisticated, high performance underway replenishment system intended to provide worldwide logistics support for naval operations. However, sustaining high tempo combat operations may be limited to relatively short distances from U.S. controlled bases because of the small number of U.S. Underway Replenishment Ships. As an alternative to building more Underway Replenishment Ships to meet this shortfall, this paper proposes outfitting small Merchant Tankers with “MECCANO” decks to carry commercial containers topside. These Tankers can then carry the needed fuel, ammunition and stores out to Task Groups. Navy Underway Replenishment Ships operating with the Task Group would use their own gear and personnel to transfer cargo underway from the Tankers.
ANTI‐COLLISION AT SEA
Authors: PATTON JAMES H. 
Published: March 2009

ABSTRACTIncreasing numbers of deep draft vessels and fixed and semifixed subsurface structures represent a growing hazard towards the world's Fleets of military and commercial submersibles. In this paper, the hazard is defined, and the Submarine's ability to avoid is investigated. The Submarine is found to be lacking. A proposed solution of “acoustic sidelights” is proposed.
SOLID‐STATE FREQUENCY CHANGER FAMILY DEVELOPMENT PROGRAM
Authors: ORTGIES HOWARD S. , WONG “SAM” 
Published: March 2009

ABSTRACTModern Navy shipboard 400 Hz electrical power systems are becoming increasingly more complex as they are affected by the growing demands of weapon systems, computers, and automatic ship and machinery control systems. Motor‐generators are presently used to provide the majority of the closely regulated 400 Hz power found aboard ship, converting the power from the ship service 60 Hz system. Due to the many different motor‐generator designs in the Fleet today, logistic support is a major problem. NAVSEC and DTNSRDC are working on a program sponsored by NAVSEA to develop a family of solid state frequency changers, ranging in she from 10 kW to 250 kW. Commonality of drawers within units and between different size units as well as commonality of parts within the drawers will minimize the logistic support. The frequency changers are designed for a Mean‐Time‐Between‐Failure of 4,000 hours. In addition the use of modular construction and automatic test equipment will reduce the Mean‐Time‐To‐Repair to less than 30 minutes. The Navy owns the design and data rights of the frequency changer family which will minimize the number of designs in the Fleet and reduce the logistic support problem.
A TECHNOLOGY BASE FOR ALUMINUM SHIP STRUCTURES
Authors: POHLER C.H. , STAVOVY A.B. , BEACH J.E. , BORRIELLO F.F. 
Published: March 2009

ABSTRACTA comprehensive U.S. Navy Development Program is underway to establish a sound and reliable technology base for aluminum ship structures. Central to this effort is an 85‐foot long, 17‐ton Aluminum Ship Evaluation Model (ASEM) which represents approximately a one‐third scale structure model of a conceptual all‐aluminum Destroyer Escort designed by the Naval Ship Engineering Center. The overall approach taken to develop this technology base for aluminum ships is basically similar to that employed in the aircraft structures field over the last two decades, i.e., systematic testing of large‐scale structural components under simulated service loading.Underlying considerations for the design and test of the large‐scale Structural Ship Model (the ASEM) me presented with details both for the static testing and the simulated life‐cycle fatigue testing of this Model. Rational design loads applied to the ASEM were based upon 80% of the highest significant wave for the static tests and on wave spectra expected in 20 years of operation in the North Atlantic for the fatigue tests. Results expected from this overall effort include vurious Mannuals for design, fabrication, inspection, and surveillance and repair of aluminum ship structures. These results are intended to provide a mechanism for technology transfer to industry so that a sound and efficient industrial base will be established for the construction and operation of aluminum ships.
IGNITION OF FLAMMABLE GASSES IN OF METAL FRACTURE CRUDE‐OIL TANKERS AS A RESULT
Authors: AFFENS W.A. , LANGE E.A. 
Published: March 2009

ABSTRACTA literature search and an energy analysis show that the energiea generated and the temperaturn developed by metal fracture are not sufficient to ignite a flammable mixture of hydrocarbon vapor and air directly. It was concluded from this study that If metal fracture were to be a cause of ignition, it would be by an indirect proce%s. The most likely c a w of ignition resulting from metal fracture would be due to frictional impact or Mction of fractured metal structural membere with each other or with other objects. It was flea concluded that normal impact (without friction) or single rubbings would not generate sufficient energy for idtion unlesa friction sparks also resulted.
MACHINERY VIBRATIONANALYSISASA PLANNING TOOL FOR SHIPS IN A FIVE‐YEAR MAINTENANCE LIFE‐CYCLE
Authors: SCHWAEBE MICHAEL J. 
Published: March 2009

ABSTRACTMachinery Vibration Analysis as a preoverhaul test is described. Vibration acceptance criteria are discussed, and test results with different criteria are examined. Vibration analysis predictions are compared with material condition findings. Finally, maintenance planning practices with Machinery Vibration Analysis are reviewed.
HOW TO OBTAZN COURT ENFORCEABLE PA TENT RZGHTS
Authors: COLE THOMAS W. 
Published: March 2009

ABSTRACTThe Federal Courts are ruling that six out of every ten of the patents brought before them in infringement suits are invalid, and hence unenforceable. This high mortality rate of patents in the courtroom poses a major problem for inventors and innovative corporations who wish to protect their inventions against theft by others.This paper provides some general guidelines for inventors and innovative corporations to follow in order to obtain court enforceable patents. In it the Author develops these guidelines in two stagers First, he illustrates how the procedures and limitations of the U.S. Patent and Trademark Office often met the stage for the issuance of invalid patents. Specifically, he explains why the Patent Office often fails to consider the beat “prior art” when deciding whether or not to grant a patent and how this can invalidate a patent. Second, he points out what step the inventor can take to secure stronger patent protection while his patent application is being prosecuted before the U.S. Patent and Trademark Office.
JTIDS AIRBORNE ADAPTIVE ARRAY ANTENNA
Authors: COLEMAN ERNEST W. , HEFFNER W. HERBERT 
Published: March 2009

ABSTRACTThe Navy is developing an airborne adaptive array antenna for the Joint Tactical Information Distribution System (JTIDS). JTIDS is a Tri‐Service multi‐channel, multi‐function system to provide an advanced communication, navigation, and identification (CNI) capability for a wide variety of uses. JTIDS terminals perform multiple digital voice/data functions and relative navigation as well as the standard TACAN and IFF transponder functions. The system uses a low‐duty cycle, spread‐spectrum waveform and advanced coding techniques to provide secure, jam‐resistant, and low probability of exploitation CNI functions. Among the important factors which determine the ultimate utility of a JTIDS terminal is the performance of the antenna system. Inadequate antenna performance could seriously degrade and possibly even negate the primary platform mission. Recent advances in antenna and data processing techndogiea promise to provide JTIDS with adequate gain and pattern coverage as well as substantial AJ (Anti‐Jam) margin to complement JTIDS signal processing. The desired improvement in AJ protection can be achieved by capitalizing on the spatial filtering properties of adaptive array antennas. This paper presents the “trade‐offs” which must be addressed in the design of an adaptive array antenna for airborne JTIDS terminals and the design philosophy currently in development by the Navy.
SEVERAL UNUSUAL PROPULSION SYSTEMS
Authors: ZOVKO CARL T. 
Published: March 2009

ABSTRACTThe paper describes several unusual propulsion systems that can be used in underwater vehicles such as torpedoes, propelled mines, anti‐torpedo weapons, underwater launched missiles, submarine signals, decoys, et cetera. One of the devices also has a potential for ship propulsion. The unifying theme in this report is the principle that, at short ranges, the size of the propulsion hardware is much more important than the fuel consumption rate. This principle applies even more strongly at high vehicle speeds. An application of this idea to short‐range torpedo‐like vehicles led to active consideration of rockets for underwater propulsion. At short ranges, the rocket fuel and hardware are significantly smaller and lighter (considered together) than the fuel and hardware for a conventional system. A program is now being completed to develop an engineering data base for the use of rockets under water.The somewhat surprising weight and volume advantages of using rocket motors for short‐range missions, despite their high fuel consumption, leads one to speculate whether or not an intermediate system can be devised that would have a small hardware weight and volume (not so small as a rocket). Such an intermediate system could have an advantage over both rockets and conventional systems at most ranges of interest.The first and most straightforward of the intermediate systems is the “Jet Tip Propeller.” It integrates a single‐stage reaction turbine of the HERO type with a propeller. This integration achieves small hardware size and weight, but because of the resulting inefficiencies the fuel consumption rate is about one‐hall to one‐fourth as great as that for a rocket or about ten times greater than that for a conventional propulsion system.It can be shown that the fuel consumption of a rocket could be reduced dramatically if a modest flow of the ambient seawater could be added to the rocket exhaust in the “right way.” Many attempts have been made to exploit this possibility, but most have failed because their inventors ignored some implicit assumptions made in analyzing the problem.The water piston propulsor, a complete propulsion system which successfully meets all of the assumptions and is a variation of the water piston concept, is only a prime mover. It is a high efficiency, low speed, single‐stage turbine while the other propulsors discussed previously can be used only on vehicles the size of a large missile or smaller. The water piston turbine, however, can be used on ship as well.This report discusses three such systems that have been investigated at the Naval Surface Weapons Center.
THE CHANGING NATURE OF THE U.S. NAVY SHIP DESIGN PROCESS
Authors: JOHNSON ROBERT S. 
Published: March 2009

ABSTRACTThe history of the U.S. Naval Ship Design Process is traced over the last 50 years. Descriptions of the products of design are presented for several points in time. Associated organizational changes are traced. Some explanation of the various changes is offered and recommendations for the future are made.
LONGITUDINAL STIFFNESS ANALYSES FOR THE PROPULSION SHAFTING SYSTEMS OF THE POLAR CLASS ICEBREAKERS
Authors: VASSILOPOULOS LYSSIMACHOS , HAMILTON FRED M. 
Published: March 2009

ABSTRACTDuring the first and second seasons of its deployment in the Antarctic region, the new United States Coast Guard Icebreaker, POLAR STAR, experienced longitudinal vibration problems in the center and wing shaft systems while breaking ice. To minimize and hopefully eliminate the vibratory responses, the USCG initiated several investigations, some of which will be treated In this paper.One of the items under study concerned the axial stiffness of the shafting systems that is contributed by the thrust bearings, their housings and the foundations on which they rest. Aside from model test studies, numerical assessments were made of these stiffnesses using finite element methods and other techniques.In all, three sets of thrust bearing foundations were analyzed in great detail. These include the original (as‐built) foundations, a modifiedconfiguration that was subsequently adopted for the wing shafts of the POLAR STAR and POLAR SEA, and a reinforced configuration that represents an upper bound on the foundation stiffness that can be achieved without drastic changes in shafting system architecture.The balk of the paper duals with the development of the there finite element models that were exercised with the NASTRAN Computer program to predict the stiffness of the three foundation designs. Various considerations that arise in model formulation are treated in some detail, especially the influence of chosen boundary conditions on the final answers. A simplified procedure is next outlined and need for estimating the stiffness of the thrust bearing itself. The estimate is based upon the use of simple structural models whose flexibilities are summed to get the net system flexibility.The results of all the calculations are reviewed in light of the broader objectives of the overall program and recommendations are given for further investigations that will aid in the understanding of the Icebreaker vibration problems.
Ship Characteristics
Authors: KEHOE CAPT. J.W. , BROWER KENNETH S. , MEIER HERBERT A. 
Published: March 2009

ABSTRACTThis is the seventh report in the series that presents SHIP CHARACTERISTICS for various type ships being introduced, now or in the future, into the Fleet of Navies throughout the world. In this seventh report, the Authors discuss the major design concepts and basic characteristic of the Federal Republic of Germany's F122 BREMEN Class Frigate destined primarily for operations in the North Sea where a ship would frequently be in shallow coastal waters and faced with a threat of mines, low‐level aircraft and sea‐skimmer missiles, and a difficult Anti‐Submarine Warfare environment.
SONAR AND THE SHIP
Authors: LOESER HARRISON T. 
Published: March 2009

ABSTRACTSonar systems are the chief means of detecting submerged submarines. These systems are becoming larger as greater detection and tracking ranges are desired. The usefulness of these large systems is dependent upon the ship design and their installation in the ship. This paper mentions the various types of sonar systems used aboard naval ships; discusses the objectives of the sonar system engineer; and points out many of the areas in which the sonar system and ship design influence one another. The need for Interfacing between the ship designers and the sonar system engineers is stressed.
U.S. SEAPOWER NEW UNDERPINNING NEEDED
Authors: ECKHART MYRON 
Published: March 2009

ABSTRACTRedesign and revitalization of the industrial base for warship acquisition are essential if the United States is to remain a first rank seapower. Navy corporate practices are predicated upon an industrial base form that no longer exists and is not recoverable. Resultant problems and limitations are at the heart of longstanding warship acquisition difficulties. Formulation of a new warship industrial base strategy is an immediate prerequisite of turning rising expectations of substantially increased building rates into reality in the late ′80s and early ′90s.
STREAMLINING THEN A VSEA SHIP DESIGN PROCESS
Authors: RIGGINS ROBERT J. 
Published: March 2009

ABSTRACTThe objective of this paper is to examine the NAVSEA ship design process and propose changes to achieve more effective use of organic engineers. The paper summarizes the changes which have taken place in the ship design process and the ship acquisition environment over the last 15 years, and the incompatibilities which result. Findings of the “NAVSEA Engineering Resources Alternatives” (ERA) task are cited as bases for the need to modify the design process.Causes of the changes are traced to three kinds of factors: changes in the content of design products, reduction in NAVSEA engineering manpower available for ship design, and new emphasis in ship acquisition management. These trends have resulted in an overlay of added procedures on the existing process. The result is a patchwork approach to design which does not make effective use of NAVSEA organic engineers. Thus, the evolution has reached a point which demands a basic restructuring of the design process.ERA conclusions, DOD acquisition policy, and NAVSEA priorities are examined as primary considerations in restructuring the ship design process. This examination leads to development of a set of criteria for the new process.The final part of the paper develops a proposal for the revised NAVSEA ship design process based on the stated criteria. Recognizing that major changes to NAVSEA design activities should not be attempted instantaneously, there is some discussion of means to transition to the new process.