bluuebunny/crossref_metadata_2025_split huggingface dataset:
ELECTROSTATIC DISCHARGE IMPACT ON ELECTRICAL/ELECTRONIC DEVICES, COMPONENTS, ASSEMBLIES, AND EQUIPMENT
Authors: OISHI TOSHIO 
Published: March 2009

ABSTRACTThe construction and design features of current generation micro‐technology electronics result in devices which can be destroyed or degraded by the discharge of static electricity. This electrostatic discharge (ESD) damage phenomenon became known in industry because of low yields of metal oxide semiconductors and other ESD sensitive items, especially at the device production level. Yet today, overall industry implementation of ESD controls is not uniform and is not being instituted at a satisfactory rate. Worse, the Government and Navy personnel are generally even less knowledgeable of ESD hazards, their effects, and what to do about it. This lack of knowledge is resulting in unnecessary repair costs, excessive equipment downtime, and reduced mission effectiveness in that electrical/electronic devices and equipment which incorporate them are being damaged throughout the equipment life‐cycle during processing, assembly, inspection, handling, packaging, shipping, storage, testing, and maintenance. Unfortunately, even if the equipment or device contractor has instituted procedures for ESD control, very little of this information is reflected in Government training course materials and in other documents such as Technical Manuals. ESD controls, therefore, must be established and implemented throughout all phases of hardware design, production, test, and Fleet operation and maintenance.
REPLENISHMENT AT SEA: AN AUTOMATED SYSTEM
Authors: THALER G.J. , UHRIN LT. J.J. 
Published: March 2009

ABSTRACTThe Replenishment At Sea (RAS) maneuver is studied in detail for heading and speed control. Design of purposefully nonlinear laws is accomplshed using the linearized Equations of Motion in three‐degrees‐of‐freedom. Extensive use was made of low order modelling and optimal control theory. The results are verified using simulation for a number of possible RAS scenarios. The control systems were also tested in a simulated Sea State to insure proper operation in the presence of external perturbations.
THE EFFECT OF THETHERMAL FABRICATION PRACTICES ON ALUMINUM
Authors: HAY ROBERT A. , HOLTYN CHESTER H. 
Published: March 2009

ABSTRACTVarious thermal practices may be used during metal fabrication. Although certain operations are routine for steel, they are not for aluminum.The properties of aluminum are different from those of steel, and the effect of high temperature on each metal is different. Aluminum does not experience any color change while being heated to the melting point. Temperature control is essential in order to prevent damage, to minimize the loss of mechanical properties, and to safeguard against reduced corrosion resistance.Hot forming and flame straightening can be used effectively to fabricate aluminum provided adjustments are made to the shipyard's routine steel practices. Even with the best procedures the post thermal properties of thick, heavy, aluminum parts may be below the published minimums. Accordingly, parts that are exposed to high temperatures for extended periods of time should be designed with reduced properties in mind.Ship structures must meet prescribed fairness tolerances. Distorted aluminum assemblies can be brought within standards through the use of a flame/quench technique. The shipyard's procedures must be approved for Navy work and scrupulously followed by trained crews in order to obtain acceptable results.
A KNOWLEDGE‐BASED SYSTEM FOR THE SUBMARINE COMBAT CONTROL ENVIRONMENT
Authors: DEGREGORIO EDWARD A. 
Published: March 2009

ABSTRACTThis paper describes a computer‐aided training/consulting (CAT/C) concept to enhance the man‐machine interface inherent in an operational combat control environment by providing computerized, “knowledge‐based” information to the “man‐in‐the‐loop.” Specifically, the paper will discuss the design of a real‐time, constrained natural language question‐answering system which attempts to provide an explicit response to an input query concerning combat control related functions/concepts/symbols by interrogating a large data base.The approach will be to discuss the design concepts for a CAT/C constrained natural language, question‐answering system by functionally analyzing the hierarchical structure of an advanced Combat Control System (CCS), to identify and define the functional requirements and goals of a prototype CAT/C system. Subsequently, a conceptual framework will be developed within which the CAT/C system functional architecture is modelled. This functional architecture will evolve by modelling the functions to be performed and the logical interrelationships. CAT/C system design can range from implementing the functional architecture in terms of very trivial schemes (some examples are provided) to very sophisticated techniques. However, the overall structure of the conceptual framework defined herein is transparent to the degree of design sophistication.This paper addresses the design considerations that support the CAT/C concept in advancing the operator performance in the submarine combat control environment.
A SUBMARINE CONTROL SYSTEM TEST VEHICLE
Authors: SEJD JAMES J. , WATKINSON KENNETH W. , HILL WILLIAM F. 
Published: March 2009

ABSTRACTAs part of the Advanced Submarine Control Program (ASCOP), the Naval Sea Systems Command has developed an open water Submarine Control System Test Vehicle (CSTV). This vehicle is a 1/12 scale model of an SSN 688 Class Submarine, with provisions for easy geometric changes. Such changes include alternate Sail size and location, the addition of parallel middle‐bodies, alternative tail sections, and alternative control configurations. A self‐contained instrumentation and control system provides the capability for “on‐board” recording of all relevant Submarine‐state variables, over the entire speed and depth range, to a degree of data accuracy exceeding any known system. With the means thus available to correlate measured vehicle hydrodynamics with selected maneuvers, conditions, and changes in hull geometry and control surface configuration, modern mathematical techniques for improving submarine equations of motion can be employed to permit dramatic design enhancements in both safety and performance.This paper provides the rationale and history of the development of this vehicle, a description of the instrumentation and control package, and a description of the vehicle itself.
CENTML CONTROL SYSTEM TRAINING THROUGH STA TIC AND DYNAMIC SIMULATION
Authors: HALL EDWIN E. , MOSS DONALD G. , NORRIS CLIFFORD S. , PETERSON HAROLD D. 
Published: March 2009

ABSTRACTDynamic Simulation is defined as the hardware and software required to present to the student operator visual and audible cues and responses that are the same as those encountered when operating the Control Consoles aborad ship. This type of simulation is considered essential to the development of operator skills for critical tasks. Less critical tasks can be practiced using static simulation devices.This paper discusses the utilization of these types of training devices to train Navy crews. An overview of the Machinery Control Systems of the FFG 7 and AO 177 Class ships is discussed to provide an understanding of state‐of‐the‐art equipment development. The training programs for these two ship Classes are then reviewed to show how simulation devices are currently used by the Training Community, and this is followed by a brief discussion of the additional benefits that also are derived.
CENTRAL A TMOSPHERE MONITOR (CAMS)
Authors: DECORPO JAMES J. , WYATT JEFFREY R. , SAALFELD FRED E. 
Published: March 2009

ABSTRACTMaintaining a high quality atmosphere is one of the essential factors in effective operation and performance of a nuclear submarine. Deviations from the Bureau of Medicine & Surgery (BUMED) atmospheric contaminant limits can result in a submarine altering operations, surfacing to ventilate or even aborting missions.Continuous shipboard monitoring of the major constitutents and contaminants of the air provides the atmosphere quality data needed to insure safe operations and assist the Medical Community in evaluating potential problems. This task is currently accomplished with the Naval Reaearch Laboratory's (NRL's) Central Atmosphere Monitoring System (CAMS) MK I. CAMS MK I is a combination mass spectrometer‐infrared atmosphere monitor that for the first time provides the Fleet with a reliable, service approved analyzer with the ability to monitor the atmosphere in various submarine locations. Concentrations of oxygen, nitrogen, carbon monoxide (CO), carbon dioxide (CO2), hydrogen, water vapor, and three refrigerants (R‐11, R‐12, R‐114) are monitored continuously and displayed in a digital format for the crew. The atmosphere throughout the submarine can be analyzed rapidly (within a few minutes) by obtaining air samples from various submarine locations through a compartment selector valve.A second generation of the CAMS, CAMS MK II, is currently under development. CAMS MK II will significantly expand the flexibility of CAMS MK I while maintaining its high level of reliability. The expanded capability of CAMS MK II is designed to meet the future requirements of the Submarine Fleet. Using Navy approved microprocessors, CAMS MK II will automatically acquire, store, and interpret atmosphere data. Software changes to the CAMS MK ***IT'S powerful and flexible data processor will allow ready expansion of monitoring capability to meet the changing requirements of the Fleet as well as allowing CAMS MK II to control other life support equipment.A description of CAMS MK I is presented as well as examples of operational accomplishments. A technical description of the CAMS MK II development program also is presented along with the system approach for integrating the life support equipment.
INTEGRATED SHIP MACHINERY SYSTEMS WHICH RESULT IN SMALL, EFFICIENT DESTROYERS
Authors: LEVEDAHL WILLIAM J. 
Published: March 2009

ABSTRACTThe use of properly seiected integrated ship machinery systems can sharply reduce the size, installed power, and fuel consumption of future Destroyers without reducing payload, speed, range, margins, or stability. One properly chosen subsystem opens the way to using a second superior subsystem, thus a third one, et cetera, forming a sort of beneficient chain reaction. The superior subsystems themselves provide highly leveraged effects on the displacement of the ship. Synergism of this entire chain can result in ship with markedly reduced initial and operating costs. The most essential elements of this system are: aircraft derivative gas turbines; compact, lightweight electric transmissions; large battery energy storage systems; and contrarotating propellers. Adoption of these systems permit secondary high‐leverage subsystems to be used, including efficient ship service power from propulsion turbines and light‐weight maintainable propulsion pods. These changes make total ship rearrangement possible, resulting in major decreases in turbine ducting, propulsion shafting, electric power distribution, and propulsion auxiliaries.Similar benefits in the auxiliary machinery system result from adoption of reverse‐osmosis fresh water production, heat pumps for space heating, glass‐reinforced plastic piping, controllable‐speed, high‐efficiency pump motors, et cetera.
THE 400 HERTZ DILEMMA
Authors: JOLLIFF JAMES V. 
Published: March 2009

ABSTRACTSince the advent of the modern combat system and use of sophisticated avionics test equipment, there has evolved an ever increasing problem in interfacing these loads to the normal Type I/Type II shipboard power system. This paper addresses past initiatives which led to a proliferation of motor‐generators in the fleet; the current major interface problems which have led to degraded performance of the ship service power system as well as the systems serviced, and makes recommendations to reverse the incompatibility. In order to ensure that the interface problem is understood, several specific current system problems are described and impending future potential problems assessed. The by‐product of this dialogue should be a better understanding of the interface problems which can occur in electrical and electronic systems and subsystems when early attention is not given to overall ship system design of both the power generation system and mission‐oriented payload systems and subsystems.
ENGINEERING AESTHETICS IN WARSHIP DESIGN
Authors: KELL WILLIAM 
Published: March 2009

ABSTRACTThe case is made that the aesthetic considerations that make a warship appear to be an effective combatant do not conflict with the design engineering considerations that contribute to combat effectiveness. The features suggested by Roach and Meier [1, 2] for making a warship look warlike are shown to have been included in the configurations of two ships as a result primarily of engineering considerations, without stressing aesthetics.
NEW EXPEDIENT ANCHORS IN FLEET APPLICATIONS
Authors: TRUE DANIEL G. , TAYLOR ROBERT J. 
Published: March 2009

ABSTRACTFleet mooring needs most commonly are satisfied with conventional drag‐burial anchors and chain. Conventional anchor moorings are costly and require substantial installation support. Replacement every five to 10 years of hundreds of such moorings is a significant burden to the Navy. At adverse sites, where conventional anchors do not function effectively, even more costly and burdensome means such as piles are employed to satisfy needs. Construction and salvage mooring means are similarly deficient.A new type of anchor, embedded by being shot into the seafloor, is an attractive alternative. The capability to be installed and set rapdily from a single, dynamically‐positioned craft or ship reduces installation support needs by up to fifty percent, and the capability to resist uplift loads reduces the size and cost of mooring legs by a similar amount. The capability to function in adverse seafloors, such as coral, hardpan, and rock, permits the use of these anchors as replacements for piles. Hence, substantial savings in cost and Fleet assets may be realized.Six propellant‐embedded anchors have been developed at the Navy's Civil Engineering Laboratory (CEL). The operating principle of these anchors is the same. However, their configurations, sizes, performance capabilities, and operational characteristics differ. This paper discusses and describes these anchors, their characteristics, and their past, planned, and projected uses by the Navy.
ADVANCED CONCEPTS IN CHEMICAL PROPULSION SYSTEMS FOR A 500‐TON SUBMERSIBLE
Authors: URBACH HERMAN B. , KNAUSS DONALD T. , QUANDT EARL R. 
Published: March 2009

ABSTRACTAlternative advanced power systems designed to operate a 500‐ton submersible have been examined with respect to overall weight and volume fractions. Two‐week and one‐month missions, with and without the conventional “at‐sea” recharge capability, were considered to evaluate the impact of advanced technologies on non‐nuclear submarine design.Candidate air‐breathing, primary‐power systems studied included Diesel, Closed‐Brayton Cycle (CBC), and fuel cells. A number of options for underwater operation were based upon high‐energy reactants replenlshable from Base supplies. Another set of options was considered based upon using JP‐S fuel with “at‐sea” rechargeable secondary power systems, including thermal‐energy storage, advanced lithium‐sulfur batteries, or flywheels.Replenlshable high‐energy reactant systems were, on average, lower in weight and volume than the rechargeable systems for the same submerged‐mission profile. Moreover, the replenlshable systems permitted an extended tactical encounter with a maximum duration of 8 to 17 hours at speeds of 30 knots without the need to resurface and recharge a secondary energy storage device.The lowest‐weight rechargeable systems in the order of increasing weight were the CBC engine with advanced lithium‐sulfur battery, the CBC engine with carbon‐block (thermal energy storage), and the Diesel engine with advanced lithium‐sulfur battery. The rechargeable systems required unacceptable weight fractions in both missions.The high‐energy (replenlshable from Base supplies) systems, with the exception of the heavy acid fuel cell using LOX, were all acceptable candidates for application in the two‐week mission. Only the CBC engine with a llthium‐sulfurhexaflaoride heat source, the lowest‐weight system in both mission groups, was acceptable for the one‐month mission.
USE OF COMMERCIAL SPECIFICATIONS IN THE SHIPBUILDING PROCESS
Authors: LISANBY REAR ADMIRAL JAMES W. , HAAS JOHN 
Published: March 2009

ABSTRACTThis paper describes the method used by the Navy in the acquisition of ships, with particular reference to the some 2,500 documents referenced directly in the process. For such documents, initially mostly military, a concerted effort is underway to substitute “commercial specifications” where feasible. A comparison is made between the processing of military documents and industry standards. The paper then goes into details of available Industry Documents for materials and small items, noting the general absence for large items of machinery and equipment (and a possible solution). The use of “off‐the‐shelf” equipment also is discussed as well as advantages and disadvantages of both methods of specifying requirements. Finally, the paper summarizes the alternatives: maximum use of industry standards (either directly or indirectly); use of Commercial Item Descriptions where feasible; and retention of military documents where necessary (mission‐critical systems, where marine ruggedness is required, and for truly military applications).
LASER WELDING
Authors: METZBOWER EDWARD A. 
Published: March 2009

ABSTRACTTechnological improvements in welding have proceeded at a slow pace usually brought about by incremental advances in techniques or materials. An opportunity is now being afforded the Navy to increase its welding technology by giant steps by utilizing the emerging technology of laser welding. Welding with a laser is no longer a research curiosity; it is a viable manufacturing process that is used in large industries. Laser welding is no longer confined to trimming resistors or pulsed welding of microelectronic components. Deep penetration welds have been made by utilizing and focusing high power, continuous carbon dioxide laser beams onto a wide variety of metal and alloys. These welds have been made at speeds up to 70 inches per minute in one half inch thick aluminum alloys at power levels of 8 kilowatts. High strength, low alloy steels have been welded at speeds of 40 inches per minute in one half inch plates at power levels of 12 kilowatts. Recently, it has been demonstrated that quenched and tempered steels can be welded in thicknesses up to three quarters of an inch at speeds in excess of 25 inches per minute at power levels of 14 kilowatts. Many of these improvements have taken place because of refinements in techniques, gas shielding, power stability and a decrease in spot size.Not only does the laser weld faster but the properties of laser welds are significantly better than the normal arc welding techniques and even better than another esoteric welding technique, electron beam welding. This improvement in properties is manifested both in mechanical properties and fracture resistance values. Typically autogeneous laser welds of quenched and tempered steels have yield strengths exceeding those of the base plate. At the same time, there is no significant reduction in the ductility of these welds. On the other hand, the fracture toughness values of laser beam welds approach the values obtained for the base plate and are significantly higher than the values obtained by conventional arc welding processes.Laser beam welding has the capability of making very narrow welds and has an unprecedented ability to lend itself to automation through numerical controlled procedures.
THERMOCHEMICAL SOLAR ENERGY AND THE NAVY
Authors: CHUBB TALBOT A. 
Published: March 2009

ABSTRACTNew methods of energy transport based on reversible reactions permit heat to be delivered to a user location at high temperature. Such thermochemical energy transport permits an energy carrying fluid to be moved in low temperature lines in contrast to the case of heat transport via steam lines or hot liquid lines. The technology is especially applicable to collection of solar energy. Thermochemical transport loops can couple high temperature solar energy collectors to a user site where the delivered heat can energize the production of fuels using pyrolysis or one of the “water splitting cycles” currently under development. The direct beam sunlight resource at the Naval Weapons Center at China Lake, Calif., is of sufficient magnitude that energy orchards covering 25% of NWC could meet the full Navy energy use for fuels, heat, et cetera. If Department of Energy (DOE) cost targets for steerable mirror reflectors are met, the cost of such solar produced energy should not be much greater than the present cost of naval fuels.
SHIP DESIGN AND THE NAVY LABORATORY
Authors: ELLSWORTH WILLIAM M. , CLARK DENNIS J. 
Published: March 2009

ABSTRACTIn today's environment of rapidly escalating costs, increasing technological complexity, and growing threat, we must actively seek ways to improve our effectiveness in applying limited resources to the design of Navy ships. One important aspect of this process involves the development and application of new technology to ship design. An exhaustive treatment of this subject is clearly beyond the scope of a single technical paper. It is the Authors' objective, however, to acquaint the reader with the nature and role of the Navy's Laboratory Community in general and DTNSRDC in particular; to examine some recent initiatives taken at DTNSRDC and some key issues; and, hopefully, to contribute in some small way to the building of a stronger constructive partnership between ship development and design activities. The view is that from the perspective of a Navy Laboratory and pertains to the design of the ship itself as opposed to the weapons system.
LET'S DESIGN OUT EMI!
Authors: GARRETT JAMES F. , HARDIE ROBERT L. , ROGERS PAUL A. 
Published: March 2009

ABSTRACTAs technical innovations in electronics have increased, piecemeal approaches to improving Electromagnetic Compatability (EMC) have resulted in overly complex and often ineffective designs. This paper addresses the current institutionalized approach to the reduction of management, planning and control deficiencies in the area of EMC. The paper begins with a discussion of the problems caused by EMI followed by a discussion of the traditional approach to reducing EMI. Then NAVSEA 61×4's role as the Electromagnetic Environmental Effects point of contact and as Electromagnetic Programs Coordination office is identified in the context of EMI Control. The EMI/EMC Management benchmarks are also reviewed along with their appropriate management controls which ensure that all EMC planning for design, acquisition, modernization and conversion efforts are coordinated by the cognizant activities and program managers.