bluuebunny/crossref_metadata_2025_split huggingface dataset:
MARINE APPLICATION OF MAGNUS EFFECT DEVICES
Authors: MORISSEAU KENNETH C. 
Published: March 2009

ABSTRACTThe Magnus effect is an induced, very high lift phenomenon that has been used for wind propulsion of ships as early as 1924. More recently, this unique lift principle has been used for steering towboats. Recent research has indicated that Magnus effect roll stabilizers, water propellers, and air and water generators may be both feasible and have greater efficiency than traditional designs. The paper explains the Magnus effect, reviews the history of the Magnus effect, reviews current marine applications including the work of investigators in Germany, France, Sweden and Russia, discusses in detail Magnus effect rotor design, and proposes auxiliary wind propulsion Magnus effect devices for single screw oilers.
CARGO PUMP PERFORMANCE VERSUS DESIGN CRITERIA
Authors: BERGNER RICHARD , FAY CHRISTOPHER W. 
Published: March 2009

ABSTRACTThis paper examines liquid cargo systems which are used on U.S. naval auxiliary ships and provides considerations for future designs. Specifying a pump which may be larger than required or oversizing transfer piping may create unexpected operating requirements which cause the system to be operated inefficiently and in a manner detrimental to pump life. A computer model of a typical three‐hose, three‐station FAS system was used to study centrifugal pump operation, under different conditions of delivery ship loading, for three fuels; Navy special fuel oil (NSFO), naval distillate (NATO symbol F‐76), and JP‐5 (NATO symbol F‐75). It is noted that many systems currently on naval auxiliaries were designed for use with NSFO, which is a highly viscous fuel in comparison to F‐76 and JP‐5.System curves were developed from the computer generated data and were superimposed on a graph of the appropriate pump curve for each fuel considered. This allowed predicting how the system would perform in actual operation and how the pump operates in actual use.The paper's conclusions indicate that the older pump design criteria have resulted in specifying cargo pumps that are rarely operated near their design point. An interesting phenomenon associated with the use of the GenSpecs‐specified recirculation line, equipped with pressure regulating valve, is also examined. Two new arrangements are proposed and their operation evaluated.
THE U.S. NAVY SEA VIKING DESIGN DEVELOPMENT HIGHLIGHTS
Authors: LEE CHARLES M. 
Published: March 2009

ABSTRACTThis paper presents an overview of some of the more significant highlights of the design development, design features, and construction approach related to the U.S. Navy special warfare craft, medium (SWCM), also known as the Sea Viking. Design development is discussed in terms of the rationale for key design selections relative to some of the major specified requirements. The craft design is reviewed at the principal subsystem level. Construction is briefly reviewed in terms of the construction flow diagram and the features of the construction approach.
APPLICATION OF ALTERNATE CARGO PUMPING SYSTEMS IN NAVAL AUXILIARY SHIP DESIGNS
Authors: ISAACSON ALFRED D. , KRON JOHN J. 
Published: March 2009

ABSTRACTThe design of liquid cargo pumping systems for Navy auxiliary ships can benefit from application of modern commercial tanker practices which have evolved in recent years. Navy auxiliaries, which are outfitted for underway replenishment, traditionally have at least one pumproom and the designs are based upon a conventional pumproom type cargo system with horizontal or vertical centrifugal cargo pumps. Each cargo tank has a dedicated suction line leading to the cargo pumps. Latest commercial product tankers, especially lighters, which most closely resemble Navy auxiliaries in the manner in which they carry liquid cargos, have been built with in‐tank deepwell or submersible cargo pumps, thereby eliminating the pump‐room. The application of this type of pumping system reduces the size of the ship considerably, thereby resulting in reduction of required propulsive power and fuel consumption as well as a dramatic reduction in construction cost.The three most common pumping system designs are discussed in the paper, together with variations of each. The differences in systems are presented and their effect upon the design of an auxiliary ship is illustrated.The paper investigates the application of these alternate type cargo pumping systems (with dedicated pumps) to the design of a typical Navy auxiliary, indicating the effect upon ship size, weight, volume and power requirements as well as costs. Submersible pumps are compared to deepwell pumps with the advantages and disadvantages of each discussed. Experiences are cited.
SHIP SYSTEMS TEST PROCESS —CONCEPT AND APPLICATION
Authors: McGUIGAN DAVID B. , BOYLAN WILLIAM J. 
Published: March 2009

ABSTRACTSome 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

ABSTRACTIn 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

ABSTRACTThe 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

ABSTRACTThe 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

ABSTRACTMaximum 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

ABSTRACTThis 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

ABSTRACTA 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

ABSTRACTWhen 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

ABSTRACTThis 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

ABSTRACTSound 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

ABSTRACTThis 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

ABSTRACTThis 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

ABSTRACTThe 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.