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THE NO FRAME CONCEPT - ITS IMPACT ON SHIPYARD COST

NAVAL ENGINEERS JOURNAL 1984年第3期96卷 218-232页

作者： NAPPI, NS WALZ, RW WIERNICKI, CJ Natale S. Nappi:graduated from City College of New York in 1954 with a B.S. degree in civil engineering and received his M.S. in civil engineering from the Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1954 at the New York Naval Shipyard as a naval architect (structures) performing detail structural design and fabrication studies for CVAs LPDs DDs and CGs and eventually became a supervisory naval architect (structures). From 1965 to 1973 he was a member of the staff of the Computer-Aided Design Division at the David Taylor Naval Ship Research and Development Center (DTNSRDC). As such he was involved in the development of the computer structural design tool the SSDP (in association with Frank M. Lev) and automated detail design programs (CASDOS). His current position is Senior Naval Architect Consultant in the structural integrity group of the Ship Structures Division Structures Department DTNSRDC. Mr. Nappi is the author and co-author of numerous technical papers and reports covering a wide spectrum of topics such as automated structural design process design for producibility and survivability material weight and cost trade-off studies and structural weight determination for high performance ships (i.e. SES SWATH HYSWAS). He has lectured on the subjects of design for survivability and ship structures at the Naval Post Graduate School and MIT. He is a member of ASNE ASCE U.S. Naval Institute Sigma Xi and is a registered Professional Engineer in the State of New York. Mr. Nappi was a member of the NAVSEA working commitee for the computer supported design planning effort and is currently a member of the DTNSRDC ASSET Advisory Committee. Ronald W. Walz:graduated in 1974 from Pennsylvania State University with a B.S. degree in civil engineering. He began his professional career in 1974 at the David Taylor Naval Ship Research and Development Center as a structural engineer in the structural design concepts group of the Ship Structures Division Structures Department.

A proposed cost effective alternative to current U.S. Navy structurally configured hulls is presented in this paper. This proposed design for producibility concept involves the elimination of structural stanchions and transverse web frames. The potential impact of this “no frame” concept on structural design, weight and construction and material costs for naval surface frigates and destroyers is reflected in 1) reduced costs for the installation of distributive systems and 2) a reduced number and complexity of structural details providing a more reliable and less costly structure. This study was performed in three parts: 1) Determine the most feasible length between bulkheads without frames; 2) Using this length perform detail weight studies and construction and material costs analysis comparison on a 72-foot long hull module, with and without frames, for a FFG-7, and 3) Estimate the saving in man hours of labor on the installation of distributive systems and shipfitting for an FFG-7. For the feasible length studies on the “no frame” structural configuration, thirty-seven strength, weight and vertical center of gravity studies were performed on two ship classes; twenty-two on the FFG-7 class and fifteen on the DD-963 class. The detailed weight studies and construction and material cost analyses were conducted for FFG-7 “no frame” and “as built” modules. Results indicating the “no frame” concept module was 6.8% heavier and 14.8% less costly than the “as built” module. For the impact of an FFG-7 “no frame” structurally configured hull on the cost of labor required for the installation of distributive systems and for other functional work such as ship fitting, welding, and electrical, this study indicated a reduction of 169,206 labor hours per ship, representing 7.12% of the total required man hours to fabricate an FFG-7 class ship. With the employment of the “no frame” concept, certain areas of significant concern and potential risk were addressed. These include: 1) t

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THE SURFACE EFFECT CATAMARAN - PROGRESS IN CONCEPT ASSESSMENT

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 301-311页

作者： WILSON, FW VIARS, PR ADAMS, JD Fred W. Wilson:received his B.A. degree from the Virginia Polytechnic Institute and State University in 1967 and his M.A. degree from the University of Tennessee in 1971. Mr. Wilson has been involved with air-supported vehicle technology at the Aviation and Surface Effects Department of the David Taylor Naval Ship Research and Development Center since 1967. Until 1979 Mr. Wilson was with the Surface Effect Ship Division and participated in early SES development the SES-100A and -100B trials and in the 3000-ton SES program. Since 1979 Mr. Wilson has been in the Program Development Office participating in aircraft programs as well as the current twin-cushion surface effect ship (Surface Effect Catamaran) program. Philip R. Viars:graduated from the University of Cincinnati with a B.S. in Aerospace Engineering in 1974. He received his M.S. in Ocean and Marine Engineering from George Washington University in 1980. Since 1972 Mr. Viars has worked in the Aviation and Surface Effects Department at the David Taylor Naval Ship Research and Development Center (DTNSRDC). While at DTNSRDC Mr. Viars has participated in model and full-scale experimental programs focused on simulation. Mr. Viars is recognized as the Center expert in SES stability and performance having participated in most of the manned Navy SES testcraft evaluations. Since 1981 Mr. Viars has been in the Program Development Office where he has worked on the twin-cushion surface effect ship (SECAT) and other programs. John D. Adams:received his B.S.E. in 1972 from the University of Michigan School of Naval Architecture and Marine Engineering. He has spent seven years in Marine engineering research Marine systems design and development and dynamic tow tank testing and data analysis. Mr. Adams is currently responsible for the Maritime Dynamics Inc. field operation at the U.S. NavySES Test Facility (SESTF) Patuxent River Maryland. On-site responsibility has been the design development and manned testing of active ride control systems for the U.S. NavyXR-

The surface effect catamaran incorporates twin high length-to-beam cushions to support a low length-to-beam platform. The performance characteristics of the resulting vehicle, i.e., the resistance and head sea motions, are equivalent to a higher length-to-beam surface effect ship. The high lateral stability which results from the widely spaced hulls and cushions of the surface effect catamaran provides several advantages not inherent in conventional surface effect ship configurations. These advantages are manifested by high cross-structure height and reduced structural loads without reduction in static or dynamic roll stability. For an 800-ton ship the widely spaced cushions provide a capability of controlling off-head sea types of motions and the virtual elimination of green water over the deck up through Sea State 6. Model tests have validated cushionborne and hullborne resistance computer prediction programs. Head sea motions tests have justified the use of high cross-structure height to minimize high slam types of structural loads. Preliminary design and model tests indicate the potential for the surface effect catamaran to operate as an open ocean ship in smaller sizes than heretofore thought possible. In addition, its planform and large volume provides pay-load capabilities of much larger ships.

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PUTTING AN OIL-SPILL CLEANUP COMPUTER-MODEL TO WORK FOR THE NAVY

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 165-172页

作者： NYHART, JD PSARAFTIS, HN YAROSCHAK, PJ Mr. J. D. Nyhart:is professor of management at the Sloan School of Management and the Department of Ocean Engineering at the Massachusetts Institute of Technology. His current research and writing focus on the use of scientific and technical material in formal judicial and administrative proceedings as well as the development of economic and regulatory models appropriate for deep ocean mining and oil-spill control. Harilaos N. Psaraftis:is Assistant Professor of Marine Systems at the Department of Ocean Engineering at the Operations Research Center at M.I.T. Professor Psaraftis received two M.Sc. degrees in 1977 (in Naval Architecture and Marine Engineering and in Shipping and Shipbuilding Management) and a Ph.D. in 1979 (in Ocean Systems Operations Research) all from M.I.T. Professor Psaraftis has been conducting research in problem areas such as the probabilistic modeling of underwater detection and optimal sensor allocation (project sponsored by ONR) the optimization of oil spill cleanup operations (project sponsored by a consortium of government and industry organizations) the development of routing and scheduling algorithms in transportation problems (project sponsored by DOT) and the analysis and solution algorithms of sealift routing and scheduling problems (project sponsored by ONR and the Military Sealift Command). Professor Psaraftis has published in various journals and is currently the Chairman of the Ocean Systems Management Program at M.I.T. Mr. Paul J. Yaroschak:received his Bachelors Degree in Civil Engineering from Villanova University and his Masters Degree in Environmental Engineering from Northeastern University. He has served in the Civil Engineer Corps U.S. Navy in Public Works and Construction Management and as a Project Engineer for Navy-wide Water and Wastewater Treatment Projects for the Naval Facilities Engineering Command. He is currently Head of the Environmental Engineering Branch of the Naval Facilities Engineering Command. Mr. Yaroschak is a Registered Professional Engineer i

A research group at the Massachusetts Institute of Technology has completed the first phase of the development of a computer assisted model for analyzing complex decisions and policies regarding oil spill cleanup. The model is the product of an ongoing MIT Sea Grant project, sponsored by a consortium of government and industry organizations, including the National Oceanic and Atmospheric Administration, the U.S. C oast G uard , the U.S. N avy , the Commonwealth of Massachusetts, the Spill Control Association of America, JFB Scientific Corporation, the Doherty Foundation, Petro-Canada and Texaco. The model can be used, among other things, in strategic planning for the long-term oil spill response needs of a region, in assisting On Scene Coordinators in responding to a specific spill (tactical/operational setting), in evaluating the environmental and economic damages of a spill versus the cost of cleanup, in simulation and training, and in the analysis of various policy and regulatory issues such as the effects of delays, the use of dispersants and the investigation of liability and compensation issues. The paper describes the model in detail, focuses on its potential uses and presents experience with its application in conjunction with pollution control efforts of the U.S. Navy. Specifically, we outline the application of the model in the Port of Charleston, South Carolina, an ongoing project sponsored by the Naval Facilities Engineering Command. The difficulty of gathering data for such an application is discussed.

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THE APPLICATION OF A PLANNING CONTRACT CONCEPT TO A COMPLEX NAVY SURFACE SHIP OVERHAUL

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NAVAL ENGINEERS JOURNAL 1983年第2期95卷 51-65页

作者： NODELL, WR SIAS, PM William R. Nodell USCG (Ret.):graduated from the U. S. COAST GUARD Academy in 1950 receiving a B.S. degree and earned his Master of Sciences and Naval Engineer degrees from the Massachusetts Institute of Technology in 1957. He has served in various line and engineering capacities on board COAST GUARD Cutters in Atlantic Pacific and Alaskan waters. He served in the production department of the COAST GUARD Yard in Curtis Bay Maryland and later was Chief of the Naval Engineering Branches of the 13th COAST GUARD District in Seattle Washington and the 3rd COAST GUARD District New York New York. After retirement he held a position as Manager of the Marine Engineering Department at Atlantic Research Corporation Costa Mesa California and joined Lockheed Shipbuilding and Construction Company in 1973. He was Project Engineer for the Polar Class Icebreakers the AS-41 and the LSD-41 in various stages. He has contributed technical papers to several professional societies. He is currently a member of the Society of Naval Architects and Marine Engineers the American Society of Naval Engineers where he served as a past chairman of the Puget Sound Chapter and the National Management Association where he served as a Past President of the local chapter. He is a senior systems engineer at Lockheed. Peter M. Sias:received his B.S. degree in Marine Engineering from Maine Maritime Academy in 1950. Subsequently he completed a NAVY sponsored program in Naval Architecture at the University of California and Department of Defense courses in program management and contract administration at the Air Force Institute of Technology. He served on active duty with the United States Navy during the Korean emergency with assignments as Engineering Officer for a minesweeper and collateral staff duty assignments with the Commander Mineforce U.S. Pacific Fleet for reserve ship activation. Upon release from active duty in 1952 he joined United States Steel Corporation as an Industrial Engineer. In 1955 he accepted a position in the Eng

Early in 1979, the Commander in Chief, United States Pacific Fleet requested that alternate procedures be explored for overhaul of the USS Sacramento (AOE-1). Of particular concern was the availability of the ship to accomplish alterations and repair planning prior to the start of the overhaul and the history of AOE Class ships not being completed in the private sector within the scheduled availability time. The planning type contract concept wherein pre-overhaul tests and inspections, preparation of drawings, procurement of long lead time material and detailed overhauling planning and scheduling would be accomplished by the successful Contractor was one approach requested for major consideration. In July 1979, the decision was made to proceed with the planning contract concept for overhaul of the USS Sacramento. The Request for Proposals (RFP's) were issued to industry in November 1979 with contract award to Lockheed Ship building and Construction Company (LSCC) on 4 February 1980. In September 1980, the overhaul for USS Sacramento was classified by the Navy as “complex”, confirming specific management action and attention to be given during the planning and overhaul phases. This technical paper describes the application of the planning contract concept to the planning and overhaul of USS Sacramento. Actual experiences including issue of the negotiated Request for Proposals (RFP's), performing pre-overhaul test and inspections (POT & I) procedures, accomplishing ship check and drawing preparation, and scheduling, including proper phasing of all elements and critical path analysis, will be reviewed in detail. Comparisons to conventional procedures will be made, along with concepts for modifying the methods employed to custom fit the characteristics of future overhauls. The closure will include a summary of “lessons learned” to date with specific recommendations for application of procedures to future overhauls.

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THE STRUCTURAL SYNTHESIS DESIGN program - ITS IMPACT ON THE FLEET

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 87-99页

作者： WIERNICKI, CJ GOODING, TG NAPPI, NS Mr. Christopher J. Wiernicki:graduated from Vanderbilt University in 1980 with a B.E. degree in Structural Engineering. Upon graduation he began his professional career at the David Taylor Naval Ship Research and Development Center. As a structural engineer in the Surface Ship Structures Division Mr. Wiernicki was responsible for developing improved methods and procedures for designing and evaluating structural systems for surf ace combatants. Specific projects included design for producibility development and evaluation of automated ship structural design methods and participation in the structural design of the CG 49 Cruiser and the current DDG 51 Destroyer. In 1982 Mr. Wiernicki received his M.S. degree in Ocean Engineering from George Washington University. Mr. Wiernicki is a recipient of the SNAME 1982-82 Graduate Scholarship and is currently doing post graduate work in Naval Architecture at Massachusetts Institute of Technology he is a member of ASNE SNAME ASCE and Chi Epsilon. Mr. Thomas G. Gooding:graduated in 1975 from the University of Michigan with B.S. degrees in Oceanography and Naval Architecture. After graduation he began his professional career at the Naval Ship Engineering Center (NA VSEC) as a structural engineer. From 1975 till 1978 Mr. Gooding worked in the area of ship dry docking and was the structural task leader on the complex overhaul ofUSS Long Beach (CGN-9). Mr. Gooding returned to the University of Michigan to receive a M.S. in Naval Architecture in 1979. Currently Mr. Gooding is the structural task leader on the DDGX/DDG 51 program at the Naval Sea Systems Command (NAVSEA). Mr. Gooding is a member of SNAME and the Naval Institute. Mr. Natale S. Nappi:graduated from City College of New York in 1954 with a Bachelor of Civil Engineering and received his M.S. in Civil Engineering from Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1964 at the New York Naval Shipyard as a Naval Architect (Structure) performing detail structural design and fabrication s

The structural design of a ship's section is a complicated, repetitive and time consuming task. With the advent of new technology, high speed computers have enabled the ship designer to accomplish in a matter of seconds what would formerly take days to accomplish by hand. The Structural Synthesis Design program (SSDP) is a N avy developed computer-aided design tool which is used to design (or to analyze) the longitudinal scantlings for a variety of ship cross sections, consisting of any practical combinations of decks, platforms, bulkheads and materials, i.e., various steel and aluminum alloys. The final hull section design will have the lowest practical weight for the chosen geometric configuration, structural arrangements, and imposed loadings. The scantling developed by the program will satisfy all U.S. N avy ship structural design criteria. An explanation of the objective and design elements of N avy ship structures is included. The rationale behind the SSDP design philosophy is developed along with the significant program capabilities. In an attempt to highlight the influence of automated design procedures on the current naval ship design process, the effect of the SSDP on the DDG 51 destroyer structural development is addressed.

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THE CONSTRUCTION OF VARIABLE PAYLOAD SHIPS

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 179-199页

作者： THOMPSON, DH THORELL, LM Daniel H. Thompson Jr.:is a native of Louisville Kentucky. He graduated from Webb Institute of Naval Architecture in 1957. He was an Engineering Duty Officer in theUNITED STATES NAVYprimarily in the Far East responsible for ship repair and overhaul. He joined Sparkman & Stephens Inc. New York City as Assistant to the Chief Engineer in 1963 and worked on commercial military and private contracts. He has worked for Bath Iron Works since 1967. Between 1967 and 1971 he served first as Project Engineer on the DLG-16 Class Ship Modernization Program which involved eight ships and later as the Assistant to the Production Manager when he assumed the responsibilities for production management administration and sea trial coordination. He organized and directed cost reduction programs and led the development of a comprehensive management administration information system. Between 1971 and 1972 Mr. Thompson served as the Facilities Project Manager responsible for the execution of a nine million dollar shipyard facilities improvement program. In 1972 Mr. Thompson was appointed as the Producibility Assurance Manager for the FFG-7 Program. In this capacity he reviewed the detail design work and coordinated the early activities of the subcontractor responsible for detail design. He was also responsible for the development of the FFG-7 Class Producibility Assurance Manual which provided guidance to the detail designers on production/design integration. During the DG-47 (now CG-47) studies at BIW Mr. Thompson served as the Deputy Program Manager for DG-47 Technical Characterization in 1977. At present Mr. Thompson is working as a Project Engineer in the Technical Department. He is responsible for coordinating the engineering work on new DDGX and Variable Payload Ship projects. On special assignment he is also supporting the Cost Reduction Program at BIW as Chairman of the Technical Committee. Mr. Thompson is a member of SNAME and ASNE and is a licensed professional engineer in New York and Maine. Len Thorell:is a

The decoupling of combat systems from the platform makes it possible for shipyards and combat system suppliers to work in parallel without schedule or technological conflict. Great benefit is derived from building one, standard platform able to accommodate a variety of combat systems. The capability to build and test the payload modules independently, in a well equipped shore-based facility, means higher production efficiency and improved quality control. The standardization of payload-platform interfaces means that the detail design and construction of foundations and distributive systems need not be delayed if some of the combat system components are being upgraded at the time when the ship is in construction. Additionally, shipyards recognize the value of the variable payload ship concept for major combat systems and weapons upgrades. Analysis shows that combat system changes will not lie on the critical path from a scheduling point of view if the payload items are modularized and conform to the Ship systems Engineering Standards. The shipyards intend to participate actively in the conservation of tenth-scale models and full-scale mock-ups. These mock-ups should prove valuable in the definition of interface requirements which must be incorporated in the Ship System Engineering Standards. The module installation procedures and clearance requirements for both weapons modules and pelletized electronics can be checked in this effective way. Variable payload ship platform construction poses no technical problems as far as new facility requirements are concerned. Shipyards interested in assembling, testing, and installing payload modules would, however, have to use appropriate buildings, equipment, and cranes. These capital requirements are significant but reasonable for those yards that are likely to be interested in building frigates, destroyers, or cruisers. Furthermore, these yards generally plan for production improvements through better facilities, many of which

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MACHINERY ARRANGEMENT DESIGN - A PERSPECTIVE

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 133-141页

作者： RESNER, ME KLOMPARENS, SH LYNCH, JP Mr. Michael E. Resner:received an Engineering Degree from Texas A&M University in 1966 and has done graduate work in management at American University. He is Director Machinery Arrangements/Control Systems and Industrial Facilities Division (SEA 525) at the Naval Sea Systems Command. His previous positions have included Program Manager Solar Total Energy Program at the Department of Energy and Branch Chief Machinery Control Systems Branch at the Naval Ship Engineering Center. Mr. Stephen H. Klomparens:is a Naval Architect at Designers & Planners Inc. and is engaged in development of computer aids for ship design. He received his B.S.E. degree in Naval Architecture and Marine Engineering from the University of Michigan in 1973 and his M.S. degree in Computer Science from the Johns Hopkins University. Mr. Kolmparens began his professional career at Hydronautics Inc. in 1974 where he was involved in the use of marine laboratory facilities for test and development of conventional and advanced marine craft. Since 1977 he has been involved with naval and commercial ship design and with development of computer-aided ship design tools. Mr. John P. Lynch:is a Principal Marine Engineer with Hydronautics Inc. He was previously employed in the auxiliary machinery and computer-aided design divisions of the David W. Taylor Naval Ship R&D Center the machinery design division of the New York Naval Shipyard and the machinery arrangement code of the Bureau of Ships. His active naval service was as a ship superintendent in the production department of the Long Beach Naval Shipyard. Mr. Lynch received his B. S. degree in Marine Engineering from the New York State Maritime College and his M.S. degree in Mechanical Engineering from Columbia University. He is a licensed Professional Engineer in the State of New York and a member of ASNE.

The machinery arrangement design process has remained relatively unchanged over the years. Recently, external demands have been placed on both the product and the producers that call for changes to this process. This paper cites these external demands and traces the evolution of the process changes from the rule-of-thumb machinery box sizing routines up to the current automated procedures. The machinery arrangement design practice is presented, and existing analytic and graphics aids are discussed. The user requirements for improved design aids are presented, with implementation guidelines and hardware/software alternatives.

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COMPUTER AIDS FOR SHIP DESIGN, INTEGRATION AND CONTROL

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 73-87页

作者： CARLSON, CM JOHNSON, RA HELMING, FW Mr. Craig M. Carlson received his B.S. degree in Naval Architecture and Marine Engineering from the University of Michigan in 1970 and began his career with the Department of the Navy at the Naval Ship Engineering Center (NAVSEC). In 1972. he returned to the University of Michigan under the NAVSEC Long Term Training Program and received his M.S. degree in Naval Architecture and Marine Engineering. After returning to the Ship Arrangements Branch at NAVSEC. he was assigned as Task Leader for General Arrangements for the PGG PCG PHM. and MCM ship designs and was awarded Outstanding Performance Awards in 1974 and 1975. In addition he was Manager of the Arrangement Subsystem of the Navy's Computer-Aided Ship Design and Construction Program (CASDAC). In October 1979. he became Manager of the CASDAC Hull Design System. Currently. he also is enrolled in the M.S. of Computer Science Program at Johns Hopkins University. Mr. Carlson previously has presented technical papers at ASNE Day 1974 and 1978 as well as at the 1979 DOD Manufacturing Technology Advisory Group Conference. Besides ASNE. which he joined in 1972. he is a member of SNAME. ASE. and the U.S. Naval Institute. Mr. Robert A. Johnson is a Naval Architect in Surface Combatants Design (SEA 03D3). Ship Design Integration Directorate Naval Sea Systems Command. He received an Associate in Engineering degree in Drafting and Design Technology in 1959. his B.S. degree in Aerospace Engineering in 1965. and his M.S. degree in Engineering Mechanics in 1970. all from the Pennsylvania State University. In 1973. he was selected for the NA VSEC Hull Division s Long Term Training Program at the University of Michigan subsequently receiving his M.S.E. degree in Naval Architecture in 1974. Mr. Johnson began his career with the Ordnance Research Laboratory at Pennsylvania State University in 1959 where he worked. on the design of hydroelastic submarine models and conducted research in the area of flow induced structural vibrations. In 1967 he joined HRB-Singer at State Colle

This paper presents an integrated approach to Computer-Aided Ship Design for U.S. Navy preliminary and contract design. An integrated Hull Design System (HDS), currently under development by the Hull Group of the Naval Sea systems Command (NAVSEA 32). is the vehicle for the discussion. This paper is directed toward practicing ship design professionals and the managers of the ship design process. Primary emphasis of this paper, and of the development effort currently under way, is on aiding ship design professionals in their work. Focus is on integration and management control of the extremely complex set of processes which make up naval ship design. The terminology of the Ship Designer and Design Manager is used. The reader needs no familiarity with the technologies of computer science.

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A TECHNOLOGY BASE FOR ALUMINUM SHIP STRUCTURES

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Naval Engineers Journal 1979年第5期91卷 33-44页

作者： POHLER, C.H. STAVOVY, A.B. BEACH, J.E. BORRIELLO, F.F. Mr. C.H. Pohler received his B.S. degree in Architectural Engineering in 1956 from the University of Houston his Master of Engineering degree in Naval Architecture in 1959 from the University of California. and his M.S. degree in Administration in 1975 from The George Washington University. In addition. he attended the Industrial College of the Armed Forces (ICAF) at the National Defense University in 1974. He has worked in ship design since 1956 in various positions in the Department of the Navy and has contributed numerous technical papers to both national and foreign literature. In addition to ASNE which he joined in 1963 Mr. Pohler is a member of AIAA. SNAME the Royal Institute of Naval Architects the Northeast Coast Institute of Engineers and Shipbuilders the Interagency Ship Structures Committee the SNAME Hull Structures Committee and Sigma Xi. At the present time he is Head of the Mechanics Branch of the Naval Sea Systems Command's Research and Development Directorate. Mr. A.B. Stovovy is Head of the Surface Ship Division Structures Department David W. Taylor Naval Ship Research and Development Center (DTNSRDC) where he is responsible for research studies of ship structures. His career began with the U.S. Navy in 1952 in the Scientific Section Hull Design Division Bureau of Ships. In 1961 he joined the Staff of the Structures Department at the David Taylor Model Basin where in 1964 he was selected to head the Surface Ship Structures Program. He is a member of the U.S. Delegation to the International Ship Structures Congress in 1979. the Interagency Ship Structures Subcommittee. and a former Chairman of the SNAME Hull Structures Committee. Mr. J.E. Beach is a Senior Project Engineer in the Structures Department of DTNSRDC. Bethesda. Md. where he has been employed since 1969. He received his B.S. and M.S. degrees in Aerospace Engineering from the University of Maryland. Mr. Beach has published numerous technical papers primarily in the areas of Fatigue and Fracture and Large-Scale Testing and is

A 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. © 1979 American Society of Naval Engineers

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SWATH—THE VSTOL AIRCRAFT CARRIER FOR THE POST‐1990's

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Naval Engineers Journal 1977年第1期89卷 47-54页

作者： CHILDERS, RADM.K.C. GLOECKLER, FREDERICK M. STEVENS, ROBERT M. USN (RET.) RAdm. K.C. Childers USN (Ret.):graduated from the U.S. Naval Academy in 1939. and later completed his graduate studies at California Institute of Technology from which he received his MS and AE degrees. He was a fighter pilot in the aircraft carriers USS Ranger and USS Essex during World War II and an instructor at the Guided Missile School. Ft. Bliss Texas from 1947 until 1949 at which time he came to Washington. D.C. as an Assistant Division Director Ships Installation Division Bureau of Aeronautics. In addition his active duty career included assignments as Naval Air Systems Command Representative Atlantic Assistant Commander for Material Acquisition Naval Air Systems Command and Deputy Project Manager for the FlllB/Phoenix Program. Bureau of Naval Weapons. During the first five years of the Polaris Program he was responsible for all testing at the Atlantic Missile Range. He also served as Commander of the Naval Missile Center where he directed the test and evaluation of Airborne Weapon Systems and had been on an earlier assignment the Missile Test Officer. His military decorations include the Silver Star the Legion of Merit two Air Medals the Navy Commendation Medal and a Presidential Unit Citation. Currently he is employed as the Manager of the Analysis and Evaluation Department at CERBERONICS. Inc. Falls Church. Va. Mr. Frederick M. Gloeckler: currently a Consultant to CERBERONICS Inc. graduated from New York University from which he received his BS degree. He began his career with the Department of the Navy in 1938. and culminated it with his retirement in 1972 at which time he was engaged in VSTOL aircraft analysis and was the Director Advanced Systems Division Naval Air Systems Command (and its predecessor organizations). During this period he made major contributions to the Fleet Ballistic Missile Program the F-14 A-7 and S-3 Aircraft Programs and the Phoenix Condor and Harpoon Missile Programs. In 1951 Mr. Gloeckler organized‘ and directed the Systems Engineering Divis

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