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ADVANCED ELECTRIC PROPULSION, POWER-GENERATION, AND POWER DISTRIBUTION

NAVAL ENGINEERS JOURNAL 1994年第2期106卷 83-92页

作者： DADE, TB The Author:graduated from the U.S. Naval Academy in 1963. He is qualified in submarines and served on the Nathan Hale (SSBN-623) and Triton (SSN-586). He transferred to the Engineering Duty Officer Program with assignments at Charleston Naval Shipyard SupShip Newport News CINCLANTFLT Fleet Maintenance and Howard W. Gilmore (AS-16) primarily involving submarine new construction overhaul and maintenance. Upon retiring in 1983 Mr. Dade was employed by M. Rosenblatt & Son becoming the chief engineer of their Newport News office. In early 1990 he was employed by Newport News Shipbuilding as a manager in advance propulsion technology. His primary responsibilities included the development of electric propulsion generation and distribution systems. He received an MS degree in nuclear engineering and an MBA degree from Penn State University and is a registered professional engineer. Professional societies include ASNE SNAME and the Naval Submarine League.

Investigations into the development of electric drive systems for both submarines and surface ships have been ongoing for several years. These studies led us to the conclusion that accepted contemporary concepts did not offer the full potential envisioned for electric drive. These concepts did not fully consider non-developmental (existing) technology, and the evolutionary approach to system development did not adequately address ship system interface, cost and other shipbuilder concerns. A ''clean sheet'' approach was taken to designing advanced electric propulsion, generation and power distribution systems and equipment. Primary objectives were reduced cost, weight, and volume with improved arrangement flexibility, operation, power allocation, growth potential, reliability, maintainability, survivability and efficiency. This paper focuses on the technologies involved with component development, the installation of the system on a typical submarine, and the resulting benefits.

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ELECTROMAGNETIC ENVIRONMENT engineering - A SOLUTION TO THE EMI PANDEMIC

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NAVAL ENGINEERS JOURNAL 1987年第3期99卷 202-209页

作者： GRICH, RJ BRUNINGA, RE RAdm. Richard J. Grich USN:was commissioned from Officers Candidate School in May 1953 after receiving a B. S. in electrical engineering from Catholic University and a masters degree from Columbia University in New York. He has served as engineering officer USS Paul Revere (APA-248) as ship superintendent at the New York Naval Shipyard and as assistant material officer on the staff of Commander Naval Air Force Atlantic Fleet. He has a distinguished background as an engineering duty officer in engineering electronics. He has served as the head of the Operations Department on the IN-SURV Board and was assigned as head Logistics Branch Navy Division Defense Attache's Office Saigon Vietnam. For six years he was project manager for the Nimitz class carrier acquisition program PMS-392 at the Naval Sea Systems Command. During this tour he was responsible for the construction and delivery of USS Nimitz (CVN-68) and USS Dwight D. Eisenhower (CVN-69) and the construction through launching of USS Carl Vinson (CVN-70). He also consolidated the VSTOL support ship project into PMS-392 and developed the Service Life Extension Program for USS Saratoga (CV-60). During his subsequent tour he was supervisor of shipbuilding converson and repair in Pascagoula MS. He is presently serving as the assistant commander for acquisition and logistic planning at the Space and Naval Warfare Systems Command. He is a member of ASNE. Cdr. Robert E. Bruninga USN: was graduated from the Georgia Institute of Technology in 1970 with a B. S. degree in electrical engineering. After attending the United States Naval Postgraduate School Monterey where he received his M. S. degree in electrical engineering he was assigned as the assistant weapons instrumentation officer on USS Observation Island (AG-154). Later while serving on the Commander Service Group Three staff in Sasebo Japan he was selected as an engineering duty officer (ED). He has served at the Supervisor of Shipbuilding Conversion and Repair Brooklyn as ship superintendent

There are severe electromagnetic interference (EMI) problems which are pandemic throughout the fleet with both known and unknown impact on the operational performance of ships. This paper suggests that the key solution to the EMI pandemic is to develop an engineering discipline in electromagnetics (EM) comparable to the stature of naval architecture and marine engineering to embed EM design considerations and tradeoffs throughout the ship and equipment design processes. Such an engineering discipline to electromagnetics, and a Navy management commitment to its implementation, would prevent EMI by allowing the use of engineering budgets, allocations, and margins based on predicted EM fields in optimization and design toward well defined performance requirements. The EM engineering discipline would rely on gathering existing resources, developing new approaches where needed, and implementing new steps in the ship design process to accomplish these objectives: (1) use of improved techniques for EM environment prediction, (2) identification of quantifiable performance measures, (3) developing the body of knowledge and traceability between performance and EM effects, (4) selection of ship and equipment design features based on EM considerations, and (5) iteration of the ship design based on EM results.

关键词： ELECTRONIC EQUIPMENT

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THE DESIGN OF VARIABLE PAYLOAD SHIPS

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 147-178页

作者： BROOME, GW NELSON, DW TOOTLE, WD Granville W. Broome Jr.:received his BS degree in Civil Engineering from the North Carolina State University in 1967 and MS degree in Naval Architecture from the Massachusetts Institute of Technology in 1970. He started his career at the former Naval Ship Engineering Center working on preliminary structural designs for FFG-7 CVAN-71 and PHM. Subsequently he participated in design integration of FFG-7 DG (AEGIS) CSGN and CG-47 Class ships. Later he served as the Lead Naval Architect for feasibility studies of LSD-41 T-AGOS and T-AO and feasibility studies as well as concept design of ARS-50. Mr. Broome is currently the Head of the Surface Combatant Section (SEA 33112) in the Advanced Design Division of the Naval Sea Systems Command. He is also serving as the Assistant Program Manager for Ship Design Concepts on the Ship Systems Engineering Standards (SSES) Program. In this capacity he is responsible for feasibility studies of the Variable Payload Ships. Mr. Broome is a member of ASNE and ASE. David W. Nelson:graduated from the University of North Carolina at Chapel Hill with a BA degree in History prior to joining the Navy in 1963. He served inUSS Conyngham (DDG-17)and at the Naval Communication Station Greece. Upon release from active duty he entered North Carolina State University where he earned a BS degree in Civil Engineering. He joined the Naval Ship Engineering Center Hyattsville Maryland in 1973. He was the General Arrangements Task Leader for the DD-993 Contract Design the CG-26 Modernization and the DDG-2 Class Conversion. He is currently the Manager for Destroyer Design in the Ship Arrangements (SEA 3211) Group of the Naval Sea Systems Command where his primary responsibility is the general arrangements of DDG-51. He is also the Assistant Program Manager for Ship Design on the Ship Systems Engineering Standards Program. Mr. Nelson is a member of ASNE ASE and SNAME. William D. Tootle:received his BSEE degree from the North Carolina A&T State University in 1960. Between 1960 and 1964 h

This paper presents the issues involved and the approach taken in the design of Variable Payload Ships. The objectives in Variable Payload Ship design are: first, to permit concurrent design and development of the ship and its initial combat system; and second, to simplify the testing, installation, and upgrading of the combat system over a ship's life cycle. In order to accomplish these objectives, Ship systems engineering Standards and Design Criteria are being developed for the VPS platform and payload. Based on the Mid-Size Combatant design conducted so far, indications are that the abovementioned objectives can be met — giving the Navy maximum flexibility to choose the latest and most appropriate combat suite for each of its surface combatants during both initial acquisition and entire life cycle.

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WARSHIPS AND COST CONSTRAINTS

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NAVAL ENGINEERS JOURNAL 1986年第2期98卷 41-52页

作者： HOPE, JP STORTZ, VE Jan Paul Hope a native of Northern Virginia received his bachelor of science degree in mechanical engineering from the University of Virginia in 1969. Upon graduation he began his career in the Department of the Navy with the Naval Ship Systems Command in the acquisition of patrol craft mine sweepers and submarine rescue ships. In January 1971 he transferred to the ship arrangements branch of the Naval Ship Engineering Center. He was selected for the long-term training program at George Washington University in 1974 and completed the program in February 1976 with the degree of master of engineering administration. While at the Naval Ship Engineering Center Mr. Hope was general arrangement task leader on the AO-177 CG-47 CSGN CSGN (VSTOL) CGN-9 (Aegis) and CGN-42 and he also assisted in the landmark Naval Sea Systems Command civilian professional community study. In 1978 he was selected as acting head of the damage control section and subsequently was selected as acting head of the surface ship hydrodynamic section. In February 1980 he was promoted to head of the surface combatant arrangements design section. Mr. Hope was selected for the first class of the NA VSEA commander's development program. While on the program he served in the DDGX combat systems engineering division and the DDGX project office of NA VSEA was the assistant director for ship design in the office of the Assistant Secretary of the Navy for shipbuilding and logistics and was the director of weight engineering and the director of systems engineering for the DDG-51 project in NA VSEA. Upon completion of the program Mr. Hope was assigned as the deputy director of the boiler engineering division to create a new division as a major fleet support initiative by NA VSEA. In June 1985 he joined the staff of the Assistant Secretary of the Navy for shipbuilding and logistics. Mr. Hope was presented the Department of the Navy meritorious civilian service medal in June 1983 for his service with the Office of the Assistant Secretary of the

This paper discusses the need and processes for designing warships to meet cost constraints and for managing warship acquisition programs during the design phase to assure effective adherence to production cost constraints by the design team. The resource control methodology used during the contract design of the Arleigh Burke class destroyer, DDG-51, is examined as a potential model for controlling the cost while maintaining the combat effectiveness of warships. The paper begins with a summary of the basic issue — the relationship among unit cost, unit capability, force level numbers, and force capability — showing recent trends in destroyer costs and force levels. This introduction also includes a discussion of the cost constraint for the DDG-51 in relation to historical trends and ship construction funding allocation. The resource control methodology used to reduce and control costs of the DDG-51 is discussed with a summary of the approach, key concepts and tools, chronology of key events, examples, and results achieved. A number of observations on this methodology are then made which are followed by comments on life cycle costs. The paper concludes with remarks on the future application of the resource control methodology and areas for further work to improve future resource control efforts.

关键词： WARSHIPS

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EPAS APPROACH TO VADOSE ZONE MONITORING AT RCRA FACILITIES

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GROUND WATER MONITORING AND REMEDIATION 1993年第1期13卷 151-158页

作者： DURANT, ND MYERS, VB ECCLES, LA Washington D.C. 20460) has worked as an environmental scientist in the RCRA corrective action program at EPA since 1989. After graduating from Colgate University in 1987 Durant worked for GeoTrans Inc. conducting hydrogeologic investigations at numerous waste disposal sites throughout the northeastern United States. At present Durant is pursuing an M.S. degree in environmental science from The Johns Hopkins University. His research is focused on enhancing in situ biodegradation of aromatic organic compounds in the subsurface. Washington D. C. 20460) graduated from The Johns Hopkins University in 1972 with a B.A. degree in natural sciences. Myers received a Ph.D. in oceanography from Florida State University in 1977. During 1978 he held a post doctoral fellowship at University of Florida in the Department of Environmental Engineering and Science. From 1979 to 1983 Myers was employed by the Florida Department of Environmental Regulation where he worked on environmental restoration projects. Since 1984 Myers has worked at EPA managing RCRA ground water monitoring and corrective action programs. Lawrence A. Eccles (U.S. Environmental Protection Agency Environmental Monitoring Systems Laboratory P.O. Box 93478 Las Vegas NV 89193–3478) is a hydrologist with the EPA Environmental Monitoring Systems Research Laboratory in Las Vegas Nevada. Eccles is responsible for the development of vadose zone and in situ monitoring techniques and guidelines. After graduating from Monmouth College with a B.S. degree in chemistry Eccles performed graduate work in chemical engineering at New Mexico State University. He received formal training in hydrology in 1969 from the U.S. Geological Survey in Denver and worked with that agency before joining EPA at Las Vegas in 1984. One of his co-authored articles was chosen for the Best Paper Award by the journal Ground Water in 1975 and another was the subject of a cover story for Water Well Journal in 1977.

The U.S. Environmental Protection Agency (EPA) recently proposed to amend federal regulations to require vadose zone monitoring at certain hazardous waste facilities. To support this proposal, EPA evaluated previous policy on vadose zone monitoring and examined advances in vadose zone monitoring technology. Changes in EPA vadose zone monitoring policy were driven by demonstrated advances in the available monitoring technology and improvements in understanding of vadose zone processes. When used under the appropriate conditions, currently available direct and indirect monitoring methods can effectively detect contamination that may leak from hazardous waste facilities into the vadose zone. Direct techniques examined include soil-core monitoring and soil-pore liquid monitoring. Indirect techniques examined include soil-gas monitoring, neutron moderation, complex resistivity, ground-penetrating radar, and electrical resistivity. Properly designed vadose zone monitoring networks can act as a complement to saturated zone monitoring networks at numerous hazardous waste facilities. At certain facilities, particularly those in arid climates where the saturated zone is relatively deep, effective vadose zone monitoring may allow a reduction in the scope of saturated zone monitoring programs.

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Commercial lighting innovations

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NAVAL ENGINEERS JOURNAL 1997年第3期109卷 225-229页

作者： Gauthier, E Green, GM Elizabeth Gauthier:graduated from Stevens Institute of Technology in 1983 with a B.E. degree. She began her employment at M. Rosenblatt & Son in Arlington Virginia in the Naval Architecture and Ship Design Department Participating in numerous naval architecture studies and managing the U.S. Coast Guard navigation lights update project. In 1989 Ms Gauthier joined the Naval Sea Systems Command as an engineer in the Human Systems Integration (HSI) Department. While managing the manpower requirements human factors and safety aspects of the AOE 6 AO 177 T-AGOS 13 and MCS 12 she was also responsible for HSI integration of the Women at Sea and Affordability Through Commonality (ATC) projects. In January 1994 she joined the Design integration Department of NSWCO. Since that time she has served as ATC assistant program manager for both habitability and hull systems. Gordon M. Green:spent eleven years in the U.S. Navy as a submarine warfare officer and engineering duty officer. He has been an engineer at Advanced Marine Enterprises a wholly owned subsidiary of Nichols Research Corporation for fifteen years and has been providing support to the Affordability Through Commonality (ATC) project for the past three years.

In our quest for finding ways to reduce the life cycle costs of Navy ships, the Affordability Through Commonality (ATC) project has investigated several commercial lighting innovations. This paper will discuss two particularly noteworthy commercial products that have been selected for further evaluation on board Navy ships: specular reflectors for fluorescent lighting fixtures and the Solar 1000 sulfur light source. Specular reflectors are designed to dramatically increase the amount of light reflected from a fluorescent fixture resulting in one or more of the following benefits: increased task lighting, reduced maintenance and consumable costs (fewer bulbs), reduced acquisition and alteration costs (fewer fixtures), and reduced energy use. Specular reflectors are sized for the specific type of fluorescent fixture and can be designed and formed to provide general or directed task lighting. They are inexpensive and can be installed easily and quickly. The Solar 1000 sulfur light source is the first in a planned family of very bright, energy-efficient, electrodeless lamps using sulfur bombarded by microwaves to produce illumination in a continuous range of wavelengths very close to sunlight. It is ideal for remote source lighting distribution systems such as light tubes and fiber optics. This innovation in lighting has been heralded by the Department of Energy as ''a revolutionary 21st century lighting system.''

关键词： Naval vessels

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Utilization of root cause failure analysis in the investigation of marine deck fitting failures

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NAVAL ENGINEERS JOURNAL 2001年第1期113卷 93-99页

作者： Huff, DS Lynaugh, KM David S. Huff graduated from the University of Maryland with a B.S.M.E. in 1972 and a M.S. in technology management in 1995. Prior to government service he worked for Newport News Shipbuilding as a fluid systems engineer and for Gibbs & Cox as a project engineer. Mr. Huff entered government service in 1977 with the Military Sealift Command Engineering Operations Division then as a construction representative and finally as deputy director ship design and construction. He then moved to NAVSEA in 1989 as assistant project manager on the conversion of AO-177 oilers to AO (JUMBO). From 1993 through 2000 he was assistant project manager for the construction of T-AKR-300 Class of Strategic Sealift RO/RO ships at Avondale. Currently Mr. Huff is manager of the Advanced Projects Group within the PEO EXW Auxiliary Boats and Crafts Program Office. Kevin M. Lynaugh obtained his naval architecture and marine engineering degree from University of California Berkeley in 1984. He obtained his Master's degree in science and engineering from The Johns Hopkins University in 1997 with a dual major in program management and operations management. He has been with NAVSEA Naval Surface Warfare Center Carderock Division for over 16 years. He spent four years with the Hydromechanics Division computerizing the Model Design Group two years with the Large Cavitation Channel Project as a project engineer six years with the Ship Building Technologies Department as a task area manager managing research programs the past 3 ½ years with the Strategic Sealift Program as the ship design manager for Avondale's new con-struction and as the deputy assistant program manager for post delivery and NASSCO's new construction. Currently Mr. Lynaugh is the on-site ship design manager for LHD-8 at Ingalls Shipyard in Pascagoula Mississippi.

Cracking was discovered in the openings of cargo deck tie down fittings on ships under construction. There was a distinct possibility that these cracks could propagate through the fittings and into the strength deck plating, affecting the ships hull integrity. With more than 14,000 fittings installed on each ship, the appearance of approximately 400 cracks at the mid-ship area of the main and lower decks raised production and operational concerns. This paper will discus the successful application of a Root Cause Failure Analysis (RCFA) methodology employed by a Corrective Action Team (CAT) establish to solve the problem. Through their efforts and the systematic application of RCFA, various failure hypotheses were validated or discounted and consensus was achieved on the appropriate corrective action.

关键词： Marine engineering

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AUXILIARY SHIP HULL FORM DESIGN AND RESISTANCE PREDICTION

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NAVAL ENGINEERS JOURNAL 1988年第3期100卷 275-292页

作者： FUNG, SC The author is a naval architect with the Preliminary Design Division of the Naval Sea Systems Command. Mr. Fung graduated from National Cheng Kung University in 1976 and Stevens Institute of Technology in 1977 from which he received his B.S. degree in naval architecture and marine engineering and M.S. degree in ocean engineering respectively. He started his career with M. Rosenblatt and Son in 1979 and became a senior naval architect with the Hull Form & Hydrodynamics Department in Designers and Planners in 1981. For the past ten years Mr. Fung has performed a variety of tasks in the area of feasibility study hydrodynamic design including advanced marine vehicles bulbous bows and hull form design for surface combatant and non-combatant ships. Currently he is a project naval architect for the T-AO twin skeg integrated hull design and the AE-36 Energy Enhancement Program. Mr. Fung is a member of ASE ASNE and SNAME. He received the John C. Niedermair A ward in 1984 and 1986 for the best paper presented at the ASE annual technical symposiums.

In this paper 154 auxiliary type monohull designs are analyzed for guidance on how to select the appropriate hull form parameters, particularly with regard to the effects of hull section shapes, sectional area and design waterline curves on ship resistance. This paper also discusses the resistance predictions based on (1) the statistical approach and (2) the use of series model test data (such as Taylor's standard series) and associated “worm curve factors” with the help of data management software.

关键词： SHIPS

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SIMPLIFICATION OF GAS-TURBINE INTAKE ANTI-ICE systems

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NAVAL ENGINEERS JOURNAL 1988年第1期100卷 45-52页

作者： EXELL, JR KILLINGER, A LCdr. John R. Excell: USN received a bachelor of architecture from the University of Michigan and a master of science degree in mechanical engineering from the U. S. Navy Postgraduate School. He was commissioned in 1973 serving first as damage control assistant aboard USSGuadalcanal(LPH-7) and later as commissioning main propulsion assistant on USSMerrill(DD-976). He became an engineering duty officer in 1979 and served at Norfolk Naval Shipyard as senior ship superintendent for six ships and later within the shipyard Design Department. In May 1984 LCdr. Exell was assigned to the DD-963 Class Special Projects Office as program manager for air system improvements including the bleed air and anti-ice systems. He recently completed the Defense Systems Management College Ft. Belvoir VA and returned to NavSea PMS 377 as deputy for strategic sealift programs. Arthur Killinger:graduated from the University of Maryland in 1968 with a bachelor of science degree in mechanical engineering. He joined MPR Associates Inc. working on submarine safety design reviews following the loss of USSScorpion(SSN 589). After two years in the U.S. Army Nuclear Reactor Program and a year as U.S. Army engineer maintenance advisor in the Republic of Vietnam he returned to MPR Associates Inc. in 1972. Since then he has worked on nuclear power plant projects for several electric utilities as well as submarine and surface ship overhaul and maintenance improvement programs for the U.S. Navy. Mr. Killinger is a member of the American Society of Naval Engineers and the American Society of Mechanical Engineers.

This paper describes the steps taken to simplify the gas turbine intake anti-ice systems on DD-963 and DDG-993 class ships. The anti-ice system was designed and built as fully-automatic protection against intake duct icing on main propulsion turbines and electric generator turbines. Operating experience with the system indicated that it was nonfunctional more than 60% of the time. The system's poor availability was caused by its complexity, lack of use, lack of spare parts, poor training and documentation, and design and material problems. A Navy Independent Design Review Team (IDRT) reexamined the technical bases for installing an automatic anti-ice system and demonstrated that automatic control was not necessary for gas turbine intake duct anti-icing. A series of design review calculations and shipboard tests confirmed that anti-icing protection could be provided by manual control of installed butterfly valves feeding hot air to each turbine intake. The time from the IDRT design simplification recommendations to the first modification of the anti-ice system was less than one year. To date, half of the 30 of the 35 ships in the two classes have been modified. This system simplification will result in life cycle maintenance cost savings in excess of 13 million dollars. Future CG-47 class and DDG-51 class ships will include this simplified approach to anti-ice system design for gas turbine intakes.

关键词： GAS TURBINES

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The Gold Medal Award

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NAVAL ENGINEERS JOURNAL 2000年第5期112卷 69-71页

作者： Fortune, RH Mr. Randall Fortune was born and raised in Richmond Virginia and graduated from Virginia Polytechnic Institute with a B.S. degree and a M.S. degree in Engineering Mechanics in 1968 and 1970 respectively. He completed the Program Management Executive Course at Defense Systems Management College Fort Belvoir Virginia in 1989 and the Senior Officials in National Security Program at Harvard University in 1994. Mr. Fortune commenced his Navy career at David Taylor Naval Ship Research and Development Center (DTNSRDC) in 1971 after a year in the private sector. At DTNSRDC he developed ship survivability design assessment tools and methodologies employed in the design of most surface combatants today. In 1980 Mr. Fortune joined the AEGIS Program Naval Sea Systems Command where he was responsible for much of the ship system engineering and design of the AEGIS Cruiser classTiconderoga(CG-47). He transferred to the AEGIS Destroyer Program (1983) and was assigned the Technical Director in 1985 where he directed the total ship engineering and design of the lead ship USSArleigh Burke(DDG-51). In September 1989 he was selected as the AEGIS Destroyer Deputy Program Manager delivering the lead ship in April 1991. He orchestrated the fielding of major warfighting upgrades in the class including Flights II and II-A in 1992 and 1994 respectively. Mr. Fortune was certified under the Civilian Material Professional Career Program (1989) and the Defense Acquisition Workforce Improvement Act Program Management Career Field (Level III) in 1993. He is also a member of the Acquisition Professional Community. Mr. Fortune wears the Navy Superior Civilian Service Medal and the Association of Scientists and Engineers Silver Medal. He was selected as the District of Columbia Council of Engineering and Architectural Societies' Senior Engineer of the Year in 1996. He has authored numerous technical reports and presented papers at national and international symposia. He is a member of ASNE and the Association of Scientists and Engin

for his significant contribution to naval engineering as set forth in the following

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