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INNOVATIVE CONCEPTS FOR NAVAL SHIP SYSTEMS

NAVAL ENGINEERS JOURNAL 1982年第2期94卷 214-231页

作者： BRADY, EF DUBOIS, JP Eugene F. Brady:has varied experience in the Marine Nuclear Design and Computer Design Fields. His background includes three years as an Associate Professor of Engineering. (Widener College Chester Pennsylvania). Educated at the U.S. Maritime Academy at Kings Point Dr. Brady served four years in the U.S. Merchant Marine. He later worked in the early design of Naval Nuclear Submarine Power Plants (Bettis Plant) during which time he completed his graduate studies at the University of Pittsburgh. He is presently employed by Ingalls Shipbuilding Division and holds an active U.S. Coast Guard License as a first Assistant Engineering Officer for Steam Ships. While at the Westinghouse Bettis plant he was involved in the Design and Development of the first S5W Nuclear Propulsion Plant. This experience included investigations into the steam blanketing of heat transfer surfaces. This work was related to the phenomenon of “Chemical Hideout.” He is presently engaged in Advanced Technology Investigations for the Ingalls Shipbuilding Division of Litton Systems Inc. His recent activity has been associated with DDGX Design concepts and in the shipboard application of the RACER system to U.S. Navy surface combatants. Joseph P. DuBois:is Manager of Litton/Ingalls Shipbuilding's Advanced Technology Group. He has a total of 30 years of experience in the shipbuilding industry. His experience includes active duty in the U.S. Navy Bethlehem Steel Company J.J. Henry and Gibbs and Cox in various positions of key responsibility. These responsibilities included subsystem design and development shipbuilding installation tests evaluations and trials and materials and subsystems technology improvements. Responsibilities and experience at Ingalls Shipbuilding during the past fourteen years includes systems engineering analysis and development ship design/construction integration and project engineering management assignments. His formal training has included U.S. Naval Service Schools special training studies at Boston Univer

Increasing demands are being made of U.S. naval ship designers, to provide increased efficiency in both the use of space, and in the development of “highly energy-efficient” shipboard systems. This efficient use of space will allow the placement of additional (or larger) weapons systems on combat ships. The reduction of energy consumption, using energy-efficient ship systems, will extend a combat ship's cruising range. Therefore, the development of suitable advanced systems will enhance the military effectiveness of U.S. Naval Combat Ships. To achieve such improvements in naval ship design, many development programs are now in progress, both in the private sector (including Ingalls Shipbuilding Division) and in the U.S. Navy Establishment. An example of a major “NAVSEA-sponsored” program is the RACER program, in which a “highly-efficiency” COGAS (Combined Gas and Steam) system will be developed. This propulsion plant will be suitable for use on U.S. Navy Destroyers, and on other future naval combatants. In order to contribute to naval ship improvement, Ingalls Shipbuilding Division conducts an Independent Research and Development Program. This program includes the development of improved propulsion, ship's service power, and auxiliary systems. These include advancements in their type, efficiency (space and energy), and shipboard configuration. This paper will describe recent advances in these ship systems. Innovations to be described included advanced power plants (COGAS and other power plant configuration), and reduction of hull and appendage drag. Innovative auxiliary systems will include water purification, and energy-efficient auxiliaries. The emphasis will be on their viability for U.S. Navy application, and the potential for improved energy efficiency. Not all of the concepts described will be eventually implemented on naval ships. However, if those which do not result in hardware serve to stimulate discussion, and development of other innovative systems, this

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SUPERIORITY AT SEA - AN AFFORDABLE SYSTEM FOR THE 1990S

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 29-38页

作者： FLUK, H The authorgraduated from New York University in 1952 as an Aeronautical Engineer and entered the United States Air Force (USAF). He attended the USAF Institute of Technology for graduate Aerodynamics and following that served three years as a Project Officer in the field of Special Weapons. Returning to civilian life in 1957 he joined Curtiss-Wright Corporation's Engine Division and shortly thereafter transferred to the company's Model 200 V/STOL Aircraft Program later to become the Tri-Service X-19. His responsibilities variously included Flight Loads and Controls Aerodynamic Research and publication of the X-19 Aircraft Technology. In 1966 he joined Boeing's VERTOL Division initially working in helicopter stability and then in downwash and autorotation characteristics. This was followed by research and development and long-range planning and then assignment to introduce new computer services to the Engineering Department. In 1975 he joined the Naval Air Engineering Center Lakehurst N.J. to provide technology in horizontal and vertical engine jet flows and at the present time is Manager for Systems Studies in the Advanced Systems Office where he works with the Aircraft and Ship Communities to enhance military effectiveness at sea.

A weapons system has been configured specifically to counter (or preempt) the long-range standoff missile threat. Rationale for this system starts with a discussion of cost and weight, and shows why modern multi-mission systems have become intolerably expensive. Questions are raised regarding the advantages and disadvantages of building future naval aviation forces solely around the Aircraft Carrier Battle Group. The application of a few small modern ships, forming a future Battle Force, holds promise for large economies. Likewise, some accepted views regarding CTOL (Conventional Take Off & Laundry) and V/STOL (Vertical Short Take Off & Launding) aircraft are revisted in terms of their relative costs. A weapons system is proposed which, at one-fourth the weight of an Aircraft Carrier Battle Group, may be produced and operated for one-third the cost.

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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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ENERGY CONSIDERATIONS STUDY ON NAVAL SHIP FUEL CONSUMPTION VARIATIONS

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NAVAL ENGINEERS JOURNAL 1981年第2期93卷 47-57页

作者： SLAGER, JJ TOMASSONI, CA SANDBERG, WC THE AUTHORS: Mr. John S. Slager:is currently the Director of Hydrodynamic Design at Designers & Planners (D&P) Inc. Arlington Va. He received his B.S. degree from Webb Institute of Naval Architecture in 1949 and from then until 1964 was employed as Naval Architect and Supervisory Naval Architect in the Preliminary Design Branch of the Navy's Bureau of Ships where he was involved in Feasibility Conceptual and Preliminary Design studies for all types of Navy Surface Ships and Submarines. From 1964 to 1980 he was employed as Principal Naval Architect at Hydronautics Inc. where he continued to be involved in early-stage design work primarily naval ships. In recent years he has concentrated on improvement of ship hydrodynamic performance and has been involved in the development and definition of the hull forms as well as the power performance predictions for many recent naval ship designs. In 1980 he joined D&P where his responsibilities include management of and participation in ship hydrodynamic studies and participation in the early-stage design of all types of ships. Mr. Slager is a member of RINA and SNA ME. Mr. Carlos A. Tomassoni:is Director of Ship Design and Marine Economics at D&P. He received his M.S. degree in Naval Architecture and Marine Engineering from the University of Buenos Aires in 1962 and began his career as a Naval Architect in the largest naval shipyard in his native country. In 1965 he joined the firm of John J. McMullen Associates in New York City as Project Engineer. He also worked as a Senior Naval Architect for the Advanced Marine Technology Division of Litton Industries during the design of the DD 963 Class ships and most recently for Hydronautics Inc. where he reached the position of Head Naval Architecture Division. In his current capacity at D&P he is responsible for early-stage ship design work and marine economic activities for both commercial and naval ships. He is particularly experienced in the development and use of ship design synthesis computer programs used

Speed-power margins are applied during the preparation of powering performance estimates for new U.S. Navy ship designs. This paper describes a study which was carried out in support of the U.S. Navy's Energy Conservation Program. The primary purpose of the study was to estimate, for new naval ships, the savings in ship fuel consumption and ship acquisition costs which might be achieved by the use of design power margin values which are smaller than those in the current NAVSEA margin policy. A second, related purpose was to determine the risks, in terms of reduced probabilities of achieving design speed, which would be associated with the use of reduced power margin values. The results of the study indicate that reductions in fuel consumption and acquisition cost can be achieved if a projected new naval ship is redesigned with a smaller value of power margin. However, the results are shown to be dependent upon ship size constraints and on the type of propulsion system. The results of the study also indicate that, for a projected new naval ship, the use of a reduced design power margin value will be accompanied by a substantial decrease in the probability of achieving the design speed.

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advanced CONCEPTS IN CHEMICAL PROPULSION SYSTEMS FOR A 500-TON SUBMERSIBLE

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NAVAL ENGINEERS JOURNAL 1981年第1期93卷 63-75页

作者： URBACH, HB KNAUSS, DT QUANDT, ER Dr. Herman B. Urbach:received his B.A. degree in Chemistry from Indiana University in 1948 his M.A. degree in Physical Chemistry from Columbia University in 1950 his Ph.D. degree in Physical Chemistry from Case-Western Reserve University in 1953 and his M.S. degree in Mechanical Engineering from The George Washington University in 1976. After receiving his doctorate he was employed by Olin Mathieson Corporation Niagara Falls N. Y. as a Group Leader and Research Chemist on rocket fuels borane chemistry and the reactions of oxygen atoms with ozone. In 1959 he joined the United Technology Research Laboratories East Hartford Conn. as a Senior Research Scientist working in the area of fuel cells and electrochemistry. Presently he is a Scientific Staff Assistant in the Power Systems Division David W. Taylor Naval Ship Research and Development Center where since 1965 he has performed research and development studies on fuel cells gas turbines biphase turbines and MHD systems. Additionally Dr. Urbach was a Consultant to the Artificial Heart Program of the National Heart and Lung Institute NIH and presently is a member of the New York Academy of Science Sigma Xi American Chemical Society Electrochemical Society American Institute of Aeronautics and Astronautics and the American Society of Mechanical Engineers. Dr. Donald T. Knauss:received his B.S. degree in Mechanical Engineering from Duke University in 1956 at which time he took employment with the NASA Lewis Research Center Cleveland Ohio. Here he was involved with aircraft propulsion innovations until his entry into military service with the U.S. Air Force. After completing work toward his M.S.M.E. degree at Purdue University in 1962 he was employed by Battelle Memorial Institute Columbia Ohio where he was involved in a variety of projects related to Fluid and Thermal Mechanics. He was later employed by the Ballistic Research Laboratories Aberdeen Proving Ground Md. where he contributed to studies of the physical gas dynamics of hypers

Alternative 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.

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BANQUET ADDRESS - technology IS FUN, ITS THE OTHER THINGS

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 57-59页

作者： FROSCH, RA President American Association of Engineering Societies Inc Dr. Robert A. Frosch born in New York City on 22 May 1928 attended Columbia University from which he received his B.A. degree in 1947 his M.A. degree in 1949 and his Ph.D. degree in 1952 all in the field of Theoretical Physics. While completing his studies for his doctorate he joined Columbia's Hudson Laboratories in 1951 and worked on naval research projects as a Research Scientist until 1958 when he became the Director Hudson Laboratories a post he held until 1963. From 1965 to 1966 he was Deputy Director Advanced Research Projects Agency (APRA) Department of Defense (DOD) having first joined ARPA in 1963 as the Director for Nuclear Test Detection the position he held until 1965. Since 1969 he also has served as the DOD member of the Committee for Policy Review National Council of Marine Resources and Engineering Development and in 1967 and 1970 as the Chairman of the U.S. Delegation to the Intergovernmental Oceanographic Commission meetings at UNESCO in Paris. In addition he was the Assistant Secretary of the Navy for Research & Development from 1966 to 1973 Assistant Executive Director of the United Nations Environment Program with the rank of Assistant Secretary General of the United Nations from 1973 to 1975 and Assistant Director for Applied Oceanography at the Woods Hole Oceanographic Institution from 1975 until mid-1977. In June 1977 he became the Administrator of the National Aeronautics and Space Agency (NASA) the position he held prior to joining the American Association of Engineering Societies (AAES) Incorporated. On 20 January 1981 he was elected to his present post as President AAES. Additionally he was the Sea Grant Lecturer for the Massachusetts Institute of Technology in 1974 and currently is a National Lecturer for Sigma Xi. During his distinguished career Dr. Frosch has been the recipient of numerous awards among which are the Arthur S. Flemming Award in 1966 the Navy Distinguished Public Service Award in 1

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AN EVALUATION OF ENERGY-CONSERVATION APPROACHES FOR SURFACE SHIPS

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NAVAL ENGINEERS JOURNAL 1980年第2期92卷 252-263页

作者： RAINS, DA STILES, HR HO, SPK Dr. Dean A. Rains Director of Advanced Programs and IRBD. Ingalls Shipbuilding Division Litton Industries Pascagoula Miss. has been an active member of ASNE since 1970. a frequent contributor to the Naval Engineers Journal and a participant at ASNE Day meetings as both an Author and a Discusser. He is an Associate Fellow of the American Institute of Aeronautics has twenty-three years experience in the field of Naval Engineering and is a graduate of the California Institute of Technology from which he received his B.S. degree (1950) and his M.S. degree (1952). both in Mechanical Engineering. and his Ph.D. degree (1954) in Mechanical Engineering and Mathematics. Mr. H. Richard Stiles graduated from the U.S. Naval Academy in 1965. Prior to leaving the naval service in 1970 he was designated as a Naval Aviator and authored two Patents one for an aircraft optical glide slope reference system and the second for an intercommunications system for air traffic control. As an author he has had technical papers published by SNAME — “Planning Hull Structure” — and by the Offshore Technology Conference — “A Fourth Generation Crewboat.” At the present time he serves as an Engineering Specialist for the Hull Technical Department at Ingalls Shipbuilding Division. Mr. Stephen P.K. Ho is also with Ingalls Shipbuilding Division where since 1970 he has worked on various phases of naval engineering and advanced studies. He received both his B.S. and M.S. degrees in Naval Architecture and Marine Engineering from the University of Michigan in 1958 and 1959 respectively. and prior to joining Ingalls Shipbuilding Division also worked with other Marine Firms in ship design particularly in computer applications to Preliminary Design the Construction Process and the Management Information System. Besides ASNE which he joined in January 1980. he is a member of SNAME.

Lower Fleet operating costs and independence from foreign fossil fuel resources are the goals of energy conservation efforts for Navy surface ship. This paper describes an evaluation of a wide variety of energy conservation approaches. A standard 20-knot, 300-hour Destroyer mission is established so that all of the approaches can be compared on a total fuel required basis. The approaches studied include use of aluminum hull construction; light weight machinery; trail-shaft or cross-connect operation for twin screw ships; improved performance propulsors; advanced power plant types, such as COGAS or cruise engines; use of energy storage techniques to improve ship service generator performance; electrical load reductions; improved performance ship service generators; hull drag reductions; crew size reductions; design margin reduction; reduced performance requirement (such as top speed); and habitability standard reductions. The overall results can be effected by reductions in range requirements as well. Mission duration was held constant at 45 days throughout the study. The results of the study indicate that the combination of these various possible improvements may reduce the fuel used to be as low as one-third of the current levels. Weight reductions are very effective for achieving significant fuel savings.

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BEATING THE ENERGY SQUEEZE

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Naval Engineers Journal 1978年第2期90卷 176-182页

作者： MILLS, ROBERT G. DuBOIS, DENIS USN (RET.) RAdm. Robert G. Mills USN (Ret.)graduated from the U. S. Naval Academy in December 1941 with the Class of 1942 subsequently receiving his MS degree in Naval Construction from Massachusetts Institute of Technology and his Doctor of Science degree in Mechanical Engineering from the Swiss Federal Institute of Technology. He served in USS Ralph Talbot (DD—390) USS Massachusetts (BB—59) and in USS Mississinewa (AO—144) as SIXTH Fleet Maintenance Officer. A variety of duties involving construction conversion and repair of all types of ships were performed at Mare Island San Francisco Philadelphia and Long Beach Naval Shipyards and as Commanding Officer of the Naval Ship Repair Facility Subic Bay Philippines. Machinery development tours included Bureau of Ships the Naval Engineering Experiment Station Annapolis Md. and the Naval Boiler and Turbine Laboratory in Philadelphia. Final duty prior to his retirement from the U. S. Navy in 1975 was as Fleet Maintenance Officer U. S. Pacific Fleet after which he was engaged in Engineering Consulting work until September 1977 when he was appointed to his present position of Vice President Research and Advanced Development for Solar Turbines International. In addition to ASNE which he joined in 1957 RAdm. Mills is a member of SNAME and ASME. USN Cdr. Denis DoBois USNgraduated from Massachusetts Institute of Technology in 1961 receiving his BS degree in Metallurgy and later took his graduate studies at the U. S. Naval Postgraduate School Monterey Calif from which he received his MS degree in Mechanical Engineering. He served in engineering assignments afloat in the USS Willis A. Lee (DL—4) and as Repair Officer in the USS Dixie (AD—14). Unusually diverse ship repair and engineering experience was gained in duty assignments which included the Naval Repair Facility Subic Bay Philippines as a member of the Material Equipment Team Cambodia and as Offtcer—in—Charge of the U. S. Navy Office Singapore. Cdr. DuBois is a member of ASM and ASME an

Energy—saving is currently receiving much public attention, but it is a life—and—deatb matter for U. S. Navy ships which must prepare in peace to fight a modem war. Designs of new ships, particularly those powered with gas turbines, can incorporate substantial energy—saving measures (e.g., COGAS). Certain ship alterations to save energy not only Increase military effectiveness, but also are quite advantageous from a strictly financial viewpoint. For ships as they exist today, measures are suggested which can be implemented by all concerned, from Flag Officer down to the Fireman on the deck plates. © 1978 American Society of Naval Engineers

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THE “TRADE—OFF” BETWEEN LEARNING AND INFLATION IN SHIPBUILDING

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Naval Engineers Journal 1978年第4期90卷 23-40页

作者： FRISCH, FRANZ A.P. TODD, CHARLES Dr. Franz A.P. Frischgraduated from the Technical University of Vienna in Austria. He has thirty years' experience in shipbuilding and related subjects. He has worked as a Naval Architect Guarantee Engineer Chief Estimator Production Manager and Director for Shipyard Planning and Maintenance in Austria Denmark Sweden and Germany. In 1956 he was first invited to the United States to testify on foreign cost and production in subsidy cases before the Maritime Administration. From 1957 through 1962 he was associated with several U.S. Naval Architect firms: was Owner's Representative in Europe and Japan conducted studies on transport economy for Venezuela ICC and shipowners and was a consultant for shipyard planning in Brazil and Europe. In 1963 he joined the Staff of the Center for Naval Analysis (CNA) and became Head of the Logistic Section and Study Director. There he originated the FDL ship and ship concept and was assigned as advisor to the Project Manager. From 1968 through 1974 Dr. Frisch was a Faculty member and visiting lecturer at Massachusetts Institute of Technology he lectured on Shipyard Management Ocean Transportation Systems Theory in Transportation and in Interdisciplinary Seminars. In 1972 and 1973 he was consultant to Dubai Drydock. Ltd. for layout of a new shipyard in the Arabian Gulf but since 1973 he has been with the Naval Sea Systems Command mostly involved in special projects. Dr. Frisch is also Adj. Professor for Virginia Polytechnic Institute & State University (VPI) where he teaches graduate courses in Advanced Engineering Economy and Management Concepts. Mr. Charles Toddis a graduate of Howard University School of Engineering Washington D.C where he has also pursued his graduate work. He has fifteen years' experience in New Construction Shipbuilding Acquisition Programs concentrating in the areas of Major Ship Class Project Engineering and Program Management. He worked in this capacity on the LSD 36 and 37 Class ships and in the Special Craft Section of the Combatant Craft

Learning leads to a decrease in program cost and inflation leads to an increase in program cost. At a certain time, the benefits of leaming and the penalty due to inflation will balance each other. This time is defined as the “critical time.” The “critical tune” depends upon the number of ships to be built because this determines the possible gain in learning. The “Critical time” also depends upon the assumed inflation, upon the achievable learning rate, and upon the material/labor ratio of the first ship. Learning expectation can be influenced by planning and the material/labor ration by a make– or buydecision. Assumptions on future learning are as vague as assumptions on inflation. The paper shows that it is almost impossible to beat inflation. It shows that accelerated programs are preferable and that make—decisions supersede the value of buy—decisions. The result is derived from an abstract treatment of the subject. © 1978 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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