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RACER - A DESIGN FOR MAINTAINABILITY

NAVAL ENGINEERS JOURNAL 1985年第5期97卷 139-146页

作者： DONOVAN, MR MATTSON, WS Michael R. Donovanis a 1974 graduate of the United States Naval Academy where he received his undergraduate degree in naval architecture. In 1975 he received a master of science degree in naval architecture and marine engineering from the Massachusetts Institute of Technology. After completing the Navy's nuclear power training program he served as machinery division officer in USSBainbridge (CGN-25) and chemistry and radiological controls assistant in USSLong Beach (CGN-9). He successfully completed the Navy's surface warfare officer qualification and passed the nuclear engineer's examination administered by Naval Reactors. He was then assigned to the Ship Design and Engineering Directorate (SEA-05) Naval Sea Systems Command as head systems engineer on the DDG-51 ship design project where he received the Navy Commendation Medal for outstanding performance. He is currently with Solar Turbines Incorporated as manager ship integration and integrated logistic support for the Rankine cycle energy recovery (RACER) system. Mr. Donovan has lectured at Virginia Polytechnic Institute teaching marine engineering and has given presentations on ship design at various symposiums and section meetings for both ASNE and SNAME. He has been a member of ASNE and SNAME since 1972 and is registered as a professional engineer in California and Virginia. Wayne S. Mattsonreceived his B.S. degree in mechanical engineering from Western New England College in 1972. Following graduation he attended Naval Officer Candidate School and was subsequently assigned as a project officer to COMOPTEVFOR where he was responsible for technical and operational test plans their execution and final equipment appraisal. Following a tour as engineering officer aboard the USSNespelen (AOG-55) he was assigned as commissioning MPA aboard the USSElliot (DD-967) the fifthSpruanceclass destroyer. For the past six years he has been employed by Solar Turbines Incorporated in program management within the advanced development department. He is currently

There is a great deal of emphasis currently in the Navy on the issues of reliability and maintainability. If a system or component is out of commission, it obviously cannot perform its mission. Thus, systems and components must be reliable, with low failure rates, and maintainable, with short repair times when the system does become inoperable. To be effective, these attributes must be incorporated into new ship systems early in the design stage. The Rankine cycle energy recovery (RACER) system is a heat recovery steam cycle designed to recover energy from the exhaust of an LM2500 gas turbine for augmentation of a ship's propulsion system. The RACER system provides several advantages to a gas turbine powered ship, one of which is improved fuel efficiency for significant annual fuel savings. This saving does not come free, however, since, in general, any additional system installed in the ship will have some maintenance requirements. In keeping with the Navy's current emphasis, a key philosophy in the design of the RACER system has been to minimize this maintenance burden. After a brief description of the RACER system and its design philosophy, the techniques being used during the design phase to minimize the maintenance burden on the fleet are presented. Trade-off studies concerning acquisition versus life-cycle costs, including fuel and maintenance costs, are discussed. Innovations incorporated into this state-of-the-art system are reviewed with an emphasis on design for affordability.

关键词： COGENERATION PLANTS

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AUTOMATION OF PROPELLER INSPECTION AND FINISHING

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 124-131页

作者： STERN, H METZGER, R Howard K. Stern:is presently vice president of Robotic Vision Systems Inc. He received a bachelor of electrical engineering degree from College of the City of New York in 1960. Mr. Stern joined Dynell Electronics Corporation in 1971 and became part of the Robotic Vision Systems Inc. staff at the time of its spin-off from Dynell. He was program manager of the various three-dimensional sensing and replication systems constructed by Dynell and Robotic Vision Systems. As program manager his responsibilities encompassed technical administrative and operational areas. The first two portrait sculpture studio systems and the first three replication systems built by Robotic Vision Systems Inc. were designed manufactured and operated under his direction. Before joining Dynell Mr. Stern was a senior engineer at Instrument Systems Corporation and chief engineer of the Special Products Division of General Instrument Corporation. Prior to these positions Mr. Stern was chief engineer of Edo Commercial Corporation. At General Instrument and Edo Commercial he was responsible for the design and manufacture of military and commercial avionics equipment. Mr. Stern is presently responsible for directing the systems design and development for all of the company's programs. Robert J. Metzger:is currently engineering group leader at Robotic Vision Systems Inc. He graduated summa cum laude from the Cooper Union in 1972 with a bachelor of electrical engineering degree. Under sponsorship of a National Science Foundation graduate fellowship he graduated from the Massachusetts Institute of Technology in 1974 with the degrees of electrical engineer and master of science (electrical engineering). In 1979 Mr. Metzger graduated from Polytechnic Institute of New York with the degree of master of science (computer science). Since 1974 Mr. Metzger has been actively engaged in the design of systems and software for noncontact threedimensional optical measurement for both military and commercial applications. Of particular note are his c

Ship's propellers are currently measured by manual procedures using pitchometers, templates and gauges. This measurement process is extremely tedious, labor intensive and time consuming. In an effort to provide increased accuracy, repeatability and cost effectiveness in propeller manufacture, an automated propeller optical measurement system (APOMS) has been built which rapidly and automatically scans an entire ship's propeller using a 3-D vision sensor. This equipment is integrated with a propeller robotic automated templating system (PRATS) and the propeller optical finishing system (PROFS) which robotically template and grind the propeller to its final shape, using the APOMS-derived data for control feedback. The optical scanning and the final shape are both controlled by CAD/CAM data files describing the desired propeller shape. An automated propeller balancing system is incorporated into the PROFS equipment. The APOMS/PRATS/PROFS equipment is expected to provide lower propeller manufacturing costs.

关键词： PROPELLERS

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MK 41 VERTICAL LAUNCHING system FLEET APPLICATION

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 174-184页

作者： KULESZ, JJ USN The Author is currently program manager for the MK 41 vertical launching system (PMS 410). A native of Pittsburgh Pa he was commissioned in June 1961 at the United States Naval Academy. After serving as missile handling and third divirrion officer on the USS Little Rock until September 1963 he attended the United States Naval Destroyer School. In August 1945 he assumed duties as weapons officer for USS De Haven. Captain Kulesz received the degree of master of science in electrical engineering in 1969 from the Naval Postgraduate School in Monterey and the graduate of the command and staff course at the Naval War College of the National War College of the Republic of Germany. He served as commanding officer on the USS Conflict and as deputy combat systems engineer for the AEGIS project at Naval Sea Systems Command. Prior to assignment as program manager at PMS 410 Captain Kulesz was the AEGIS department head at the Naval Ship Weapons Systems Engineering Station Pt. Hueneme.

The unique physical construction and launch control system architecture of the MK 41 vertical launching system (VLS) makes it particularly adaptable to a variety of missiles and ship classes. The U.S. Navy began installing the MK 41 VLS in deep draft combatants early this year. system attributes such as increased firepower, reduced manning and training requirements, high reliability and low maintainability indicate the MK 41 will best answer the fleet's requirement for highly capable launchers at minimum life cycle cost. Several launcher variants can be readily configured from MK 41 launcher components. Two lengths have been developed and proved during land based and at-sea tests. These MK 41 derivatives retain all the benefits of the VLS while permitting a tailored defense capability throughout the surface fleet.

关键词： WARSHIPS

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EXTENSION AND APPLICATION OF SHIP DESIGN OPTIMIZATION CODE (SHIPDOC)

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 177-190页

作者： RICHARDSON, WM WHITE, WN William M:. Richardsonhas been employed as a naval architect in the Surface Effect Ship Division of the David Taylor Naval Ship Research and Development Center (DTNSRDC) where he has worked since 1975 in the areas of SES structural loads estimation and optimal ship design. Upon first coming to DTNSRDC he worked in the Ship Dynamics Simulation Branch on ACV submarine and hydrofoil simulations. While at Mare Island Naval Shipyard (MINS) he was a member of the Engineering Computer Applications Branch where he was responsible for the development of algorithms and programs for the solution of naval architectural problems including ship design flooding effects and submarine overhaul scheduling. Before coming to MINS he was employed as a naval architect in the Hull Scientific Branch of the Boston Naval Shipyard's Design Division. He obtained an B.S. degree in Naval Architecture and Marine Engineering from M.I.T. and is a member of SNAME. William N:. Whiteis a senior naval architect in the Advance Vehicles Branch of the Naval Sea Systems Command where he is responsible for the design of all surface effect ships and air cushion vehicles. Previous to his current assignment he was with PMS-304 the Navy's Surface Effect Ship Project Office. There he was the manager for machinery and system integration for the 3000 ton SES acquisition program. His earliest advanced ship experience was acquired while employed by the David Taylor Naval Ship Research and Development Center starting in 1970. Here he worked on the Navy's hydrofoil and air cushion vehicle programs. Mr. White started his career as a student trainee at the Boston Naval Shipyard in 1961 and transferred to Mare Island Naval Shipyard in 1964 where he worked on the Navy's Polaris program. He graduated from the University of Michigan with a Master's Degree in Naval Architecture and is a member of the SNAME and ASNE.

An existing nonlinear ship design optimization program designated SHIPDOC has been extended and a new surface effect ship (SES) description input file is being developed under the sponsorship of the Naval Sea systems Command's surface ship concept formulation (CONFORM) program. SHIPDOC is currently being used in support of several feasibility and preliminary level SES designs. The program has several novel features including an open-ended, user-created ship description and the potential to model all types of ships both enhanced and conventional, surfaced and submerged. This capability has been combined with a nonlinear optimization algorithm that solves for the minimum weight ship subject to user controlled constraints. This paper presents a brief overall description of SHIPDOC and its current capabilities followed by a synopsis of ship types, both surface and submerged, which have been designed with the program in order to illustrate SHIPDOC's practical design capability.

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FUTURE PROPULSION MACHINERY TECHNOLOGY FOR GAS-TURBINE POWERED FRIGATES, DESTROYERS, AND CRUISERS

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NAVAL ENGINEERS JOURNAL 1984年第2期96卷 34-46页

作者： BASKERVILLE, JE QUANDT, ER DONOVAN, MR USN The Authors Commander James E. Baskerville USNis presently assigned to Naval Sea Systems Command (NA VSEA) as the Ship Design Manager for the DDG 51 the Navy's next generation surface combatant. A graduate of the U.S. Naval Academy Class of 1969 he is a qualified Surface Warfare Officer and designated Engineering Duty Officer (ED). He received his M.S. degree in Mechanical Engineering and his professional degree of Ocean Engineer from the Massachusetts Institute of Technology (MIT) and holds a patent right on an Electronic Control and Response System. His naval assignments include tours in USSRamsey (FFG-2) Aide and Flag Lieutenant to the Commander Naval Electronic Systems Command and Ship Superintendent Surface Type Desk Officer and Assistant Design Superintendent at NA VSHIPYD Pearl Harbor. He was awarded the Meritorious Service Medal for distinguished performance at Pearl Harbor Naval Shipyard. As an author he has contributed articles to the ASNEJournaland given presentations at local sections on ship design the use of innovative technology in ship repair and maintenance and the costs and risks associated with engineering progress. Commander Baskerville is a registered Professional Engineer in the State of Virginia an adjunct professor teaching marine engineering at Virginia Tech. and in addition to ASNE which he joined in 1975 is a member of SNAME Tau Beta Pi Sigma Xi ASME and the American Society of Heating Refrigeration and Air Conditioning Engineers (ASHRAE). Dr. Earl R. Quandt:received his degree of Chemical Engineer from the University of Cincinnati in 1956 and his Ph.D. degree in Chemical Engineering from the University of Pittsburgh in 1961. He worked in the naval reactors program at the Bettis Atomic Power Laboratory from 1956 to 1963. Since that time he has been with David Taylor Naval Ship Research and Development Center Annapolis Maryland where he is Head of the Power Systems Division. He contributed to this paper while on a one year assignment to the U.S. Naval Academy as V

A turning point occurred in naval engineering in 1972 when the U.S. N avy chose to use marine gas turbines for the propulsion of its new SPRUANCE and PERRY Class ships. This paper reviews the more than twenty years of experience with turbine technology and its design integration into combat ships needed to make that decision. It is concluded that the availability of a good second generation aircraft derivative engine with proven reliability and a strong commercial base, i.e., the LM-2500, was as important to the decision as was the predicted improved ship effectiveness and cost benefits. This paper discusses improvements that can be made to the twin engine, single gear, single propeller shaft system. Focusing only on this mechanical transmission concept, it addresses the impact of possible improvements to the engine, gear, and shafting. In particular, the paper discusses current LM-2500 related R&D efforts to: (a) obtain improved part-power fuel rates, (b) integrate with a reversing reduction gear, and (c) add on a waste heat recovery steam cycle. Looking ahead to the year 2000, this paper suggests that a successor to the ubiquitous LM-2500 will appear in the 15 MW power range to provide the next step in the evolution of the twin engine package. This new naval engine will most likely be based on an aircraft core that exists at present, such that it will have demonstrated its reliability and commercial potential through many hours of testing prior to its mid-1990 marine conversion. This new engine is expected to offer improved air flow, an excellent fuel rate (approaching a flat 0.30 LB/HP-HR), and effective maintenance monitoring, all at some expense in size, weight, and cost. The year 2000 engine will burn a liquid hydrocarbon fuel similar to JP-5 because of its aircraft origins. Combined with advances in gear and shafting technology, the full twin engine propulsion system of the year 2000 should be markedly lighter, smaller, and more efficient than today's units.

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RATIONALE FOR AN ADA SOFTWARE engineering ENVIRONMENT FOR NAVY MISSION CRITICAL APPLICATIONS

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NAVAL ENGINEERS JOURNAL 1984年第4期96卷 133-145页

作者： PAIGE, KK CONVERSE, RA USN LCdr. Kathleen K. Paige USN:graduated with a BA from the University of New Hampshire in 1970. She received her commission from Officer Candidate School in April 1971 and performed her first tour of duty with VFP-63 NAS Miramar. LCdr. Paige then received her MS from the Naval Post Graduate School in June 1976 and returned to San Diego to serve as Head Support Software Division at the Fleet Combat Direction System Support Activity. In May 1981 she reported to NA VSEA (PMS-408) where she served initially as Chairman of the NAVMAT Software Engineering Environment Working Group. She has been assigned as Deputy AN/UYK-43 Acquisition Manager since October 1981. LCdr. Paige was designated a fully qualified Engineering Duty Officer in December 1983. Robert A. Converse:is presently the Acquisition Manager for the Ada Language System/Navy (ALS/N) for the Naval Sea Systems Command Tactical Embedded Computer Resources Project. As such he is responsible for the definition and development of the ALS/N to be provided as a Navy standard computer programming system for Navy mission critical applications. Mr. Converse received a Bachelor of Science degree in Physics from Wheaton College Wheaton II. He spent fourteen years with the Naval Underwater Systems Center Newport Rhode Island during which time he designed and developed the Fortran compiler for the Navy Standard AN/UYK-7 computer. Also during that period he received a Master of Science degree in Computer Science from the University of Rhode Island. His thesis for that degree was entitled “Optimization Techniques for the NUSC Fortran Cross-Compiler”. Mr. Converse started his involvement with the Ada program in 1975 with the initial “Strawman” requirements review. Subsequently he was named as the Navy Ada Distinguished Reviewer and was intimately involved in the selection and refinement of the Ada language as it evolved to become ANSI/MIL-STD-1815A.

The U.S. Navy introduced the use of digital computers in mission critical applications over a quarter of a century ago. Today, virtually every system in the current and planned Navy inventory makes extensive use of computer technology. Computers embedded in mission critical Navy systems are integral to our strategic and tactical defense capabilities. Thus, the military power of the U.S. Navy is inextricably tied to the use of programmable digital computers. The computer program is the essential element that embodies the system “intelligence”. In addition, it provides the flexibility to respond to changing threats and requirements. However, this very flexibility and capability poses a host of difficulties hindering full realization of the advantages. This paper describes the lessons learned about computer program development over the past twenty five years and discusses a software engineering process that addresses these lessons. It then describes how Ada and its related Ada programming Support and Run-Time Environments foster this software engineering process to improve computer program productivity and achieve greater system reliability and adaptibility. Finally, the paper discusses how the use of Ada and its environments can enhance the interoperability and transferability of computer programs among Navy projects and significantly reduce overall life cycle costs for Navy mission critical computer programs.

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A COMPUTER-MODEL FOR SHIPBOARD ENERGY ANALYSIS

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NAVAL ENGINEERS JOURNAL 1984年第5期96卷 33-45页

作者： DETOLLA, JP FLEMING, JR Joseph DeTolla:is a ship systems engineer in the Ship Systems Engineering Division SEA 56D5 at the Naval Sea Systems Command. His career with the Navy started in 1965 at the Philadelphia Naval Shipyard Design Division. In 1971 he transferred to the Naval Ship Engineering Center. He has held positions as a fluid systems design engineer and auxiliary systems design integration engineer. Mr. DeTolla has worked extensively in the synthesis and analysis of total energy systems notably the design development of the FFG-7 class waste heat recovery system. He is NA VSEA's machinery group computer supported design project coordinator and is managing the development of a machinery systems data base load forecasting algorithms and design analysis computer programs. Mr. DeTolla has a bachelor of science degree in mechanical engineering from Drexel University and a master of engineering administration degree from George Washington University. He is a registered professional engineer in the District of Columbia and has written several technical papers on waste heat recovery and energy conservation. Jeffrey Fleming:is a senior project engineer in the Energy R&D Office at the David Taylor Naval Ship R&D Center. In his current position as group leader for the future fleet energy conservation portion of the Navy's energy R&D program he is responsible for the identification and development of advanced components and subsystems which will lead to reductions in the fossil fuel consumption of future ships. Over the past several years he has also directed the development and application of total energy computer analysis techniques for the assessment of conventional and advanced shipboard machinery concepts. Mr. Fleming is a 1971 graduate electrical engineer of Virginia Polytechnic Institute and received his MS in electrical engineering from Johns Hopkins University in 1975. Mr. Fleming has authored various technical publications and was the recipient of the Severn Technical Society's “Best Technical Paper of the Year” award in 1

In support of the Navy's efforts to improve the energy usage of future ships and thereby to reduce fleet operating costs, a large scale computer model has been developed by the David Taylor Naval Ship Research and Development Center (DTNSRDC) to analyze the performance of shipboard energy systems for applications other than nuclear or oil-fired steam propulsion plants. This paper discusses the applications and utility of this computer program as a performance analysis tool for design of ship machinery systems. The program is a simulation model that performs a complete thermodynamic analysis of a user-specified energy system. It offers considerable flexibility in analyzing a variety of propulsion, electrical, and auxiliary plant configurations through a component building block structure. Component subroutines that model the performance of shipboard equipment such as engines, boilers, generators, and compressors are available from the program library. Component subroutines are selected and linked in the program to model the desired machinery plant functional configurations. The operation of the defined shipboard energy system may then be simulated over a user-specified scenario of temperature, time, and load profiles. The program output furnishes information on component operating characteristics and fuel demands, which allows evaluation of the total system performance.

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COMBAT systemS-engineering AND THE TOP LEVEL REQUIREMENT

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NAVAL ENGINEERS JOURNAL 1981年第2期93卷 97-100页

作者： TRUXALL, CW is a Senior Program Engineer with Systems Consultants Inc. Washington D.C. serving as Project Manager for the DD 963 Combat System Engineering Program. Prior to his retirement from the U.S. Navy in 1978 he served in the AEGIS Project Office Naval Sea Systems Command as ASW Systems Manager and Combat Systems/Ship Design Coordinator. His previous assignments involved service in ten ships including engineering duty in Carriers and Submarines and two Destroyer commands. He is a 1957 graduate of the U.S. Naval Academy holds Master's degrees in Business Administration and Systems Management and attended the Program Managers Course at the Defense System Management College Fort Belvoir Va. He is a member of the American Defense Preparedness Association and has been a member of ASNE since 1958 having previously served on the ASNE Audit Committee and presently as the Chairman of the ASNE Membership Committee.

The Top Level Requirement (TLR) is a document that is required by the Chief of Naval Operations to be developed for new ship designs. This document describes in some detail the requirements levied on the ship designers for characteristics of the ship and its combat system. The Combat system engineering program has been developed in the Naval Sea systems Command (NAVSEA) to provide a disciplined approach to the engineering of upgrades and modernizations to current surface ship complex combat systems. One of the axioms of this systemized approach is that “top down” engineering must take place. That is, the rationale for the upgrade for the new elements being included in the system, and for the way the integration of those elements takes place, must be based upon a set of operational requirements. In order to systems engineer the developments of modernizations properly, the Author proposes that TLRs be developed for each combatant ship class without a TLR that is a candidate for a major modernization or upgrade. The primary focus would be on the combat system requirements, but also there is concern for the other ship operational characteristics as well. The TLR should be contained in a document of about twenty-five pages. As with the current TLRs, a Working Group of representatives from the Office of the Chief of Naval Operations (OPNAV), Naval Material Command (NAVMAT)/Naval Sea systems Command (NAVSEA), and other activities would be the developers of the new TLR. Because of the numbers of individuals with some responsibility in current Fleet ships, closer coordination between NAVMAT/NAVSEA and OPNAV is required. The process which this paper describes may well support significant cost savings in future-year combat system upgrades, and the Combat system engineering Community will have a basis for combat system design.

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The U.S. Navy Diving program

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Naval Engineers Journal 1974年第4期86卷 17-28页

作者： COLEMAN, JAMES J. USN The author is a graduate of the U.S. Navy Academy Class of 1957. Prior to pursuing an advanced degree at Webb Institute of Naval Architecture he spent two years in destroyers and four years in submarines. Designated an Engineering Duty Officer (EDO) in 1966 he attended the Deep Sea Diving School and proceeded to Hunters Point Division of the San Francisco Naval Shipyard. Here he was responsible for the production efforts in the Deep Dive System MK 2 and the SEALAB III Program. While at Hunters Point he was also the 12th Naval District Salvage Officer and the Salvage Master during the raising of the nuclear submarine USS Guitarro which sank at Mare Island Naval Shipyard in May 1969. Following a tour on the Staff Commander Service Force U.S. Atlantic Fleet as the Fleet Salvage Officer he assumed command of the Experimental Diving Unit Washington D.C. in 1971 with additional duty at the Naval Ship Systems Command as the Supervisor of Diving. During this tour the Experimental Diving Unit conducted a world record 1600 foot wet hyperbaric dive. Relieved of this command on 1 October 1973 he presently remains as the Supervisor of Diving.

The office of the Supervisor of Diving, Naval Ship systems Command, is responsible for the development and testing of swimmer and diver equipment. The goal of the Navy Diving program is to enable the diver to work safely, efficiently, and in comfort at 1,000 feet today;1,500 feet in the near future;and 2,500 feet in the far term. This program is divided into three areas of concern: a) Surface Supported Diving;b) Integrated Diving system;and c) Man‐in‐the‐Sea Deep Ocean. The paper focuses on the aforementioned areas by relating to existing equipments, their problems, and what programs are currently being proved to resolve these problems. © 1974 American Society of Naval Engineers

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THE MAINTENANCE engineering ANALYSIS, A VITAL LINK BETWEEN THE DESIGN ENGINEER AND FLEET SUPPORT

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Naval Engineers Journal 1974年第1期86卷 84-94页

作者： MARCUCILLI, T.J. HENDRICKSON, M.L. Mr. Theodore J. Marcucilli received his Bachelor's degree in Mechanical Engineering from New York University in 1954. He joined the then Bureau of Ships in the Internal Combustion Engines Branch later to be merged with the Gas Turbine Branch. He progressed through positions of increasing responsibility in the areas of RDT&E Acoustics Shock and Vibration and by June 1962 was in charge of the Machinery Division's efforts in support of Project SEAHAWK an advanced design ASW destroyer. In September 1963 he was designated as Project Manager for the Pressure Fired Boiler Program for seventeen DE's (1040 C1 DEG-1 C1 and AGDE-1). This assignment was the first known application of the Project Management concept in the Bureau of Ships. In June 1966 he was placed in charge of the Plans Policies and Procedures Branch in the Naval Ship Engineering Center and was responsible for the formulation and implementation of Acquisition Management policy and procedures. The following November he was appointed Branch Head for Propulsion Electrical and Auxiliaries Systems in the LHA Project (PMS 377) and has remained with the project from the pre-concept formulation phase through the current building period in the development and production phase. Mr. Marshall L. Hendrickson received his Bachelor's degree in Commerce from the University of Maryland and is presently enrolled in a Master's program in Government Procurement and Contract Administration at George Washington University. He has been involved in Navy Project Management Administration since January of 1963. Prior to that he had extensive Fleet experience as a Field Serivce Engineer for the Philco Corporation. Navy projects he has been associated with include the SPARROW and SIDE-WINDER Missiles the F-4 (Phantom) Series aircraft the Navy Maintenance and Material Management (3-M) System the LHA-1 Class Amphibious Assault Ship and the Ship and Air Systems Integration (SASI) Project. Presently he is the Division Director for Integrated Logistic Support on the SASI Pro

This paper discusses the Maintenance engineering Analyses (MEA) as performed in support of a major ship acquisition process. A major impetus is to demonstrate how the MEA can be utilized better to provide a direct data link between the design agent and the logistic support community to enhance Fleet operational effectiveness. A description of the overall MEA process is provided and several examples are used showing the type of design improvements realizable through an integration of the MEA process into the early stages of ship system design. © 1974 American Society of Naval Engineers

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