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SIMPLIFICATION OF GAS-TURBINE INTAKE ANTI-ICE systems

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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A COMPUTER INTEGRATED engineering SYSTEM FOR design AND LIFE-CYCLE MANAGEMENT

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NAVAL ENGINEERS JOURNAL 1986年第3期98卷 115-121页

作者： NICKODEMUS, GH YANUS, ID Irwin D. Yanusgraduated from the University of Pennsylvania with a bachelor's degree in arts and science in 1960 and a bachelor of science degree in mechanical engineering in 1961. In 1963 he received a master of science degree in mechanical engineering from Carnegie-Mellon University. Mr. Yanus is presently the manager of naval systems engineering in the Computer Aided Engineering Department of the Plant Engineering Division of Westinghouse Electric Corporation. His prior experience includes 19 years at the Bettis Atomic Power Laboratory where he performed assignments of increasing responsibility in design analysis development and procurement of nuclear reactor components for naval applications. As the manager of reactor mechanical design he was responsible for the mechanical design of theNimitzclass reactor components and control drive mechanism technology development. Mr. Yanus is a member of the American Society of Mechanical Engineers and the Society of Naval Architects and Marine Engineers. Glen H. Nickodemusgraduated from Michigan State University in 1964 with a bachelor of science degree in civil engineering. He joined the Pittsburgh-Des Moines Corporation in July of the same year. A master of science degree in civil engineering was obtained from Carnegie-Mellon University in 1973. In 1969 Mr. Nickodemus joined the Advanced Reactors Division of the Westinghouse Electric Corporation where he performed design and structural analysis functions for the development of the Fast Flux Test Facility and Clinch River Breeder Reactor Plant (CRBRP). As manager of CRBRP reactor engineering stress analysis he was responsible for the reactor vessel internals closure head control rod drivelines and miscellaneous guard vessels and head access area components. He is currently the manager of software development for the Computer Aided Engineering Department of the Plant Engineering Division. Mr. Nickodemus is a member of the American Society of Mechanical Engineers and is a registered professional engineer in Penn

This paper describes a computer integrated engineering system for design and life cycle management of weapons systems, ships and other multidisciplined systems. All engineering data are stored in a central engineering database. Individual application databases define and process information necessary for specific discipline evaluations. Interface modules between the application databases and the engineering database ensure that the entered data are complete, consistent, compatible, and in compliance with requirements. Conflicts are immediately identified and efficiently resolved. Implementation of the system improves design quality and reduces costs by minimizing the number of design iterations, reducing the effort to implement changes, providing effective storage and retrieval, and reducing the need for ship checks prior to modifications and alterations.

关键词： MILITARY engineering

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RELIABILITY OF SHIPBOARD ELEVATORS - THERE IS HOPE FOR IMPROVEMENT

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NAVAL ENGINEERS JOURNAL 1986年第3期98卷 142-150页

作者： COMPTON, WC ANDERER, TC HEINZE, FA William C. Comptonholds a BSME degree from Drexel University (1975) in Philadelphia PA. He also holds an MS in engineering management from Drexel University (1980). He is currently the section head of the newly formed Cargo/ Weapons Handling Systems Alteration Installation Team at the Naval Ship Systems Engineering Station (NAVSSES). Prior to that he was the section head of the Aircraft Carrier Weapons Elevator and SASS Systems Section at NA VSSES. It was in this section that Mr. Compton was responsible for NA VSSES efforts in the standard cargo/weapons elevator RDT&E program. He has been involved with this program since the beginning and is responsible for the development of the Standard Cargo/Weapons Elevator Land Based Engineering Site. He is a member of ASNE and has been with NA VSSES since 1972. He has been working with cargo/weapons elevators since 1977. Theodore C. Anderer PE is a senior project engineer in the Hull and Deck Machinery Department of the Naval Ship Systems Engineering Station Philadelphia Pennsylvania. He holds a BSME degree from Drexel University and has continued education toward an MBA. Mr. Anderer is a registered professional engineer. He has over 25 years experience in the design of medium and heavy equipment. During the past 10 years Mr. Anderer has been in project management positions on multimillion dollar naval and industrial projects. He held a key position in the development of the first coal-fired ship built in 45 years. Currently Mr. Anderer is the leader of the RDT&E team at NA VSSES tasked with the development of standard cargo/weapons elevator specifications and the design and construction of a full-scale 6-deck elevator. Frederick A. Heinzeis presently employed by Advanced Marine Enterprises Inc. at the Cherry Hill N.J. office as a program manager/senior engineer. His work involves designs and specifications for standard cargo/weapons elevator components and the NA VSSES Land Based Engineering Site under contract to NA VSSES. Mr. Heinze holds a BS degree in mechanical

In 1980, at the Ship systems Technical Symposium in Cherry Hill, New Jersey, a paper was presented entitled “Reliability of Shipboard Elevators — Is There Hope for Improvement?” It painted a bleak picture of elevators and their future. The history of Navy cargo/weapons elevator installations does reveal a wide variety of equipment sizes and con figurations developed by numerous vendors working to different performance specifications for each contract. The result has been poor reliability, a proliferation of spare parts requirements, and logistic and maintenance nightmares. To correct this, NAVSEA has initiated various efforts, including a program to develop and test improved, standardized designs. The improvements expected by that program include standard capacities and speeds, lightweight construction and easy removability for maintenance. This is being accomplished through standard drawings and detailed, as opposed to performance, specifications. But the key to the success of this effort is to design and test for reliability, maintainability and safety. This is being accomplished by following NAVSEA Quality Assurance Plan 200, which specifies failure mode, criticality, stress, worst case and sneak circuit analyses. New equipment will be tested and evaluated at the new land based engineering site (LBES) at the Naval Ship systems engineering Station (NAVSSES), Philadelphia, Pennsylvania. This site has been designed to test elevator systems and components and simulate shipboard conditions including temperature and humidity. Initially, equipment intended for the new AOE-6 and AE-36 classes will be tested. The site will also be able to test cargo and weapons elevator doors and hatches in an aircraft carrier configuration. The site includes a standard hydraulic power unit (HPU) to operate flush deck and in-trunk hatches and different door types. This paper describes the philosophy and methods for the overall standard elevator RDT&E effort and how it will improve the rel

关键词： ELEVATORS

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MASTER ORDNANCE REPAIR APPLIED - STANDARD ITEM 009-67

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NAVAL ENGINEERS JOURNAL 1986年第3期98卷 35-42页

作者： STIMSON, WA MARSH, MT UTTICH, RM William A. Stimsonreceived his B.S. degree in mathematics from the University of Texas at El Paso in 1964 and his M.S. degree in engineering from the University of Santa Clara in 1971. He served in the U.S. Army Artillery during the Korean Conflict and subsequently was employed at IBM Huntsville Alabama until 1968 where he worked in the design of automatic control systems of the Saturn vehicle. From 1968 until 1971 he was employed at Ames Research Center Moffett Field in the design of nonlinear control systems for sounding rockets and pencil-shaped spacecraft. Following this Mr. Stimson worked at Hewlett Packard Sunnyvale California as a test engineer in automatic test systems. Since 1973 Mr. Stimson has been employed at the Naval Ship Weapon Systems Engineering Station Port Hueneme. He was a ship qualification trials project supervisor for many years and is now serving as master ordnance repair deputy program manager. Mr. Stimson is a member of the American Society of Naval Engineers and is program chairman of the Channel Islands Section. Cdr. Michael T. Marsh USNreceived a B.S. in mathematics from the University of Nebraska and was commissioned via the NESEP program in 1970. He holds an M.S. in computer science from the U.S. Navy Postgraduate School and an MBA from the State University of New York. Cdr. Marsh has served in the weapons department of USSFrancis Hammond (FF-1067) and of USSJohn S. McCain (DDG-36). He was weapons officer aboard USSSampson (DDG-10). As an engineering duty officer Cdr. Marsh was the technical design officer for PMS-399 at the FFG-7 Class Combat System Test Center from 1978 to 1982. He is presently combat system officer at SupShip Jacksonville and has been active in the MOR program since its inception. Cdr. Marsh is also the vice chairman of the Jacksonville Section of ASNE. LCdr. Richard M. Uttich USNholds B.S. and M.S. degrees in mechanical engineering from Stanford University. He enlisted in the Navy in 1965 serving as an electronics technician aboard USSNereus (A

The 600-ship United States Navy offers private shipyards an unprecedented opportunity for overhaul of surface combatants with complex combat systems. Recognizing the new challenge associated with the overhaul of high technology combat systems in the private sector, the Navy in 1983 established the master ordnance repair (MOR) program. This program, a joint effort of the Naval Sea systems Command (NAVSEA) and the Shipbuilders Council of America (SCA), was designed to identify and qualify those companies and private shipyards technically capable of managing combat systems work and conducting combat system testing. Standard Item 009–67 describes the role of the MOR company in combat system overhaul. It defines terms that are important to understanding the item itself, and imposes upon the prime contractor an obligation to utilize the MOR subcontractor in a managerial capacity. Specific tasks are assigned to the MOR company in planning, production, and testing. Finally, this standard item describes to the Navy planner how to estimate the size of the MOR team appropriate to the work package, a feature that will ensure that combat system bids are tailored to a specific availability.

关键词： WARSHIPS

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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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A CONDITION AND PERFORMANCE MONITORING-SYSTEM WITH APPLICATION TO UNITED-STATES NAVY SHIP OPERATIONS

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NAVAL ENGINEERS JOURNAL 1985年第7期97卷 29-38页

作者： REID, RE was born in Glasgow Scotland. He received the BS degree with honors in 1964 from the University of Glasgow and the ME and Ph.D. degrees from the University of Virginia in 1977 and 1979 all in mechanical engineering. From 1964 to 1970 he worked for Ferranti Ltd. Edinburgh Scotland as research engineer in the design of inertial navigation systems. From 1970 to 1972 he was systems engineer with Litton Ship Systems responsible for the navigation system for the Spruance class destroyer. He was research section head with Sperry Marine Systems Charlottesville Virginia from 1972 to 1978 responsible for the design and development of navigation and steering control systems. He is currently president of Erskine Systems Control Inc. and also holds an appointment as associate professor of mechanical engineering at the University of Illinois at Urbana-Champaign the faculty of which he joined in 1979. His present primary research interests are in the application of control and estimation theory to ship control and operations with particular emphasis on energy efficiency and management. Dr. Reid is chairman of the technical panel on optimal control in the Dynamic Systems and Control Division of the American Society of Mechanical Engineers and is a member of the Institute of Electrical and Electronic Engineers the Society of Naval Architects and Marine Engineers Tau Beta Pi and Sigma Xi. He is registered as a Chartered Engineer in the United Kingdom.

The paper describes a microprocessor based onboard automatic ship condition/performance monitoring system. The capabilities of the system for achievement of improved maintenance management and increased operational standard are presented. By the design principles employed, and the system implementation as a distributed digital processing system, it is shown that the technology described is compatible with current U.S. Navy goals both for onboard control and surveillance systems and for reduction in the maintenance costs necessary to achieve high availability and performance of its ship.

关键词： NAVAL VESSELS

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PRODUCTION LINE CONCEPT FOR OVERHAULING SUBMARINES - AN UPDATE

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NAVAL ENGINEERS JOURNAL 1985年第6期97卷 27-34页

作者： LANZILLO, KF received his BS degree in mechanical engineering from the University of Massachusetts in 1950. He is currently a special assistant to the shipyard commander Portsmouth Naval Shipyard for long-range planning. He is the former chief engineer of PERA (SS) and in that position was involved in long-range planning for the life-cycle maintenance and modernization of nuclear submarines. Prior to his assignment as a charter member to PERA (SS) in 1967 he served 17 years in the Design Division at the Portsmouth Naval Shipyard. During that period he participated in the design and development of four different submarine classes and two experimental submarines with primary emphasis on the environmental control systems. He is a registered professional engineer in the State of New Hampshire. As a member of ASNE he participated in organizing the Northern N.E. Section in 1974 and served as its first chairman.

The intent of this paper is to update my previous paper, published in the May 1983 issue of the Naval Engineers Journal, entitled “Production Line Concept for Overhauling Submarines, Its Time Has Come.” As stated in that paper, the fundamental methodology for overhauling submarines has remained virtually unchanged ever since the first overhaul of the first nuclear submarine. The production line concept (PLC) embraces a new methodology by taking advantage of an unprecedented opportunity evolving from our newest class of submarines. That new methodology, which leans heavily on applying production line techniques, is made possible because of the large number of highly standardized submarines in that class. When the first paper was published, PLC was an ambitious vision which appeared to be cross-threaded with reality. Today, the foundation for that vision is firmly in place, PLC is fast gaining support, and the obstacles in the way of implementation are known and manageable. A preliminary analysis of the benefits of PLC indicate a reduction of 30% or more in the cost and time for overhauling submarines. Also, there are many important intangible benefits discussed that appear to be as beneficial to the Navy as monetary savings. With a new class of submarines, the Navy now has a rare opportunity to substantially improve the submarine overhaul process by adopting PLC. If implemented, PLC will reverse current adverse cost trends, increase submarine on-line time, improve the overall posture of the submarine Navy, and strengthen the lifeline of naval shipyards.

关键词： SUBMARINES

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OPPORTUNITIES FOR PACIFIC FLEET FF-1052 CLASS SHIPS TO SAVE ENERGY

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 315-321页

作者： PEHLIVAN, H KENYON, CW Hasan Pehlivan:received his BS in marine engineering from the Merchant Marine Academy (Turkey) in 1971 and his MS degree from Old Dominion University (Norfolk) in 1975. He was employed by D.B. Cargo Line (Turkey) as an engineering officer on ocean-going cargo vessels from 1971 to 1973. After receiving his masters degree in power engineering in 1975 he was employed by J.J. Henry Co. Inc. in Washington DC where he was involved in supporting the DTNSRDC Shipboard Energy Conservation Program which included the development of the steam system simulation (STMSYS) heat balance computer program for FF-1052/1078 class frigates. In addition he was cognizant engineer for various fluid systems designs for PCG and CSGN. In 1978 he joined M. Rosenblatt & Sons Inc. where he was cognizant engineer for various fluid systems designs for CVV DDG-51 and ARS-50. He was also leading engineer in support of DTNSRDC for the development of innovative machinery options for the baseline DD-963. In 1980 he joined NKF Engineering Inc. where he directs and performs DTNSRDC ship energy conservation analyses for frigates cruisers destroyers and aircraft carriers. He has been assisting the NAVSEA energy office in directing and performing Ship Energy Conservation Assist Team (SECAT) surveys aboard Navy ships since 1982. Mr. Pehlivan is currently manager of ship auxiliary systems in charge of the design and development of fluid systems pollution abatement distilling plants etc. He is a member of ASNE. Clarence W. Kenyon:graduated from the State University of New York Maritime College in 1960 and sailed on a third assistant engineer's license with Isbrandtsen Steamship Company before accepting an engineering position with the Long Beach Naval Shipyard in 1961 where he worked in the Steam Propulsion and Auxiliaries Section and the Mechanical and Hydraulic Section. He also taught a course in engineering fundamentals to engineering technicians in the evenings. In 1963 he accepted a position with the Space Division of North American Avia

The shipboard energy conservation assist team (SECAT) program was introduced to the US Pacific Surface Fleet (SURFPAC) in 1983 following one year testing in the US Atlantic Surface Fleet (SURFLANT). Experiences aboard SURFLANT ships had provided the basis for improvements which could also be applied to SURFPAC ships. Chief among these improvements were simple fuel measurement, fuel curve development methods, an energy survey checklist, and an equipment status board which identifies economic machinery alignments. The first SURFPAC ship to receive a SECAT visit was a FF-1052 class ship. Fuel consumption was significantly higher on this ship than the six FF-1052/1078 class SURFLANT ships previously visited. SECAT immediately looked for reasons for this increase in fuel consumption. Three significant changes received by this ship and not received by the six SURFLANT ships were identified. They were a new design economizer, Navjet vice Wallsend burners, and removal of overload control valves on the forced draft blowers. Another SURFPAC frigate with the same three changes was visited to validate the results obtained from the first ship. This paper discusses recent improvements to the SECAT program. It also examines the differences in fuel consumption observed between SURFLANT and SURFPAC FF-1052/1078 class ships. The economics of potential solutions to the higher fuel consumption problem aboard SURFPAC ships is analyzed with special emphasis on alternative burner designs and forced draft blower changes. Recommendations are made to reduce fuel consumption both by equipment changes and expanded energy initiatives.

关键词： NAVAL VESSELS

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RACER - A design FOR MAINTAINABILITY

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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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AIR-CUSHION LANDING CRAFT NAVIGATION

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 248-260页

作者： GRAHAM, HR KIM, JC BAND, EGU FOWLER, AW Herbert R. Graham:received his degrees of B.S. in 1951 and M.S. in 1958 in aeronautical engineering from the Massachusetts Institute of Technology and the California Institute of Technology respectively. He also attended the Harvard Graduate School of Business Administration. He is presently a task manager at TRW Inc. McLean Virginia responsible for landing craft air cushion (LCAC) engineering support. Since joining TRW in 1967 he has had several technical project management and system engineering responsibilities in amphibious ships transportation and energy. He was responsible for the preliminary engineering design and cost estimates for tracked air cushion vehicles (TACVs). He has been active in several professional societies including ASNE and served as vice-chairman Los Angeles Section American Institute of Aeronautics and Astronautics. John C. Kim:received his degrees of B.S. in electrical engineering Tri-State University 1959 M.S. in electrical engineering Michigan State University 1960 and Ph.D. in electrical engineering Michigan State University. He is presently a senior staff engineer with TRW Inc. McLean Virginia where his technical experience has included communications system engineering and navigation system analysis. Since joining TRW in 1969 he has held numerous positions including section head project manager and department manager. His previous employment includes E-Systems/Melpar Division and Honeywell. Dr. Kim has been active in the IEEE Washington Chapter activities which included secretary vice-chairman and chairman of Systems Science and Cybernetics Group. Edward G.U. Band:received a B.S. degree in mechnical engineering in 1946 and a D.I.C in aeronautical engineering in 1947 at the City and Guilds College of London University. In 1951 he received an M.S. degree from Stevens Institute of Technology in fluid dynamics. After a career in the aircraft industry in England Canada and the U.S.A. he spent several years teaching in Chile and at Webb Institute of Naval Archi

Air cushion vehicles (ACVs) have operated successfully on commercial routes for about twenty years. The routes are normally quite short; the craft are equipped with radar and radio navigation aids and maintain continuous contact with their terminals. Navigation of these craft, therefore, does not present any unusual difficulty. The introduction of air cushion vehicles into military service, however, can present a very different picture, especially when external navigation aids are not available and the craft must navigate by dead reckoning. This paper considers the problems involved when navigating a high-speed air cushion vehicle by dead reckoning in conditions of poor visibility. A method is presented to assess the ACV's navigational capability under these circumstances. A figure of merit is used to determine the sensitivity of factors which affect navigation such as the range of visibility, point-to-point distance, speed, turning radius and accuracy of onboard equipment. The method provides simplistic but adequate answers and can be used effectively to compare the-capability and cost of alternative navigation concepts.

关键词： AIR CUSHION VEHICLES

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