检索结果-内蒙古大学图书馆

NAVAL ENGINEERS JOURNAL 1985年第4期97卷 49-57页

作者： TSAI, NT HACISKI, EC KUCINSKI, JJ Nien-tszr Tsai:is a naval architect with the Hull Section Naval Engineering Division U.S. Coast Guard Headquarters. He received his B.S. and M.S. in mechanical engineering from ChengKung University in Taiwan China and his Ph.D. in mechanical engineering from the University of Rochester in 1969. Prior to joining the Coast Guard in 1982 Mr. Tsai worked at General Dynamics Litton Ship Systems and the David Taylor Naval Ship Research and Development Center in the area of ship dynamics moored and towed ocean systems evaluation and development. He is a member of ASME and ASNE. Eugene C. Haciski:received his B.S. degree in mechanics from the Warsaw University of Technology in 1946 and his M.S. degree in naval architecture from the Polytechnical University of Gdansk Poland in 1950. Prior to joining the U.S. Coast Guard in 1967 he served as a project engineer in the Gdansk Ship Design Center and in the Shipyard Maua in Rio de Janeiro Brazil. After serving 7 years in the U.S. Coast Guard Yard in Curtis Bay Maryland as a supervisory naval architect and 3 years in the Merchant Marine Technical Division USCG he was assigned in 1976 to his current position of chief Hull Section Naval Engineering Division USCG Headquarters. LCDR. Joseph Kucinski:is currently assigned to the Coast Guard Yard as chief quality assurance. He has served in the Yard as ship superintendent and ship superintendent coordinator. Prior to his assignment at the Yard he served as engineer officer aboard USCGC Courageous. He has also served on USCGC Boutwell and as the marine safety officer Duluth Minn. He is a 1973 graduate of Officer Candidate School. LCdr. Kucinski has prior enlisted service in the Navy's nuclear power program.

The U.S. Coast Guard training barque Eagle (WIX-327), former Horst Wessel , was built in 1936, by Blohm & Voss in Germany, for the German Navy and to the rules of Germanischer Lloyd. Since 1946 she has served continuously as the training vessel for the U.S. Coast Guard Academy. To improve safety and performance, an extensive phased modernization was undertaken from 1979 through 1983 at the Coast Guard Yard. Changes in the subdivision, ballast and tankages were made to satisfy the criteria for two-compartment damage stability. Extensive renovation of machinery, structure, navigation components and habitability was also accomplished during the same period. Scheduled summer training cruises were maintainedeach year.

关键词： SAILING VESSELS

来源：评论

学校读者我要写书评

暂无评论

EMERGING ROLES OF NIH AND EPA IN THE REGULATION OF RDNA TECHNOLOGY

引用

BIO-TECHNOLOGY 1983年第9期1卷 757-768页

作者： KORWEK, EL Edward L. Korwek Ph.D. J.D. is associated with the law offices of Keller and Heckman 1150 17th St. N.W. Washington D.C. 20036.REFERENCES Committee on Recombinant DNA "Potential Biohazards of Recombinant DNA Molecules" Nature250: 175 (1974) Proc. Nat. Acad. Sci.71: 2593 (1974) Science185: 303 (1974).|Article|Fed. Regist.48: 24556 (1983).Milewski E. Editor's Note. Recombinant DNA Tech. Bull.4: i (1981).Inside EPA 4 1 (1983). EPA has already held a meeting and published a draft report on the subject of its regulation of this area under the TSCA. EPA "Administrator's Toxic Substances Advisory Committee Meeting" Fed. Regist.48: 8342 (1983) Regulation of Genetically Engineered Substances Under TSCA Chemical Control Division Office of Toxic Substances Office of Pesticides and Toxic Substances Environmental Protection Agency Washington D.C. (March 1982). Congress also recently held a hearing on the subject of existing federal authority over the release of R-DNA-containing organisms into environment. M. Sun Science221: 136 (1983).Sects. 2-30 15 U.S. Code sects. 2601-2629 (1976 and Supp. V 1981). Hereinafter all references in the text to TSCA refer to the section numbers as enacted and not to the corresponding U.S. Code sections.The Administrative Procedure Act specifically states that the reviewing court shall "hold unlawful and set aside agency action findings and conclusions found to be hellip in excess of statutory jurisdiction authority or limitations or short of statutory right. hellip " 5 U.S. Code sect. 706(2)(C) (1976).PHS Act 42 U.S. Code sects. 217a and 241 (1976) Charter Recombinant DNA Advisory Committee Department of Health and Human Services (1982).Korwek E. Food Drug and Cosm. L. J.35: 633 (1980) p. 636.Although DHHS has some authority under Section 361 of the PHS Act to regulate R-DNA materials that cause human disease and are communicable most types of experimentation would not fall into this category. Because of this limitation the Sub committee of the Federal

来源：评论

学校读者我要写书评

暂无评论

AN INNOVATIVE ENERGY SAVING PROPULSION SYSTEM FOR NAVAL SHIPS

引用

NAVAL ENGINEERS JOURNAL 1982年第2期94卷 200-213页

作者： SCHLAPPI, HC The authorhas diversified experience in the marine naval weapons and aerospace fields mainly in the area of research and development. After serving four years in theU.S. NAVYhe attended Oregon State University where he received BSME and MSME degrees in Mechanical Engineering specializing in fluid and solid mechanics. Following graduation he worked on naval weapon development at the Naval Ordnance Test Station in Pasadena California where he headed the Structural Test Laboratory and at the Naval Nuclear Weapons Evaluation Facility in Albuquerque New Mexico where he headed the underwater weapons department. The last 20 years of Mr. Schlappi's career have been in the area of high technology rotating machinery development which started with development of turbopumps for liquid rocket engines at the Aerojet Liquid Rocket Company in Sacramento California in 1961. With the decline in the aerospace market he was instrumental in the application of high technology from aerospace to marine propulsion. He was responsible for the conceptual design and directed the development and application of ten different marine jet propulsion systems while at Aerojet. As project engineer and program manager he directed the development and manufacture of the 6000 SHP marinejets which propelled the Navy Surface Effect Testcraft SES-100A to over 80 knots and the two marine jet propulsion systems 20000 SHP foilborne and 900 SHP hullborne which currently propel the highly successful Navy PHM (PEGASUS Class) Hydrofoil. Before joining Ingalls Shipbuilding in 1978 Mr. Schlappi worked as a consultant on marine propulsion and as Manager of Marine Products at Jacuzzi Brothers Inc. at Little Rock Arkansas. The author has presented many technical papers and reports in the past and is a member of ASNE and AIAA.

The propulsion system on most naval combatants is inherently wasteful of fuel since the propellers, shafts, and engines are sized for dash speed, but operate most of the time at low speed cruiser power. Energy consumption is particularly high on twin shaft, gas turbine driven ships which use controllable reversible pitch (CRP) propellers for reversing. On a typical destroyer such as DD 963, the drag of the propulsion appendages is very high, 10–15% of the total ship drag. This drag is present even when operating at low cruise speed where a system with much lower drag could provide the required thrust. This study evaluates several alternate propulsion systems which could be used on a DD 963 type ship to reduce annual fuel consumption. An innovative system, which uses a single DD 963 type propeller system for cruise and two marine jet boosters for added thrust during high speed dash, shows promise of reducing annual fuel consumption by 23 percent. This fuel saving is due to reduced propulsion appendage drag and lower specific fuel consumption during cruise. Annual fuel saving can be further increased to 45% by replacing the two LM-2500 turbines which drive the propeller with a single turbine equipped with Rankine Cycle Energy Recovery System (RACER) and changing the CRP propeller to a more efficient fixed pitch (FP) propeller with reverse gear for astern operation. In addition to reduced energy consumption, the propulsion systems using marine jet boosters for dash speed show promise of significant benefits in other areas such as reduced weight and improved survivability and reliability. The marine jets, which use state-of-the-art technology and have demonstrated performance, provide the same top speed as the baseline propeller system. Improved low speed maneuvering and crash stop capability is provided by reversers on the marine jets. Improved propulsion system redundancy is provided by the three shaft system. A single marine jet will provide nineteen knots speed with

关键词：

来源：评论

学校读者我要写书评

暂无评论

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

引用

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.

关键词：

来源：评论

学校读者我要写书评

暂无评论

THE FT9 MARINE GAS TURBINE ENGINE DEVELOPMENT program

引用

Naval Engineers Journal 1975年第6期87卷 79-96页

作者： FAIRBANKS, JOHN W. The author is a graduate of the Maine Maritime Academy Stanford University and the University of Santa Clara. His undergraduate degrees were in Marine and Mechanical Engineering and his Masters Degree Specialization was in Heat-Mass-Momentum Transfer within the Mechanical Engineering Department He has taught Gas Dynamics Thermodynamics and Direct Energy Conversion at Texas A&M and the University of Maryland and has sailed as a licensed Marine Engineer for two and a half years with the American Export Lines currently holding active First Assistant Steam Unlimited and Third Assistant Diesel Unlimited licenses. From 1954 to 1957 he was on active duty in the U.S. Navy serving in the USS Montrose (APA-212) as both Main Propulsion Assistant and Chief Engineer. While employed at Hiller Aircraft Company he was in the Advanced Research Group and worked on the Detached Coanda Effect for VTOL and ground effect machines as well as designing high-speed bearings and high-speed shaft test stands for the SC-142A an experimental tilt wing aircraft program. In 1963 he went to Philco-Ford to design a Brayton Cycle Power System for a solar probe spacecraft and also worked on the Thermal and Power System Design of the IDCSP (DOD's Communication Satellite). At NASA's Goddard Space Center for six years his responsibilities included design fabrication integration test launch and flight operation of solar arrays on two spacecraft and also as Power Systems Engineer for the Orbiting Astronomical Observatory the largest unmanned spacecraft flown. In 1971 he joined NAVSEC where he is currently the Program Engineer on the FT9 Gas Turbine Development Program and Coordinator of the Navy's Materials Programs for advanced gas turbines. Having organized the first two Navy Gas Turbine Materials Conferences he is presently organizing U.S. participation in a joint U.S. Navy Royal Navy Gas Turbine Materials Conference to be held in ‘the United Kingdom in September 1976. Mr. Fairbanks has authored or coauthored 21 technical papers and i

The current Navy philosophy for marine gas turbine engine development is to marinize an existing aircraft turbo jet engine. The FT9 Marine Gas Turbine Engine is a 33,000 horsepower version of the Pratt and Whitney JT9D engine, which powers the 747 aircraft. Marinization of the JT9D basically involves removal of the fan section, addition of a power turbine, structural modification to several components, and material changes to provide corrosion‐resistance in the marine environment. Characteristics and ratings of the individual engine components are discussed as well as the assembled engine. The FT9 design incorporates the modular replacement concept. Modular replacement permits replacement of short‐life components such as the hot‐section without removing the engine from its mounts. The FT9 specification requires development of a condition monitoring system as an integral part of the engine development. Thus, provisions for sensor installations are incorporated in the design. Accelerometers are installed on the internal engine bearing housings to provide improved vibration signals. These accelerometers are mounted on rods such that they are removable without engine disassembly. Extensive borescope provisions are included to provide capability to inspect all hot‐section components without disassembling the engine. The engine life‐limiting component is the hot‐section because of the susceptibility of the blade and vane materials to sulphidation/oxidation at the temperatures encountered with the advanced engines. Sophisticated Made and vane cooling is used to allow high turbine inlet temperatures while keeping blade metal temperatures in a region where sulphidation/oxidation is only moderately active. Coatings are added to blades and vanes to extend engine life. Three FT9 engines will be delivered to the Navy. The target date for provisional Service Approval of FT9 is mid‐1978. FT9 will provide the U.S. Navy with the most advanced marine gas turbine with the highest powe

关键词：

来源：评论

学校读者我要写书评

暂无评论

FUNDAMENTAL OF RELIABILITY UNDERSTANDING FOR SYSTEMS EFFECTIVENESS MANAGERS

引用

NAVAL ENGINEERS JOURNAL 1969年第2期81卷 59-&页

作者： AZIZ, A THE AUTHOR:is a mechanical engineer with the Engineering Services Division of the Naval Research Laboratory Washington D. C. Prior to this he was with the Naval Ship Research and Development Center Annapolis Division where he worked in the MESA (Machinery Effectiveness Systems Analysis) Program sponsored by the Navy Ship Systems Command. The present paper based on his works in the MESA Program is third in number in the general area of Systems Effectiveness. His first paper entitled “Systems Effectiveness in the United States Navy” and second paper entitled “Generalized Criteria Development of the Performance Parameter of Systems Effectiveness” were published in the December 1967 and in the February 1969 issues of this Journal respectively. He is a member of the ASME.

来源：评论

学校读者我要写书评

暂无评论

GENERALIZED CRITERIA DEVELOPMENT OF PERFORMANCE PARAMETER OF SYSTEMS EFFECTIVENESS

引用

NAVAL ENGINEERS JOURNAL 1969年第1期81卷 47-&页

作者： AZIZ, A THE AUTHOR:is a mechanical engineer with the engineering Services Division of the Naval Research Laboratory Washington D. C. Prior to this he was with the Naval Ship Research and Development Center Annapolis Division where he worked in the MESA (Machinery Effectiveness Systems Analysis) Program sponsored by the Navy Ship Systems Command. The present paper based on his works in the MESA Program is second in number in the general area of Systems Effectiveness. His first paper in the same general area entitled “Systems Effectiveness in the United States Navy” was published in the December 1967 issue with subsequent discussion in the April 1968 issue of this JOURNAL. He is a member of the ASME.

来源：评论

学校读者我要写书评

暂无评论

NEW AMPHIBIOUS VEHICLE programS: Part I: Air Cushion Vehicles

引用

Naval Engineers Journal 1965年第3期77卷 401-406页

作者： WOSSER, J.L. The author is program manager for all air cushion vehicle (ACV) projects of Textron's Bell Aerosystems Company Buffalo New York. A veteran of 20 years in the U. S. Marine Corps Wosser retired in 1963 with the rank of Lieutenant Colonel. Since September 1958 Wosser has served as head of the Air Vehicle Design Branch of the Office of Naval Research in Washington D.C. In this post he was responsible for planning coordinating managing and providing technical supervision of a multi-million dollar contractor program of research and exploratory development. These programs included research in vertical/short takeoff and landing test vehicles and air cushion vehicles. Wosser authored some of the first technical papers on air cushion vehicles published in the United States beginning in 1958 when ACVs were in their infancy. Currently he is active in the administration of the several ACV projects conducted by Bell. Included are: the U. S. Navy's SKMR-1 Hydroskimmer and Bell/Westland SR.N5 air cushion vehicle test and mission suitability trials now going on at the U. S. Navy's Norfolk Va. base preparations for the first year-round ACV scheduled passenger service set to begin this summer in the San Francisco-Oakland area and two hydrokeel military amphibious assault projects. A native of Mill Valley Calif. Wosser became a Naval aviation cadet in 1943 after studying mechanical engineering at the University of California. During his 20 years as a Marine pilot Wosser accumulated 3600 hours of flight time including 350 combat hours. He holds a master of science degree in aeronautical engineering from Massachusetts Institute of Technology and bachelor of science degrees in military science and aeronautical engineering respectively from the University of Maryland and the U. S. Navy Postgraduate School.

来源：评论

学校读者我要写书评

暂无评论

建议与咨询留下您的常用邮箱和电话号码，以便我们向您反馈解决方案和替代方法

时间限定

文献类型

馆藏选择

核心期刊

语言

文献类型

帮助

文字说明：

检索规则说明：

检索范例：

分类表

所选分类

限定检索结果

文献类型

馆藏范围

日期分布

学科分类号

主题

机构

作者

语言

请选择保存的检索档案：

请选择收藏分类：

通借通还

建议与咨询 留下您的常用邮箱和电话号码，以便我们向您反馈解决方案和替代方法

时间限定

文献类型

馆藏选择

核心期刊

语言

文献类型

帮助

文字说明：

检索规则说明：

检索范例：

分类表

所选分类

限定检索结果

文献类型

馆藏范围

日期分布

学科分类号

主题

机构

作者

语言

请选择保存的检索档案： 新增检索档案 确定 取消

请选择收藏分类： 新增自定义分类 确定 取消

通借通还

建议与咨询留下您的常用邮箱和电话号码，以便我们向您反馈解决方案和替代方法

请选择保存的检索档案：

请选择收藏分类：