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THE ARCTIC SURFACE EFFECT VEHICLE program

Naval Engineers Journal 1976年第2期88卷 70-83页

作者： KORDENBROCK, JAMES U. HARRY, CHARLES W. Mr. James U. Kor'denbrock:graduated from the University of Cincinnati in 1942 with a BS degree in Aeronautical Engineering. Prior to his current employment his career was in private industry in the aerospace and the aircushion vehicle fields. With industry he was the Technical Director of the SKMR-1 Test Program and was later involved in the Army and Navy SK-5 Programs as well as the SES 100B test craft. With the Systems Development Department of DWTNSRDC he was the Technical Manager of the ARPA Arctic SEV Program but now he is in the Advanced Concepts Office. In addition to ASNE he is a member of SNAME and AIAA and is a registered professional engineer in the State of Ohio. Mr. Charles W. Harry:graduated from the University of Virginia in 1957 with an aeronautical option to his Mechanical Engineers degree. He has since been an employee of the David W. Taylor Naval Ship Research and Development Center (DWTNSRDC). Following wind-tunnel research on several V/STOL aircraft he participated in aerodynamic research on surface effect phenomena for both aircushion and wing-in-ground-effect vehicles. He served as Project Engineer and Test Pilot for the XR-3 one of the first U.S. aircushion vehicles with non-flexible sidehulls. He participated in establishing and managing the research and development of the aero-hydro technology for the then Joint Surface Effect Ship Program Office. More recently he was the Manager Technology Development for the Arctic SEV Program and is presently a member of the Advanced Concepts Office of the System Development Department at the DWTNSRDC.

The potential of the Surface Effect Vehicle (SEV) for operating in the Arctic was investigated. Investigation and development of the technology, for vehicle systems was undertaken as well as definition of the unusual and severe environmental conditions encountered. Photographic and laser data were taken and summarized to establish the surface characteristics of the sea ice in the Arctic Ocean as well as topographic features of coastal and land areas. First‐hand experience was gained in the Arctic during a six‐month test program with an SK‐S SEV at Barrow, Alaska. Designs for SEV's up to 1,000‐tons gross weight with speed capabilities up to 120 knots were prepared. Numerous skirt designs were tested over simulated terrain to establish feasibility of skirts higher than those currently in use. The prediction of the dynamic response of SEV's operating at high speeds over ice and other rough terrain required analytical programs different from those used for operations over water. The detection of ice ridges and estimation of their height is required for high speed operation, and a system utilizing a 95GHz radar was designed and tested. Specific designs of 150‐ton and 500‐ton vehicles were developed to establish their feasibility for conducting long‐range Arctic missions. © 1976 American Society of Naval Engineers

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THE FT9 MARINE GAS TURBINE ENGINE DEVELOPMENT program

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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

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Cogas—A New Look for Naval Propulsion

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Naval Engineers Journal 1974年第5期86卷 41-56页

作者： Abbott, Jack W. Baham, Gary J. Head of the Systems Engineering Section Naval Ship Engineering Center. He received his Bachelor of Science degree in Mechanical Engineering from Stanford University in 1960 and was then commissioned in the U.S. Navy serving as Engineering Officer in the USS Braine (DD-630). Upon completion of his active duty assignments he entered industry as a Development Engineer and became involved with marine application of gas turbine and fluid power systems. In 1966 he assumed full responsibility for the installation design and equipment acceptance tests of the gas turbine generator/waste-heat boiler system for the DDH-280 Class Destroyer including all associated controls ducting and silencing equipment. In 1970 he became Manager of the DD-963 Auxiliary Power “Trade-Off” Study which resulted in significant modification to the electric steam and compressed air systems. A registered Professional Mechanical Engineer in the State of California and the holder of several patents he is presently enrolled in the Masters Program at George Washington University in Engineering Administration. He is a member of ASNE and SNAME and currently holds the rank of Lieutenant Commander in the U.S. Naval Reserve. Head of the Mechanical Systems Department Washington D. C. Office of George G. Sharp Inc. He received his BS degree in Engineering from the University of California at Los Angeles. His career started in the design and development of turbomachinery for commercial and marine applications with the Douglas Aircraft Co. He subsequently was employed by the Southern California Edison Co. and later the Turbo-Power and Marine Department of Pratt & Whitney Aircraft in development of power systems for marine and electrical generation applications. At Litton Ship Systems Inc. he participated in development of propulsion power train machinery for the DD-963 and LHA ship programs. He is a member of SNAME a registered Professional Mechanical Engineer in the State of California and is currently completing requirements for a Masters

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THE ENERGY CRISIS AND NAVAL SHIP RESEARCH AND DEVELOPMENT

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Naval Engineers Journal 1974年第3期86卷

作者： CDR. J. RICHARD GAUTHEY USN JOSEPH P. DeTOLLA CDR. J. RICHARD GAUTHEY USN & JOSEPH P. DeTOLLA Cdr. J. Richard Gauthey USN graduated from Cornell University in 1955 with a Bachelor of Mechanical Engineering degree and entered the U.S. Navy through the NROTC program. Following three tours of sea duty he attended the University of California at Berkeley where he earned his Master of Science degree. From 1963 to 1965 he was Project Officer for Aircraft Carriers and Amphibious Ships in the Design Division BUSHIPS. The succeeding three years he was Assistant Repair Superintendent for Surface Ships at the Pearl Harbor Naval Shipyard. After attending the Naval War College he was Maintenance Officer COMINELANT Staff prior to his present assignment as Director Ship Research and Technology Division NAVSHIPS where he has been since 1971. He is a member of both ASNE and SNAME. Joseph P. DeTolla a native of Philadelphia Pa. received his BS degree in Mechanical Engineering from Drexel University in 1969. He began his career with the U.S. Navy in 1965 as a Mechanical Engineering Trainee in the Philidelphia Naval Shipyard Design Division under the BUSHIPS Cooperative Education Training Program. In 1911 he joined NAVSEC as a Mechanical Engineer in the Fluid Systems Branch. For the past two years he has primarily been involved in conducting alternative auxiliary heating system “tradeoff” studies and in the design of total energy/waste heat recovery systems for the PF 109 Class Sea Control Ship DG/AEGIS and AO 177 Class. He is a registered Professional Engineer in the District of Columbia a member of ASE ASME and SNAME and a candidate for the Master of Engineering Administration degree at The George Washington University.

Energy used by U.S. Navy ships is viewed in the context of the national situation. Shipboard usage and the controlling variables are summarized. Research and development being planned by the Navy is described. Efforts relate to conservation of energy as well as consideration of new fuels including hydrogen and liquid hydro-carbon fuels derived from coal, oil shale, and tar sands. A brief account is given of work sponsored by the Department of Interior to produce hydrocarbon fuels, and initial Navy efforts to characterize and evaluate one such fuel is reported. This fuel has been burned at sea in the USS Johnston (DD 821). Development of conservation measures encompasses the utilization of waste heat from gas turbine and diesel engine exhausts and diesel water jackets; more efficient machinery; and reduction of energy requirements. Specific developments discussed include a design methodology to optimize waste heat utilization and higher efficiency gas turbine systems.

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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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THE PATROL FRIGATE program‐A NEW APPROACH TO SHIP DIGIGN AND ACQUISTION

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Naval Engineers Journal 1973年第4期85卷 82-91页

作者： NEWCOMB, JOHN W. DITRAPANI, ANTHONY R. Mr. John W. Newcomb received his undergraduate education at Webb Institute of Naval Architecture graduating in 1966 and is currently completing requirements for a Master of Business Administration degree at the George Washington University. After gradwlting from Webb he was employed by Texaco Inc. Marine Department and later served three years active duty in the Navy as the DEG-7 Project Oficer at Supervisor of Shipbuilding Conversion and Repair Third Naval District. Subsequent thereto he was employed by the Naval Ship Research and Development Center prior to assuming his present position in the Ship System Design Division of the Naval Ship Engineering Center. He is a member of ASNE and SNAME. Mr. Anthony R. Di'hapani received his BS degree in Mechanical Engineering from the University of Wisconsin in 1958 and subsequently completed course requirements for a Master of Engineering Science while an evening student at the George Washington University. He began his engineering career in 1958 in the BuShips Steam Turbine and Gear Branch specializing in steam turbine systems for nuclear submarines. In 1962 after completing a Navy-sponsored Electronics Training Program he joined the SQS-26 Sonar Project and served as Head of the Special Projects Section and subsequently the Test and Analysis Section until selected in 1967 to head the ASW Branch for the newly-churtered DXIDXG Project now the DO963 Ship Acquisition Project in the Naval Ship System Command. In 1970 he was designated a8 Acting Director of the DD963 Technical Management Plans Division and when the PF Program emerged in 1971 was reassigned as Deputy Project Manager for the Patrol Frigate Project.

Late in 1970, Admiral E. R. Zumwdt, Chid of Naval Operations, directed that study begin towards development of a new class of ocean escort to be known BS Patrol Frigate (PF) to take over some of the duties of the Navy's World War II destroyers as these 25 year old ships are retired from the active Fleet. At the same time, the Department of Defense, was significantly revising its basic policies for the development and acquisition of major weapons systems, and PF became the Nay's first major ship claw acquisition under these new policies. This new requirement, as atmound in DOD Directive 5000.1, along with the program constraints imposed by the CNO, required the development of a philosophy and approach towards design, test and evaluation and acquisition which was significantly Merent from ship procurements of the recent past. This paper disc the overall acquisition proms for the Patrol Frigate Class BS it is being developed and implemented to meet these needs and constraints, and provides a commepfary regarding the effectiveness of the appraach as of January 1973. © 1973 by the American Society of Naval Engineers

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Controllable pitch propellers

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Naval Engineers Journal 1967年第N 4期v 79卷 p537-554页

作者： Boatwright, G.M. Strandell, J.H. Gerald M. Boatwright started his engineering career with Phillips Petroleum Co. in 1939 after earning his degree in Mechanical Engineering from Kansas State University. In 1940 shortly after formation of the Bureau of Ships he joined its Design Division. During the War he assisted in preparation of specifications for conversion of merchant ships to desperately needed naval auxiliaries of many types. The next ten years he participated in the power plant design of most of the early post War ships. From 1956 to 1963 he broadened his experience as a total machinery system Project Engineer in the Machinery Design Branch. In 1963 he was drafted to assist in the soon ill fated SEA-HAWK project. Since its death he has been an R&D Program Manager for the machinery portions of SEAHAWK that have continued. He has authored papers for ASNE and SNAME several articles for BUSHIPS Journal and presented a paper at the 1965 ASE symposium. John H. Strandell was born in Sweden 75 years ago. He earned his mechanical engineering degree in 1920 from Chalmers Teknikal Hogskola (Chalmers Technical University) of Gothenburg. In 1923 he migrated to this country and was soon employed in U.S. Industry. After fourteen years in industry most of which was spent on Diesel Engine design he joined the Diesel Engine Branch of the old Bureau of Engineering. In about 1938 he started design work on Controllable pitch propellers for the U.S. Navy and actively pursued their designated application until his mandatory age retirement in 1962. At this time he was Supervisor of the Controllable pitch propeller group of the Propeller Shafting and Bearing Branch of Bureau of Ships. Because of the interest and desire to develop a high powered Controllable pitch propeller he was requested to return on a contract basis and provide the benefits of his wide experience and talents in this field. He has prepared and assisted in the preparation of a number of papers on Controllable pitch propellers.

Discussion of designs that have represented major step forward in achieving truly high powered controllable pitch propeller capability, principally hydraulically actuated type, with particular reference to propellers for ships of U S Navy;it is suggested CP propeller should minimize weight and size effects on overall ship, and this aspect is shown in diagrams and comparisons;hub and control coupling has been designed for 40,000 shp but can be installed and tested on one of 35,000 shp DE-1040 Class or DE-1052 Class of ships with minimum of changes;some changes that have been avoided but probably required with larger, longer heavier hub are noted.

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THE IMPACT OF systemS ON NAVAL engineering

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Naval Engineers Journal 1968年第3期80卷 387-392页

作者： ROOT, L. EUGENE Mr. Root registered professional engineer in California received his B.A. in Engineering and Mathematics in 1932 from the University of the Pacific. He also received a M.S. in both Mechanical and Aeronautical Engineering from the California Institute of Technology in 1933 and 1934 respectively. Mr. Root joined Douglas Aircraft Company in 1934 where he served in such positions as Assistant Chief Aerodynamics Section (1934-39) Chief Aerodynamics Section (1939-46) and from 1946-48 he was assigned to special engineering projects (Project Rand) where he pioneered parametric approach to aircraft design. He joined the Rand Corporation as Chief Aircraft Division in 1948. While on leave from Rand in 1951-52 he acted as Special Assistant to Deputy Chief of Staff/Development Headquarters USAF. He also aided substantially in establishing the Directorate of Development Planning in the Office of Deputy Chief of Staff/Development. In 1953 Mr. Root was offered the position of Director of Development Planning Department with Lockheed Aircraft Corporation where he established a centralized planning effort generally toward a corporate diversification plan and specifically toward the development of missile and space system programs. In 1965 he became Vice President of Lock-heed Aircraft Corporation and General Manager of the Missiles and Space Division. In 1957 Mr. Root was made Group Vice President Missiles and Electronics of Lockheed Missiles and Space Division Lockheed Electronics Company and Grand Central Rocket Company where he served in this capacity until 1961 when he became President of Lockheed Missiles and Space Company in which position he is currently serving. Mr. Root has been very active in the aeronautic field serving on many committees and acting as aircraft design consultant. He holds the patent for central surface shape for aerodynamic balancing and has published many papers within the field. He has also been listed in “Who's Who in America” “Who's Who in the West” “Who's Who in Space” “Men of Space”

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Comparative Heave Dynamics Of Two Unusual Ship Configurations For Recovery Of Submersibles

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Naval Engineers Journal 1971年第5期83卷 30-36页

作者： MOTHERWAY, D.L. HELLER, S.R. D. L. Motherway received his Bachelor of Science Degree in Mechanical Engineering from the University of Rhode Island in June 1961. He was subsequently employed at General Dynamics/Electric Boat Division Groton Connecticut where he held positions in their Planning Department as a planning engineer for FBM Submarine Construction and in the Mechanical Division as a design engineer. Motherway went to the Naval Ship Engineering Center Washington D. C. in March of 1966 with the Submarine Hydraulics Section of the Hull Design Branch where he participated in the design of submarine hydraulic systems. He later transferred to the Ocean Engineering Section of the Deck Systems Branch where he participated in design related to deep submergence vehicles and ocean salvage and retrieval systems. During this period at NavSEC he received his Master Science Degree in Mechanical Engineering from the Catholic University of America Washington D. C. From April 1970 to May 1971 he was with the Undersea Long-Range Missile System (ULMS) Submarine Design Development Office in the capacity of Assistant Subsystem Design Director. Currently he is the Senior Project Engineer for the ULMS program at the office of the Supervisor of Shipbuilding Conversion and Repair Groton Connecticut. He is a member of ASNE and ASE. S. R. Heller Jr. a retired Engineering Duty Officer of the United States Navy received his undergraduate education at the University of Michigan in Naval Architecture and Marine Engineering and in Mathematics. Following typical shipyard duty during World War II he received postgraduate instruction at the Massachusetts Institute of Technology leading to the degrees of Naval Engineer and Doctor of Science in Naval Architecture. Since then he has had design responsibilities in the Bureau of Ships had a maintenance assignment with the Fleet directed structural research at the David Taylor Model Basin engaged in submarine design and construction at Portsmouth Naval Shipyard and was the last Head of Hull Design in the

The comparative heaving characteristics of two unusual ship configurations, a spar‐type ship similar to FLIP and a catamaran which employs a submerged cradle suspended by sophisticated motion attenuation devices, for recovery of small submersibles are presented. The two ships are described and their heaving characteristics are determined analytically using classical vibration theory. © 1971 American Society of Naval Engineers

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THE NAVY DISTILLATE FUEL CONVERSION program

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Naval Engineers Journal 1971年第6期83卷 51-58页

作者： SIGAL, EDWARD B. The authoris the Assistant for Special Projects in the Steam Generator Branch at the Philadelphia Division of the Naval Ship Engineering Center. He graduated from Penn State University in 1961 with a Bachelor of Science degree in Mechanical Engineering and attended the University of Pennsylvania. Upon graduation he was employed at the Philadelphia Naval Shipyard's Design Division where he conducted Propulsion System Evaluation Trials on new construction ships. For the last seven years he has been a member of the Naval Ship Engineering Center's engineering staff during which time he has conducted and been responsible for research development testing and evaluation of Naval Steam Generators and their appurtenances and has been coordinating the Distillate Fuel Conversion Program since 1967. He is a member of Pi Tau Sigma and Tau Beta Pi.

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