ASNE Day 1997 Technical Program

ASNE Day 1997 Technical Program

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Hull, Machinery and Electrical 1A Systems

Advanced Double Hull Structural Design Technology J. Sikora, J.M. Grassman, E! Sensharma and J . Watts The Mid-Term Sealift Ship Technology Development Pro- gram is a multiyear research and development effort to examine promising technologies for application to the construction of sealift ships. One of the goals of this program is to enhance the competitiveness of U. S. shipbuilders by developing a new method of hull construction that would be easier to build and pre-outfit. The concept developed consists of a long spanned uni-directional stiffened structural system where the main structural elements are ar- ranged longitudinally This technology is referred to as advanced double hull (ADH).

This paper describes the second year of study in which a new design criterion was applied. This criterion was based upon the results of structural testing and analysis to determine the ultimate strength of cellular structure.

basic random variables are summarized, ddferent reliability assessment methods are described, a case study that shows the computation procedure using some of these methods is discussed for illustration purposes, and con- clusions and recommendations for further work in this area are presented.

To the Edge of the Possible: U.S. High Speed Destroyers, 1919-1942 A.S. Toby During the period between the two world wars, a tactical demand for high speed coincided with improvements in hull and machinery design. The result was a number of destroyer designs remarkable for their high speeds. Using present-day methods, the author shows that these ships were close to optimum proportions for hydrodynamic efficiency The article also shows that “efficiency” is some- what subjective, and if defined according to present day notions, the “optimum” proportions should change over time as the relative weights of the SWBS groups fluctuate with changes in technology. A sophisticated understanding of optimum proportions for high speeds can be useful for future designs as well as shedding light on the evolution of the high speed destroyer.

The study is being conducted by the Naval Surface Warfare Center Carderock Division (CDNSWC). A full ship finite element model was developed in order to help validate the structural criterion.

Reliability Analysis of Transverse Stability

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I B Cost of Ownership of Surface Ships K. A h a and B.M. Ayyub Transverse stability is a vital factor in determining the overall design quality of a ship. An over-designed transverse stability may result in stdf-motioned ships which are uncomfortable; whereas an under-designed transverse stability can result in poor ship stability and perhaps the entire loss of the ship by capsizing. The objective of thls paper is to introduce reliability methods for assessing and designing the transverse stability of ships. These reliability methods handle uncertainties associated with basic design variables that are involved in stability assessment and design. The sources of uncertainty in stability variables are presented, uncertainties associated with these

Naval Ship Self-Assessment of Hull Powering Performance Using Propulsion Shaft Torque and GPS LCdx J.B. Ricketts, USNR A prototype procedure for U.S. Navy crews to self-assess hull powering performance is being tested on selected At- lantic Fleet CG-47 class cruisers.

This paper describes both the logic and methodology for ship’s force to perform a self-assessment of hull powering performance using propulsion shaft torque data obtained from installed torsion meters and speed measure- ments obtained from the Global Positioning System (GPS). The prototype procedure described wdl provide crews

NAVAL ENGINEERS JOURNAL March 1997 19


with accurate knowledge of ship powering characteristics at any given time and will be minimally intrusive on ship routine. Powering data gathered over time will enable ship’s company to forecast when hull maintenance needs to be performed. Further, the powering data reported by ships can be used by the Navy in a number of ways to improve the procedures for caring for warship hulls and will allow the Navy to better understand the trends of hull performance. Among the many potential benefits that can be gained through the use of this procedure are the timely identification of power degrading conditions, the reduction of stress on propulsion machinery gained through a more optimized hull cleaning methodology, and substantial fuel savings and decreased hull maintenance costs.

Technology advances have allowed this prototype hull powering assessment to be developed. No longer does the single speedpower trial conducted shortly after commis- sioning have to be the only data point for determining the powering characteristics of a ship. The initial clean-hull speedpower trial can today be augmented with powering data taken throughout the ship’s life by the crew. This procedure will allow an accurate study of the real effects of hull and propeller fouling to be performed.

Affordability Through Commonality- ”Lighting” the Way E. Gauthier and G.M. Green In our quest for finding ways to reduce the life cycle costs of Navy ships, the Affordability Through Commonality (ATC) project has investigated several commercial lighting innovations. This paper will discuss two particularly note- worthy commercial products that have been selected for further evaluation on board Navy ships: specular reflectors for fluorescent lighting fixtures and the Solar lo00 sulfur light source.

Specular reflectors are designed to dramatically increase the amount of light reflected from a fluorescent fixture resulting in one or more of the following benefits: increased task lighting, reduced maintenance and consum- able costs (fewer bulbs), reduced acquisition costs (fewer fixtures), and reduced energy use. Specular reflectors are sized for the specific type of fluorescent fixture and can be designed and formed to provide general or directed task lighting. They are inexpensive and can be installed easily and quickly.

The Solar 1000 sulfur light source is the first in a planned famdy of very bright, energy-efficient, electrode- less lamps using sulfur bombarded by microwaves to produce illumination in a continuous range of wavelengths very close to sunlight. It is ideal for remote source lighting distribution systems such as light tubes and fiber optics. This innovation in lighting has been heralded by the De- partment of Energy as “a revolutionary 21st century lighting system.”

An Approach to Assessment of Readiness- Based Logistic Support Policies J. Dunst and K. F v The third phase of the Readiness-Based Sparing (RBS) process is called Life Cycle Maintenance. The key to this phase is answering the questions “How are we doing?” and “How can we do better?” Since we are at the point where RBS loads have been in the fleet for some time, the need to determine if we are meeting our goals and predictions has come to the forefront. Current assessments are often out-of-date or are not available for the specific equipment under study. They also may not use the same criteria for failures/replacements that are needed for sparing de- terminations and do not include a key measurement for RBS use, gross (supply) effectiveness. Also, from a program management point of view, these studies are time- consuming and expensive. Therefore, an automated, timely, user-friendly tool was needed to compute logistics indicators such as mean time between failures (MTBF), mean time to repair (MTTR), and mean requisition response time (MRRT), as well as achieved gross effectiveness. In turn, these indicators would be used by the NavSea TIGER simulation model to compute operational availability (Ao). This paper deals with NavSeaLogCen’s efforts to create such an assessment tool.

Operational Systems, Logistics Engineering and Technology Insertion M. Grubb and A. Skolnick In an era of fiscal austerity, downsizing and unforgiving pressure upon human and economic capital, it is an Au- gean task to idenhfy resources for fresh and creative work. The realities of the day and the practical demands of more immediate fleet needs can often dictate higher priorities. Yet, the Navy must avoid eating its seed corn. Exercising both technical insight and management foresight, the fleet, the R&D community, the Office of the Chief of Naval Operations (OpNav) and the product engineering expertise of the Naval Surface Warfare Center (NSWC) are joined and underway with integrated efforts to marry new, fully demonstrated technologies and operational urgencies.

Defense fundmg today cannot sponsor all work that can be mission-justified over the long term because budgets are insufficient to support product maturation within the classical development cycle. However, by rigorous technical filtering and astute engineering of both marketplace capabilities and currently available components, it is possible in a few select cases to compress and, in effect, integrate advanced development (6.31, engineering development (6.4), weapon procurement (WPN), ship con-

20 March 1997 NAVAL ENGINEERS JOURNAL


struction (SCN), operation and maintenance (O&M, N) budgetary categories when fleet criticalities and technology opportunities can happily meet. In short, 6.3 funds can be applied directly to “ripe gateways” so modem technology is inserted into existing troubled or aging systems, sidestepping the lengthy, traditional development cycle and accelerating practical payoffs to recurrent fleet problems.

To produce such constructive results has required a remarkable convergence of sponsor prescience and engineering workforce excellence. The paper describes the philosophy of approach, transition strategy, polling of fleet needs, technology assessment, and management team requirements. The process for culling and selecting specific candidate tasks for SHARP sponsorship (matching operational need with technological opportunity) is described broadly in the main body of the paper with the details provided in an appendix. Finally, three specific examples from the methods used to pick “best” choices from mul- tiple surface, air and underseas contenders are presented as illustrations of programs able to obtain recent SHARP sponsorship.

S E S S I O N

2A Combat Systems

System Engineering and Software Support in a Concurrent Engineering Environment TI? Portq D.B. Clark, D.O. Haas, M.E. Jump, C. W Brandts, and R. B . Carruthers In an effort to reduce concept-to-deployment time, the product delivery date was set at one half of the required development time predicted. Considerable effort was ex- pended by the government and the prime contractor to minimize non-essential work, eliminate duplicative efforts, and conduct concurrent tasks without unacceptably sacri- ficing product quality

The product to be delivered is the Quick Reaction Com- bat CapabilityEhip Self Defense System Mark 1 which is being developed by the Program Executive Office (Thea- ter Air Defense) Integrated Ship Defense Program Man- ager. The Ship Self Defense System integrates existing and programmed antiair warfare stand-alone systems; provides automated quick reaction and multi-target en- gagement capability; coordinates existing sensor information, provides threat identification and evaluation; as- sesses defense readiness; and recommends an optimized defensive tactical response.

In this paper the authors relate ideas attempted to the degree of success realized, and provide assessments as to why an idea failed or succeeded and commentary rela-

tive to where the process could possibly be improved in the future. Resource saving concepts attempted include: elmination of military specifications; in-process detaded design reviews; parallel requirement setting-design- develop-test phases; use of commercial off the shelf items and non-developmental items.

Passive Navigation Using Inertial Navigation Sensors and Maps ].A. Lowrey 111 and J. C. Shellenbarger Marine inertial navigation systems (INS) are subject to a build-up of position, velocity, and attitude errors due to gyro and accelerometer errors, uncompensated vertical deflections of gravity, reference velocity error, and a host of other error sources. External references are commonly used to reduce or bound navigation errors. References in common use by the Electrically-Supported Gyro Naviga- tors (ESGNs) on U.S. submarines include: the electromagnetic (EM) Log for velocity reference, and Global Positioning System (GPS) and bottom fixes for position reference.

Of the various reference techniques that are available to reduce navigation errors, those of a passive nature are preferred in order for submarines to remain undetected. This paper describes one such techmque that uses existing inertial platform accelerometers, INS position, velocity data and depth gauge information on the submarine to measure the gravity anomaly profile.

The passive navigation technique using gravity anomaly maps is totally passive and does not require any additional hardware to meet accuracy requirements. The technique which is currently undergoing test and evaluation on the Navigation Test Vehicle (NTV), Vanguard, uses the existing triad of electro-magnetic accelerometers (EMAs) on the ESGN instrument platform to measure gravity anomaly Gravity maps are already available on the fleet ballistic missile (FBM) boats. The test technique for evaluation does not involve any changes to the existing operational ESGN hardware or software; however, additional software would be needed to implement the passive navigation filter.

Although the passive navigation technique described should also be applicable to other high-accuracy submarine inertial navigation systems (INS), the current ESGNs on the U.S. submarines are particularly suited for two rea- sons. The first reason is the small but unique ESGN error propagation over time which allows the measured gravity signature to be well matched with the gravity map signature. The second reason is the long endurance interval of the ESGN and its ability to meet requirements over long intervals where the gravity signature is inadequate for matching.



S E S S I O N

2 B Modeling and Simulation

Application of 3-D Nonlinear Wave-Load and Structural-Response Simulations in Naval Ship Design A. Engle, W Lin, N. Salvensen and I: Shin Despite the limits inherent within linearized frequency- domain ship motion and wave load computer codes, strip theory has been found to provide the design community with a fairly robust, practical design tool with reasonable accuracy for most conventional displacement monohulls. However, the advent of new design concepts including multi-hulls and application of new materials as well as the push to incorporate reliability methods within surface ship structural design criteria has highlighted the need for more rigorous methods of developing a lifetime load spectrum. In this paper, a multi-level computational system for pre- dicting ship motions and wave loads, up through and in- cludmg extreme sea conditions, is presented. This system includes a traditional strip theory approach and newly developed linear and nonlinear three-dimensional time- domain methods. The new nonlinear methods are currently in the process of being validated by the Navy The status of the current development is presented. Sample numerical results from the new nonlinear methods are compared with both linear frequency domain predictions and model tests.

AV-8B Flight Hazard Awareness Analysis and Training Using Flight Simulation J.F Calvert The V/STOL capability of the AV-8B Harrier is provided through a sophisticated combination of vectored thrust and aerodynamic technology The proper interaction of the nozzle thrust and flap system is of extreme importance. Specific combinations of nozzle angle and flap position are employed to optimize both jet lift and aerodynamic lift. However, if the proper flap-down position schedule is vi- olated, the resulting thrust and flap impingement may cause a severe nose-down pitching moment sufficient to override the pilot control. Dependmg upon ground prox- imity, this condition creates a hazard which causes great potential loss of aircraft and/or pilot.

Flap impingement was identified on the AV-8B aircraft as a potential catastrophic flight hazard. In response, a requirement was established to 1) study the severity of the flap impingement hazard on the AV-8B, 2) devise flight operational procedures which would minimize pilot expo- sure to the hazard potential and associated pilot control problems during flight operations, and 3) to devise a train-

ing capability to familiarize pilots with flap impingement hazard characteristics and recovery procedures. This paper comprises the results of a study which utilized piloted flight simulation and fleet simulation trainers to meet these requirements.

S E S S I O N

3A Total Ship Engineering

Future Naval Aircraft and Aircraft Carrier Design: A Study of AircrafVShip Interface C.L. Nickol There are two significant efforts underway which will greatly affect naval aviation. The first is the CVX study, an effort to define the next class of aircraft carriers. The second is an effort to define the next class of naval aircraft, both tactical and support types. These two efforts are in the beginning stages, with projected completion dates in slmilar time frames; CVX construction is proposed to start in 2006, JSF IOC is in the 2008 time frame, and the current support aircraft wiU require replacement starting in 2011. The purpose of this paper is to quantitatively examine the need for close coupllng of the ship and aircraft design processes. First, the design space for potential aircraft is described by defining design constraints using current and past aircraft carriers as CVX surrogates. Next, the range of possible capability tradeoffs between the ship and the aircraft are examined, as the launch and recovery mechanisms are transferred from the ship to the aircraft. Quantitative examples are provided to analyze the parameters associated with the ship/aircraft interface, in- cludmg both conventional catapult and arresting gear, and no catapult and arresting gear, implying a vertical or short takeoff and landing capability Finally, recommendations are made for an aircraft/ship design procedure stressing a closely coupled iterative approach.

Concentric Canister Launcher J. J . Yagla The Concentric Canister Launcher (CCL) is a new concept for launching munitions from surface ships. Each concentric launcher provides a self-contained gas management system and a complete set of launcher electronics. These innovations provide the naval architect new versatility in the design of warships, significant cost and weight advantages, and improved performance when compared to existing missile launching systems.

The concentric canister’s gas management system uses the annular space between two concentric cylinders as a duct to discharge the exhaust from a missile firing. The


A W E Day 1997 Technical Pmgram

inner cyhder supports the missile in stowage and guides its initial flight. The exhaust passes from the rocket motor through a port in a base plate attached to the inner cylinder. The inner cylinder is supported in the outer cylinder by longerons that maintain the two cylinders on a common axis. The chief advantages are low simple design that facilitates automated processes, and the ability to sepa- rate or cluster launch cells in any desired array

The concentric launchers are nodes on a local area network. Each CCL has complete launcher functionality, in that power supplies for the missile and computers for in- jecting mission data are provided. Environmental monitor- ing and casualty sensing are done by the canister and the data are provided on the local area network. Cell hatch and de-icing control are provided by the canister.

The concentric canisters can be installed in the vessel as single units, in “clips” of several rounds, or in modules. One area of innovation being considered is the “integral ship-weapon module” that is a fully stressed part of the vessel.

The paper describes the ONR sponsored advanced development program for CCL. Design analysis, computer simulations, and test data from eighteen test firings are provided. Notional ships, including an “Arsenal Ship,” are shown with CCL weapon modules.

Hull-Generated lntermodulation Interference: An Insidious Electromagnetic Compatibility Foe L. I: Nosek In the constant battle to maintain the highest degree of electromagnetic compatibility (EMC) between installed radio frequency transmitters and receivers, the Navy has developed certain specifications, inspections, and tests to help reduce and quantify the degree of electromagnetic interference (EMI). Where EM1 still exists, the Navy has developed certain fixes to correct EM1 including filtering and frequency management. In spite of all these valiant efforts, hull-generated intermodulation interference (IMI), especially at high power, high frequencies (HF), secretly works to undo all of these preventative and corrective efforts. Hull-generated IMI is perhaps the most insidious form of EM1 for it is impossible to eradicate. A ship with nine 1000-watt HF transmitters has the potential to gen- erate 271,656 IMI frequencies. A typical communications suite on a combatant vessel has 1179 potential victim re- ceiver frequencies. This paper introduces a hull-generated intermodulation product (IMP) prediction computer model, programmed in Microsoft Excel v5.0. This computer model takes bequency and mode information from a shipboard communications plan and the latest hull-gener-

ated IMP orders measured and predicts IMI victim receive frequencies and corresponding HF IMI source transmitter frequencies. From this information, a communications plan can be constructed to reduce the adverse effects of hull-generated IMI.

S E S S I O N

3B Engineering for the Littorals

Meeting the 2Isf Century with SMART Mission Flexibility R.K. Akxander and L. Olmstead A revolution is underway in the design, production and installation of the Navy/Marine Corps team’s command, control, communications, computers and intelligence (C‘I) vision and strategies, which is significantly reducing costs, and dramatically improving the battle readiness of tomorrow’s forward deployers. A strong emphasis on research and development in support of keeping our ships forward deployed, has enabled the design, development and installation of the Shipboard Modular Arrangement Reconfiguration Technology (SMART) systems in ships.

SMART is a methodology for installing equipment in shipboard spaces that will provide the fleet with enhanced mission flexibility to meet urgent new requirements. The heart of this technology is a track rail system, similar to that used by the aircraft industry, which enables equipment to be bolted to the deck, bulkheads or overhead, and meets all shipboard shock and vibration requirements. Once the track system is installed, the fleet can reconfi- gure designated spaces to receive new systems, install equipment upgrades, position cross-decked systems, or rearrange work areas with minimal industrial work (welding, grinding, lagging, painting, etc.), with maximum cost savings. Key C41 spaces such as Tactical Flag Command Center (TFCC), Joint Operations Center UOC), Commu- nication Centers, etc., can be reconfigured as required, often overnight, even underway, using shipboard personnel. Thereby, new technology insertion can enable rapid deployment of state-of-the-art technologies much faster than the standard method of welding foundations in place to support various equipment installations.

The SMART system includes a Foundation Track Sys- tem, modular-connectonzed power and lighting, as well as modular workstations. The effort has been funded by the ATC office and developed through the action of the C41 Modular Implementation Working Group (MIWG).



Environmental Compliance: Requirements and Technology Opportunities for Future Ships A.D. Nickens, J.R Pizzino and C.H. Crane Navy ships must be able to operate anywhere in the world and visit any port unencumbered by environmental restric- tions. The Office of the Chief of Naval Operations (OCNO) has formulated a vision for the environmentally sound ship of the 21st century which wdl ensure compliance with environmental requirements applicable to Navy ships while maintaining fleet effectiveness and readmess.

The Naval Sea Systems Command is developing systems, equipment, and procedures to process and manage ship wastes in an environmentally responsible manner without compromising operational flexibility or sailors’ quality of life.

Shipboard equipment has been developed to process paper, cardboard, food, metal, glass, and plastic wastes into environmentally acceptable forms for discharge and/ or return to shore. Improved and advanced thermal destruction technologies are being investigated for the at- sea disposal of solid wastes on large ships. In order to phase out the use of ozone-depleting substances (ODSs), backlit kits are being developed to enable existing shipboard cooling plants to use non-ODs refrigerants and optimized non-ODS cooling systems are being designed for future ships. Non-ODS firefighting agents and alternative fire protection systems are being developed for new ships. For liquid wastes, ultrafiltration membrane technology is being developed for oily waste polishing and non-oily wastewater treatment. A thermal destruction system will be developed as the centerpiece of an integrated liquid waste processing system for future ships. Substitute products and processes are being identified for thousands of shipboard and ship-support uses of hazardous materials. New shipboard paints are being formulated to reduce reg- ulated air emissions. Substitutes for asbestos are being implemented to address environmental and human health concerns.

Architecting a System for the Navy Theater Wide Mission: The Standard Missile Solution A.K. Patel, K. Kjos, RA. Sass0 and S. Robinson There is an urgent requirement to rapidly deploy defenses against Theater Ballistic Missiles (TBMs) aboard naval ships at sea. In order to counter the use of TBMs to target military positions, personnel, and terrorize civilian popu- lations, the United States’ rapid deployment policy lever- ages on the Navy’s high mobility as the first force to arrive on scene.

While most of the TBMs in threat countries’ inventories today are of the shorter range SCUD varieties, longer

range versions are in development by a number of third world countries. Longer range TBMs can threaten more targets, and their higher velocities reduce the effectiveness of terminal defenses. The overwhelming majority of TBM threats are of the SCUD-B (300Km) and greater range and spend between forty- to ninety percent of their total flyout time in the exo-atmosphere. These targets create the need for Standard Missile Lightweight Exo- atmospheric Projectile (LEAP) to provide the Navy’s Theater Wide Defense capability

The Navy Theater Wide TBM Defense (NTW TBMD) development is an evolutionary step beyond the Navy Ter- rier LEAP Technology Demonstration Program (Terrier LEAP) and SM-2 Block IK This phase of the program called Standard Missile-X (SM-X), was initiated in July 1995. The objective of the SM-X program is to demon- strate an intercept of a representative tactical ballistic missile (TBM) target using the SM-X integrated with the Aegis Weapons System (AWS). The SM-X missile uses existing SM-2 Block IV and Ballistic Missile Defense Or- ganization (BMDO) developed LEAP technology to the greatest extent possible. In addition, the missile design minimizes configuration changes from the demonstration to the User Operational Evaluation System (UOES).

The SM-X flight test program consists of five flight tests: two control test vehicles (CTVs) and three guided test vehicles (GTVs). Each flight test will increase in scope, with the final three missions being planned inter- cepts of a TBM representative target.

The paper will describe the SM-X missile architecture. In addition, a summary of the trades leasing to the selec- tion of key features of the missile and associated architecture will be discussed. A summary of the risk reduction efforts towards the flight test program and current status will also be provided.

Joint Logistics Over-the-Shore Operations in Rough Seas ?: kughters Joint Logistics Over-the-Shore ULOTS) operations are the unloading of ships without the benefit of lixed port facilities. Container ships, RO/RO ships, break bulk ships, heavy lift ships, and tankers are the most common merchant vessels utilized in JLOTS to transport military cargo. The CINCs can not meet JLOTS cargo throughput requirements because all ship-to-shore systems fail to operate in sea state three conditions.

Merchant ship cargo unloading to lighterage is one of the major weak links in achieving the CINCs requirement. Ground swells increase the unloading problems and can cause excessive ship and lighterage motions thereby cre- ating extremely dangerous conditions. New technology is currently being developed by the Navy, Army, and DARPA to improve the offshore unloading of the various types of


A W E Day 1997 Technical Program

merchant ships normally used in JLOTS operations, but to date, technology has not been able to satisfy the sea state three requirements. Several new JLOTS subsys- tems were recently tested as part of an OSD sponsored joint service test and evaluation program called JLOTS 111. Test operations above sea state two were not possible. Lighters, cargo transfer systems, and personnel did not have the capability or training to perform in sea state three as currently required by military doctrine.

Subsequent to the JLOTS I11 testing, a number of R&D innovations have been examined and a Heavy Weather JLOTS Option Study has been completed. This option study has defined and characterized all the issues (weak a s ) related to heavy weather operations and has identified and/or developed concepts to eliminate the problems and improve overall JLOTS operational efficiency

This paper discusses the current state of affairs of JLOTS technology developments from a joint service per- spective with regard to this question: Can emerging technology in combination with improved training and command and control provide a heavy weather JLOTS capability which is affordable?

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ASNE Day 1997 Technical Program