scholarly journals Control System for and Sea Operation Experience With CODOG-Powered Frigates

1967 ◽  
Author(s):  
Stig Olof Svensson
Keyword(s):  
United States ◽  
Control System ◽  
The United States ◽  
Reduction Gear ◽  
Operational Experience ◽  
Jet Engine ◽  
Power Turbine ◽  
Twin Screw ◽  
Prime Movers ◽  
Safety Systems

The Royal Danish Navy frigate Peder Skram successfully passed her sea trials on March 15–19, 1966, and has been in operation for about nine months, with an accumulated gas turbine operation of 490 hr at the end of December 1966. The frigate has twin-screw CODOG propulsion machinery consisting of a 22,000-shp jet-engine-fed power turbine and a 2400-shp two-stroke diesel engine. These two alternative prime movers drive the propeller shafts with controllable-pitch propellers through a common reduction gear including freewheeling clutches. The control system is described, embracing the governor system, the maneuvering system, and the instrumentation and safety systems. Operational experience at sea, including parts of the trials, is described, as well as experience gained by the Royal Danish Navy, including the voyage made by the frigate to the United States in October–December 1966.

Redefining Propulsion and Power Systems for the United States Navy’s 21st Century Destroyer: DDG 1000

2010 ◽  
Author(s):  
Andrew Bigley ◽  
Matthew Driscoll
Keyword(s):  
United States ◽  
Power Systems ◽  
Gas Turbine ◽  
Power Distribution ◽  
Gas Turbines ◽  
The United States ◽  
Operational Experience ◽  
Twin Screw ◽  
Prime Movers ◽  
Surface Combatant

For the past 40 years, the United States Navy has utilized a standardized machinery configuration on its surface combatant cruisers and destroyers. Large gas turbines (18.5 MW) directly coupled to a twin screw drive train and smaller gas turbine engines (2.5–3.0 MW) feeding a common electrical bus provided ships propulsion and power requirements. This consistent design approach afforded an opportunity for the Navy to hone its operational and maintenance strategies with a focus on enhancing reliability. DDG 1000 provides a unique machinery arrangement with which the Unites States Navy has minimal operational experience, with small and large Gas Turbine prime movers all producing power to an integrated power distribution network servicing both propulsion and ships service power requirements. This new all electric platform design produces some unique challenges for both the prime movers and electrical distribution. This paper explores gas turbine operating profile, reliability centered maintenance, transient engine response, power quality requirements and power distribution architecture as they apply to this new surface combatant. Comparisons will be drawn between the Navy’s legacy system applications with an emphasis on how the new ship design requires innovative support approaches. Additionally, contrasts are articulated between defined military specifications and testing requirements for legacy applications and the amorphous standards for dual spool applications.

The United States Navy “Standard Day” for Marine Gas Turbines

2017 ◽  
Author(s):  
John Hartranft ◽  
Bruce Thompson ◽  
Dan Groghan
Keyword(s):  
United States ◽  
Gas Turbine ◽  
United States Navy ◽  
Gas Turbines ◽  
The United States ◽  
Industrial Applications ◽  
Jet Engines ◽  
Jet Engine ◽  
Advantages And Disadvantages ◽  
Power Capability

Following the successful development of aircraft jet engines during World War II (WWII), the United States Navy began exploring the advantages of gas turbine engines for ship and boat propulsion. Early development soon focused on aircraft derivative (aero derivative) gas turbines for use in the United States Navy (USN) Fleet rather than engines developed specifically for marine and industrial applications due to poor results from a few of the early marine and industrial developments. Some of the new commercial jet engine powered aircraft that had emerged at the time were the Boeing 707 and the Douglas DC-8. It was from these early aircraft engine successes (both commercial and military) that engine cores such as the JT4-FT4 and others became available for USN ship and boat programs. The task of adapting the jet engine to the marine environment turned out to be a substantial task because USN ships were operated in a completely different environment than that of aircraft which caused different forms of turbine corrosion than that seen in aircraft jet engines. Furthermore, shipboard engines were expected to perform tens of thousands of hours before overhaul compared with a few thousand hours mean time between overhaul usually experienced in aircraft applications. To address the concerns of shipboard applications, standards were created for marine gas turbine shipboard qualification and installation. One of those standards was the development of a USN Standard Day for gas turbines. This paper addresses the topic of a Navy Standard Day as it relates to the introduction of marine gas turbines into the United States Navy Fleet and why it differs from other rating approaches. Lastly, this paper will address examples of issues encountered with early requirements and whether current requirements for the Navy Standard Day should be changed. Concerning other rating approaches, the paper will also address the issue of using an International Organization for Standardization, that is, an International Standard Day. It is important to address an ISO STD DAY because many original equipment manufacturers and commercial operators prefer to rate their aero derivative gas turbines based on an ISO STD DAY with no losses. The argument is that the ISO approach fully utilizes the power capability of the engine. This paper will discuss the advantages and disadvantages of the ISO STD DAY approach and how the USN STD DAY approach has benefitted the USN. For the future, with the advance of engine controllers and electronics, utilizing some of the features of an ISO STD DAY approach may be possible while maintaining the advantages of the USN STD DAY.

The fast-neutron breeder fission: development, operational experience, and implications for future design in the United States

1990 ◽  
Vol 331 (1619) ◽  
pp. 323-338
Keyword(s):  
United States ◽  
Fuel Cycle ◽  
The United States ◽  
Commercial Application ◽  
Operational Experience ◽  
Market Penetration ◽  
Future Design ◽  
Reactor Technology ◽  
The Status ◽  
Design Activities

As the need for breeder technology in the United States has receded into the more distant future, it has become clear that an alternative justification must be found for continued priority development of sodium-cooled fast-reactor technology. Both the modular high-temperature gas-cooled reactor and the liquid-metal-cooled reactor (LMR) have technical attributes that provide more simple and transparent solutions to some of the problems confronting the nuclear enterprise, in addition to their potential for greater market penetration, resource extension, and waste management improvements. For the past five years, the LMR development programme in the United States has attempted to use these technical attributes in more innovative ways to provide more elegant solutions for the practical commercial application of nuclear energy. This paper discusses the reasons and status of the technological approaches that have evolved to support these policy considerations. For the LMR, efforts are focused on four interrelated development thrusts: (1) increased use of standardization; (2) passive safety approaches; (3) modularity; and (4) improved fuel cycle approaches. The paper also discusses the status of related design activities being conducted by the General Electric Company and a team of U. S. vendors.

WICHITA MOUNTAINS SEISMOLOGICAL OBSERVATORY

Geophysics ◽  
1961 ◽  
Vol 26 (3) ◽  
pp. 359-373 ◽  
Author(s):  
M. G. Gudzin ◽  
J. H. Hamilton
Keyword(s):  
United States ◽  
United Kingdom ◽  
Control System ◽  
Air Force ◽  
The United States ◽  
Research Projects ◽  
Nuclear Testing ◽  
Wichita Mountains ◽  
Seismological Observatory ◽  
Nuclear Tests

The Wichita Mountains Seismological Observatory was engineered and is now being operated under the technical supervision of the Air Force Technical Applications Center (AFTAC) by The Geotechnical Corporation of Garland, Texas. The work is being performed as a part of Project VELA Uniform, under the overall direction of the Advanced Research Projects Agency (ARPA). The seismological equipment used is identical to that recommended in 1958 by the Conference of Experts for detecting violations of a possible agreement on the suspension of nuclear tests. The equipment recommended is quoted in Appendix I attached to this report. This is the first station to be built employing the recommended instrumentation and the capabilities of a control system using such instrumentation have not been determined. The observatory’s performance should be of great interest to delegates of the United States, United Kingdom, and U.S.S.R. who are currently negotiating in Geneva for a ban on nuclear testing.

The Marketing of Potentially Toxic Pesticides Worldwide: The Issues and a Proposed Control System

1988 ◽  
Vol 7 (1) ◽  
pp. 203-218 ◽  
Author(s):  
Michael G. Harvey
Keyword(s):  
United States ◽  
Control System ◽  
Side Effects ◽  
Multinational Corporations ◽  
Environmental Protection Agency ◽  
The United States ◽  
Protection Agency ◽  
Foreign Countries ◽  
Boomerang Effect ◽  
And Control

It is estimated by 1990 United States based multinational corporations (MNCs) will export over one billion dollars or pesticides and chemicals that have been banned by the Environmental Protection Agency (EPA) for sale in the domestic market. The potential environmental hazards and dangerous side effects to inhabitants of foreign countries could be devastating. This article examines the growth of sales of pesticides which have been banned domestically, why they create such a hazard in foreign countries as well as a “boomerang effect” in the United States, and explores a means to more adequately monitor and control the sale of these pesticides worldwide.

Early Internal Control Practices in the United States Army and the Evolution of Internal Control Practices in Businesses

2019 ◽  
Vol 47 (1) ◽  
pp. 1-18
Author(s):  
William F. Bowlin
Keyword(s):  
United States ◽  
Control System ◽  
United States Army ◽  
Internal Control ◽  
The United States ◽  
Internal Controls ◽  
Effective Control ◽  
Effective Use ◽  
The U.S

ABSTRACT This research analyzes, via an examination of documents from a frontier fort, Fort Abercrombie, Dakota Territory, the internal controls the U.S. Army had in place in the mid-1800s. Findings include: (1) that there are controls in place that safeguard assets, encourage efficient and effective use of funds, and comply with appropriations passed by the U.S. Congress; (2) the army's control system is similar in nature to the effective control system identified by the Committee of Sponsoring Organizations of the Treadway Commission; and (3) the army contributed to the evolution of internal controls in business.

USS Oliver Hazard Perry (FFG-7) Guided Missile Frigate Propulsion System Land Based Test Site Operational Experience

1979 ◽  
Vol 101 (3) ◽  
pp. 397-403
Author(s):  
D. J. Jung
Keyword(s):  
Control System ◽  
Gas Turbines ◽  
Test Site ◽  
Propulsion System ◽  
Vibration Monitoring ◽  
Reduction Gear ◽  
Operational Experience ◽  
Engine Fuel ◽  
Engine Vibration ◽  
The Many

This paper discusses the operational experiences of the gas turbine propelled guided missile frigate Oliver Hazard Perry (FFG-7 Class) Propulsion System Land Based Test Site (PSLBTS) built at the Naval Ship Engineering Center, Philadelphia Division of Philadelphia, Pa. This test site was constructed as part of the “fly-before-buy” concept now required by the Department of Defense for major systems acquisitions. The test site functionally duplicated the entire main propulsion system of the actual shipboard installation. It provided the first integration of the principal machinery equipment: the main propulsion gas turbines, reduction gear, controllable pitch propeller, and propulsion control system. Construction of the leadship was concurrent with the testing at the PSLBTS, thus requiring timely resolution to the many operational, installation and design problems uncovered during testing. These included the complete restructuring of the d-c power supply distribution in the control system, the evaluation of re-designed engine fuel controls for Bodie stall problems, the reduction of lateral vibration in the reduction gear input shafts, engine duct installation problems, and engine vibration monitoring circuitry problems. The incorporation of these solutions and others into the lead ship design demonstrated the benefits of shore testing.

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