General Information and Technical Specifications

Ship to Shore Connector (SSC)

Marinette Marine Corporation

Marinette Marine CorporationBest of industry providing lower cost, higher availability, next-generation craft.

SYSTEM INTEGRATIONLEAN MANUFACTURING24/7 GLOBAL SUPPORT

“Distribution Statement A: Approved for Public Release; Distribution Unlimited”

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SWBS Group 200/300 Overview


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SWBS Group 200/300 Overview


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Engines


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Intake


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Exhaust


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Transmission


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Transmission


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Gearbox Concept


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Shafting


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Propulsor


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Propulsor


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Propulsor

1DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

SSC Propulsor Information Exchange

18 August 2009


Content– Thrust / power requirements for two design points– Propulsor loads– Propulsor structural concepts– Foreign Object Damage (FOD) protection requirements– Shroud anti-icing requirements– Blade removal concept


Thrust / Power Requirements

• Power available and thrust required are given for one propulsor unit• Two design conditions

– Craft + Wind speed = 37.5 knots• Power available = 7,530 SHP• Thrust required = 16,795 lbf

– Craft + Wind speed = 51 knots• Power available = 6,415 SHP• Thrust required = 14,250 lbf

• Design temperature = 100 F• RPM at design condition = 1257 (not a requirement, could be changed)• The thrust/power requirements override the Navy design geometry, the

loads table, and any other performance information herein.


Propulsor LoadsLoads are given for:Craft speed + wind = 37.5 knots100 degrees Fahrenheit1257 RPM

The thrust loads in the table are the average loads experienced by the propeller, stator and shroud. An additional 25% thrust gives the maximum loads experienced by the blades.

Currently, we have no hard requirement for reverse thrust. We’re working to a maximum negative pitch of 35 degrees.

NOTE: Loads in the table are not finalized; analysis is still in process. The table is provided as a reference, but the load requirements shall be calculated as a function of the thrust & power requirements.


Structural Design Concept• Rotors, stators, shroud and rudders shall

all be constructed using a carbon fiber composite

• The shroud concept is designed with a focus on minimizing axial stiffeners, especially in the region of the rotating propeller. This focus is intended to minimize the mechanical stresses that are induced in the shroud by the unsteady pressure pulses that exist about the propeller blade tip.

• The shroud is constructed from a corrugated style carbon web that is continuous from leading edge to trailing edge.

• The shroud is attached to the deck of the craft through two feet that mate to the shroud corrugated structural web.

• All thrust must be transferred to the hull through the shroud mounting feet.


Structural Design (Conceptual)• The stators are constructed from a

corrugated carbon core. Aerodynamically shaped leading and trailing edges are manufactured separately and are mechanically attached, to facilitate later removal. The pressure and suction skins are manufactured from carbon and are also mechanically attached. This manufacturing approach makes interior space available for running cables, hydraulic lines, etc.

• Individual stators shall be removable.

Stator Interior

Assembled Stator


Foreign Object Damage (FOD)– The Foreign Object Damage (FOD)

screen consists of a conical support frame and a net.

– The FOD screen shall protect the propeller, stator and shroud leading edge against ingestion of objects from the forward direction.

– The FOD screen shall protect the propeller, stator and shroud leading edge from objects with kinetic energies of up to 200 N-m/s at forward speeds, including masses up to 30 kgs.

– The FOD net shall stop objects greater than 100 mm in diameter.

– The FOD frame shall consist of nine equal sections, with no opening greater than 0.4m^2. The FOD frame shall be constructed of a composite material.

– The shroud shall have provisions for the attachment of a forward Foreign Object Damage (FOD) screen.There shall be no less than nine attachment points. Each attachment shall be capable of supporting a 2.5 kN load in any direction. The attachment points shall be on the outside surface of the shroud at least 180 mm aft of the shroud leading edge.

– The support structure of the FOD screen shall withstand point loads of 1 kN in any direction.

– The conical frame shall be approximately 1.2 m deep.

– The conical frame shall include a section that opens to permit personnel access to the propeller.


Anti-icing• The propulsor shall be protected from icing damage

by the use of an electric thermal anti-icing system.• The icing system shall operate on the leading edge of

the shroud as shown in the figure. • Currently, the anti-icing system is required on the

shroud leading edge only. We're reluctant to add anti-icing capabilities in the propeller sweep area because of the pressure pulses in that region. Our proposed philosophy – anti-icing on the shroud leading edge only – is similar to LCAC which has functioned adequately. We would be interested in opinions from the structural design standpoint.

• The ultimate purpose of the anti-icing system is to prevent damage to the propeller. Ice cannot be allowed to build up on the shroud leading edge because it can break off and impact the spinning propeller.

• Power assumed for each anti-icing system (one port, one starboard) is 1.5kW at 28Vdc

• The machinery system components shall start and continue operating with ambient air temperatures between -12.2 and 37.8 degrees C and relative humidity up to 100 percent – the anti-icing system must prevent ice within this range.

Anti-icingregion


Shroud void (for rotor blade removal)• Access void at bottom (6

o’clock) of shroud (conceptual)• Void is large enough to allow

removal of one de-pitched rotor blade

• Void is not larger than necessary for single blade removal

• Void does not disrupt structural ribs within the shroud

• Void is filled by a plug during operation

Void/Plugconcept


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Ship-to-Shore Connector (SSC)

Lift Fan Information Exchange

26 August 2009


Content

• Design Points

• Lift Fan System Overview

• General Requirements

• Loads

• Navy Concepts


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Design Points

• Lift Fan Discharge Pressure = 7,641 Pa (159.6 psf)

• Lift Side Flow Rate (two fans) = 234 m3/s (8,260 ft3/s )

• Bow Thruster Thrust > 22.2 kN (5,000 lbf) – Total for two bow thrusters

– J=36 kts (Wind + Craft Speed)

• Ambient Air Temperature = 38oC (100oF)


Drive Train

Transmission System – Elevation View

Transmission System – Plan View


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Lift System

• Centrifugal fan• Double width, double inlet impeller with

26 cambered blades• One lift fan per drive train• Impeller materials

– Center Disc: AA6061-T6 Aluminum plate

– Shroud: Formed AA5083 Aluminum– Blades: Extruded AA6061-T6 Aluminum– Spinner: Composite– Volute: Composite– Bearing/Shaft support structure:

AA6061-T6 Aluminum extrusions and plate

• 100% operating speed (N2): 1715 RPM• Geometry IAW drawing package


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Bow Thruster

• Nozzle bow thruster (BT)

• Electrically actuated control

• BT design concept– Circular inlet and elliptic

outlet for low aero losses

– Membrane-shaped single splitter separating upper and lower nozzles to reduce loads, increase vibration frequency, and eliminate cross centerline vertical plate

– Splitter at inlet serves as flow-enhancement vane

Upper�Nozzle

Lower�Nozzle

Curved�Splitter�Plate


General Requirements

• Individual impeller blade rapidly replaceable onboard craft

• Blade attachment bolts shall not exceed 102 mm in length

• The volute shall have a horizontal bolt joint split below the shaft

• Volute local reinforcing elements may be used to maintain a 2772mm longitudinal fan width (maximum)

• Two accesses shall be provided on the inboard side of the volute– One above the bolt joint to access blades for removal

– One below the bolt joint to access the top of the cushion vanes

• Structural requirement for lift-fan hull opening to house below-the-deck volute diffuser


Loads

• Impeller shall be structurally designed at a nominal speed of 1715 RPM and shall survive a water ingestion of 300 liters/sec without effecting its performance.

• Impeller shall be designed for 30 minute overspeed at 2092 RPM.

• Volute and transitional duct designed at an internal air pressure of 8.3 kPa at 100% N2 and a simultaneous external wave slap load of 51.7 kPa.

• BT nozzle designed at 17.3 kN thrust normal to its exit plane, 11.7 kPa internal air pressure, 17.2 kPa peak internal pressure, 16.7 kNhorizontal and 22.3 kN vertical reactions at the nozzle base.

• Cyclic loads used for fatigue design shall be calculated based on both:

– The impeller operating for the life of the craft at ANSI/AMCA Standard 204-05 “Balance Quality and Vibration Levels for Fans” seismic vibration velocity limits.

– The impeller operating with an imbalance of 90,000 g.mm for 240 minutes.


Navy Lift Fan Structural Concept

• Above deck lift fan structure design– BT maintenance stand with the

electric actuator installed below the stand

– Transition duct between the lift fan volute and BT - Composite

– T-shape bearing support (exploring alternative designs)


Navy Concept for Blade Attachment

• Blade root to center disc– Eight 14mm bolts

• Blade tip to shroud– Four 10mm bolts

• Non-extruded sections (caps) welded to extruded section

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Non-extruded blade root section, welded to blade and used to attach blade to the center disc


Bow Thruster Fabrication Concept

• BT Materials

– Low curvature areas:Generally 1/8” GRP skins on 0.75” thick PVC core, for total thickness of 1”

– High curvature areas:Generally 3/8” solid GRP.

– Buildups at joints and edges.

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• Built as two independent nozzles (upper and lower)

• Molding nozzle halves– Nozzle inner surface molded

– Upper nozzle most complicatedo Draft exist if part is rotated off mold

o Part will be flexible and could be removed with small negative draft

– Lower nozzle halves fabricated in a similar manner

• Joining nozzle halves– Nozzle halves trimmed

– Aligned on a collapsible jig

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• Joining nozzle halves– Nozzle halves joined by GRP

Tabbing, Bonded Overlap or Bonded Molding

• Joining upper and lower nozzles

– Lower nozzle fabricated similarly to upper nozzle

– PVC Core bonded to upper side of lower nozzle

– Upper and Lower nozzles bonded together, aligned by inner collapsible jigs

– Nozzle joined shells and PVC Core form sandwich composite.

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• Final Reinforcement– Critical areas reinforced with gap fillers and over laminates

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Craft OverviewCraft Overview

2Distribution Statement A: Approved for public release; distribution is unlimited.

Principal CharacteristicsPrincipal Characteristics

• DIMENSIONS– Length, Overall: 27.978 m (91.80 ft)– Length, Buoyancy Box: 24.524 m (80.46 ft)– Overall Beam: 14.544 m (47.71 ft)– Beam, Buoyancy Box: 13.310 m (43.67 ft)– Air draft on cushion: 8.047 m (26.40 ft)

(nav mast folded)

• POWER REQUIREMENTS– 17,000 kW (22,800 hp) MIR; – 15,600 kW (20,900 hp) MCR

• SUSTAINED SPEED in excess of 35 kts– @ 1.4 m SWH, 37.7C (100F), w/payload (74 ST),

86nm mission fuel


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Component Selection

Hull material Aluminum Alloy 5083

Use of Composites Shafting, Propulsor Blades, Shroud, Lift Fan Volute, Bow Thruster Nozzle, Rudders, and FOD Screens

Engines Four Gas Turbines

Gearbox Quantity Two (One per side)

Propulsors Two (One per side), Post-Swirl, Controllable Pitch, with 6 Blades and 7 Stators

Bow Thruster Type Low-profile, Nozzle Type

Lift fan quantity, Diameter, type and volute

Two (One per side), 1753mm (5.75 ft) diam, Centrifugal, and Dual Discharge Volute

Electrical Distribution 60 Hz

Navigation Sensors Embedded GPS/INS System, DAGR Backup GPS, Magnetic Compass

Engineering Control Engineering Control System with ICAS based Condition Based Maintenance

Craft Controls and Displays Pilot/Co-Pilot (vs Craft Master, Navigator and Engineer)

Power Generation Two Gear Driven Generators (One per side), and 2 APU

Summary of Functional BaselineSummary of Functional Baseline

Distribution Statement A: Approved for public release; distribution is unlimited.

Outboard ProfileOutboard Profile


Access PlanAccess Plan


MidshipMidship SectionSection


Machinery ArrangementsMachinery Arrangements


Electrical System OneElectrical System One--LineLineDiagramDiagram


C4N SystemC4N System

• The Government will specify with non deviation Contract Drawings and specifications and the contractor will integrate and install:– HF/VHF/UHF Radios (GFE)

– AADS Hardware (GFE)

– GPS/INS System Hardware (GFE)

– Condition Based Maintenance (CBM) Software (GFE)


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Pilot/CoPilot/Co--Pilot Command DeckPilot Command Deck

Distribution Statement A: Approved for public release; distribution is unlimited.

SSC Auxiliary AssemblySSC Auxiliary AssemblyActuators

Prop Pitch Rudder Cushion Vane Bow Ramp Stern Ramp

Fire Suppression Fuel Sys

Engine Compt Fuel Pump Rm Modules & Cargo Deck

LO Cooler HVAC Water WashE/R Cooling


General Information and Technical Specifications

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