DCI'S APPEARANCE BEFORE GEORGETOWN VISITATION STUDENTS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80M00165A002400070001-1
• Release Decision: RIPPUB
• Original Classification: K
• Document Page Count: 23
• Document Creation Date: December 15, 2016
• Document Release Date: February 20, 2004
• Sequence Number: 1
• Publication Date: October 25, 1977
• Content Type: MF

AT
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MEMORANDUM FOR: Director of Central Intelligence
FROM . Herbert E. Hetu
Assistant for Public Affairs
SUBJECT
DCI's Appearance Before Georgetown Visitation
Students
REFERENCE . DCI Scheduling Item Sheet from
1. Action Requested. Your approval to greet approximately
40 Georgetown Visitation students in a "Problems of Democracy"
class and take questions for 10-15 minutes.
2. Background. This is a class of high school students
from Georgetown Visitation Preparatory School for girls. You
have agreed to meet with them. I propose to schedule you first
and then provide them a half hour general briefing on intelligence
by the Agency's senior briefer. The session
will be held in the DCI Conference Room. The class has given
us three dates: 13, 15 or 20 December. We will arrange the date
and hour in accordance with your
Attachment
Reference
: Ul 87 . e,?.,.as -2 -rte
APPROVED TZ' her
.
Director of Central Intelligence
Director of Central Intelligence
CCta F
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Mr. Douglas P. Bennett
Attorney at Law
1776 F Street, Northwest
Washington, D. C. 20006
Dear Doug,
Thank you for your thoughtful letter of 18 October. We
are delighted you have decided to stay in this area.
Although I have the same job you remember- my having, I
miss my periodic trips to the White House to compare notes
with you. We often look back on the "Bush Era" here with a
certain amount of nostalgia. Incidentally, he sends me a note
from time to time.. .mostly concerned with qualified people he
has bumped into who have an interest in the Agency.
A mutual friend told us that George's profile will emerge
prominently on the national political scene in the months ahead.
You can bet Jan would welcome volunteer work for George Bush
at the drop of a ha.t.
Thanks for writing.
Sincerely,
-Evans : sk
V~ - ER
1-ES
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)1&14;7-n, - X& 2
October 18, 1977
Dear Ben,
After leaving the White House and having had a wonderful op-
portunity to become "reacquainted" with Sandi and our children, including
the happy arrival of twin daughters in May, I began practicing law this
summer here in Washington. A friend of mine, who has been
practicing here for a number of years, and I have worked out an informal
relationship which we hope will develop and grow as time passes. It's a
pretty exciting thing for me and I'm plugging away to bring about good
results.
I trust life is happy and full of gratification for you. I've cer-
tainly appreciated our friendship and look forward to strengthening it in the
years ahead.
Best regards.
Sincerely,
r Douglas P. Bennett
P.S. We anticipate moving into new offices about the turn of the year, but
in the meantime I can be reached 1777 1
qc,%,3 . c,... "- ~ As,o _%. 01%_- c\ \
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AIAA/SNAME
Advanced
Marine
Vehicles
Conference
(With the cooperation of
the U.S. Navy)
Sheraton Inn-Airport
San Diego, Calif.
February 25-28, 1974
The Advanced Marine Vehicles Conference to be
held at the Sheraton Inn-Airport, San Diego, Calif.,
February 25-28, 1974, is jointly sponsored by the
American Institute of Aeronautics and Astronautics
and the Society of Naval Architects and Marine
Engineers, with the active cooperation and support of
the United States Navy. The AIAA is the ad-
ministrative sponsor.
The conference will be a significant milestone in
the development of advanced marine vehicles, bring-
ing together the pioneers in each type of the
emerging vehicles. Researchers, designers, and users.
both commercial and military, will present and
discuss the many recent technical advances, as well as
their future plans, hopes, and fears in this challenging
field.
The Program Committee has made an excellent
selection of technical papers, providing a program of
breadth and depth, and a high standard is assured for
each of the six technical sessions. Vice Admiral
Frank H. Price, Jr., will be the keynote speaker at
the banquet. Another highlight of the conference
will be the after-dinner panel discussion by a select
group of policy-makers representing both industry
and the Navy.
A number of advanced marine vehicles, including
the Hydrofoil U.S.S. FLAGSTAF and the Navy XR-
1C Surface Effect Ship, will demonstrate their
capabilities and be available for inspection. The
achievements and capabilities of the leading com-
panies working in the field of advanced marine
vehicles will be presented in the static exhibition,
extending over the full 3-1/2 days. Arrangements are
being made to provide a program of varied and in-
teresting activities for the ladies.
W. J. EGGINGTON
General Chairman
Registration
Conferees must register in the Toledo Room of
the Sheraton Inn-Airport and receive badges. The
registration fees are:
AIAA/SNAME/U.S. Navy San -Diego Sections
members ........... ... $10.00
Other AIAA/SNAME/U.S. Navy members, local
nonmembers, authors, and other program
participants ........................ .$25.00
Nonmembers (nonlocal) ................ $40.00
Student members ...................... None
Student nonmembers ................... $5.00
Registration will begin on Sunday, February
24, from 4:00 PM to 7:00 PM and will reopen the
days of the meeting at 8:00 AM.
Hotel Reservations
AIAA has reserved a block of rooms at the
Sheraton Inn-Airport, 1590 Harbor Island Drive,
San Diego, Calif. 92101; telephone (714) 291-
6400. The rates are $19.00 for Singles and $24.00
for Doubles and Twins. Please specify the name
of the meeting as well as the date and time of
arrival and departure when making room
reservations. The rooms will be held until three
weeks before the meeting and then released for
use by the general public.
Banquet
The banquet on Tuesday will be held in the
Madrid Room. The tickets are $10.00 each and
may be purchased at the meeting.
Speakers' Briefings
Authors who are presenting papers, session
chairmen, and coordinators will meet for a
briefing on the day of their session. _ The
briefings will be held at 8:15 AM in the Madrid
Room. Coffee and rolls will be available.
Technical Papers
Separate copies of the papers can be pur-
chased at the meeting at $1.00 each. The sales
desk will be open during the registration hours.
Technical papers also can be purchased from
AIAA after the meeting at $1.50 each to members
and $2.00 each to nonmembers.
Incoming calls to conferees should be directed
to [phone]. Messages will be recorded and
passed on to the person by means of an in-
formation bulletin board. It will not be possible
to page conferees.
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General Chairman
WILFREDJ. EGGINGTON
Chairman, High Speed Surface Craft Panel, SNAME
Rohr Industries, Inc.
Technical Co-chairmen
CAPT. HENRY P. RUMBLE, USN (Ret)
Scripps Institution of Oceanography
NILS SALVESEN
Naval Ship Research and Development Center
Navy Sponsor
CAPT. EUGENE H. MOYER, USN
Naval Material Command
Aircraft/Vehicle Interface Problems
ADM. JAMES S. RUSSELL, USN (Ret.)
Hydrofoil Craft
C. THOMAS RAY
The Boeing Co.
Surface Effect Ships
RADM. NATHAN SONENSHEIN, USN
Naval Material Command
Vehicle Demonstration Chairman .
ROBERT H. KRIDA
Naval Air Systems Command
Exhibits Chairman
J. ROBERT DOUDNA
American Institute of Aeronautics and Astronautics
Administration Co-chairmen
JOHN ANGLES
National Steel and Shipbuilding Co.
MORRIS LEBOVITS
Global Marine Engineering Co.
Small Waterplane Area Twin Hull Ships
SIDNEY HERSH
Consultant
Amphibious Surface Effect Vehicles
JAMES L SCHULER
Naval Ship Systems Command
Technology Advancement
RADM. ROBERT C. GOODING, USN
Naval Ship Systems Command
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 AIAA/SNAME Advanced Marine Vehicle Conference
Advanced Marine Vehicles Conference
MONDAY/FEBRUARY 25
9:00 AM Welcome Page
The Aircraft/Advanced Marine,Vehicle Interface
..........:....95
2:00 PM Hydrofoil Craft ................... .
6:30 PM Hosted Cocktail Party (Exhibition Room)
TUESDAY/FEBRUARY 26
9:00 AM Surface Effect Ships ....... .
1:30 PM Advanced Marine Vehicles and Radio. Controlled Model Demonstrations ..........
97
6:00 PM No-Host Cocktail Party ............. .
....................
.............. 98
7:30 PM Banquet-Speaker: VADM Frank H. Price, Jr . .................. .
WEDNESDAY/FEBRUARY 27
9:00 AM Amphibious Surface Effect Vehicles ....... .
m
ll
2:00
a
.... .,
-??uterpiane-Area i win-Hull Ships .............. .
8:00 PM Panel Discussion: The Future of Advanced Marine Vehicles ................... 100
THURSDAY/FEBRUARY 28
9:00 AM Technology Advancement ......... .
...................................100
Note: All functions will be held in the Madrid Room of the Sheraton Inn-Airport Hotel, San Diego, Calif.
Sunday/February 24
4:00 PM to 7:00 PM/Toledo Room
Sheraton Inn-Airport
REGISTRATION
Conferees are urged to register during this time in order to avoid delays the first day of the meeting.
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Monday/February 25
WELCOME
WILFRED J. EGGINGTON, General Chairman
Chairman: ADM. JAMES S. RUSSELL, USN, (Ret.), Tacoma, Wash.
(74-300) Conceptual Options for Future Aircraft-
Ship Operations. J. J. MULQUIN, Naval Air Systems
Command. Washington. D.C.
Mounting new pressures are forcing naval aviation
away from classic equipment. tactics, and procedures
that have characterized it for some 50 years. They
include cost, manning. performance, and a host of
factors relating to the Navy's future role in over-all
national policy. These dynamic shifts in emphasis
introduce. simultaneously, challenges to be overcome
and opportunity to be exploited. This discussion
explores developing Navy air mission alternatives and
attempts to establish logical and practical links with
advanced marine vehicle technology, relationships
that bear directly upon the composition. character,
and quality of the Air Navy in the crucial 1980's.
(74-301) Wind Modification over the Flight Decks
of High-Speed Ships. R. D. MURPHY. Naval Ship
Research and Development Center. Bethesda. Md.
This paper examines the effect of utilizing an
aerodynamic shield for flight operations aboard high-
speed ships. As an adjunct to another flight en-
vironment analysis. a-brief investigation was made of
a flow shield which decreased the local deck' wind by
50%-90070. A porous shield installed on an unusual
ship configuration was examined in a wind tunnel.
Although flow visualization techniques revealed an
exceedingly turbulent wake, velocity measurements
define a large deck space where kinetic energy levels
are compatible with current operational procedures.
The results are correlated to flight experience and to
further development.
(74-302) Simulation of the Landing and Take-Off of
a VTOL Aircraft on a Ship in a Random Sea. J. C.
GEBHARDT and G. H. DAFFER, CADCOM Inc.,
Annapolis, Md.
(74-303) A New Aircraft/Ship Mating System. KEN
DeBOOY. Boeing Aerospace Co., Seattle, Wash.
Boeing studies of high performance vertical takeoff
fighters designed to operate from small ships not
equipped with catapults and arresting gear indicate
that the tail sitter is the most efficient interceptor.
The tail sitter fighter minimized weight and geometry
problems associated with making all the thrust
available for both the takeoff and the mission. In-
tercept and air-to-air combat missions require takeoff
thrust to takeoff weight ratios consistent with vertical
takeoff requirements. This paper deals with our
approach to the serious problem of providing
shipboard compatibility for this type of tighter.
(74-304) The Design Application of Aircraft
Securing and Traversing Systems to the Surface
Effect Ship. C. A. TOGHE. Navy Combat Systems.
Litton Data Systems Div.. Van Nuys, Calif.
The use of aircraft (VTOL) and helicopter on a
surface-effect ship poses problems because of ship
motions. high heave distances, and high operating
relative wind. The unusual environment has forced
new design to meet the requirements of operations.
yet existing designs suitable for application impose a
severe penalty in weight and ship layout. To for-
mulate a design for an A/C securing and traversing
system, analytic studies and design studies were
performed. The system so designed is described in
this paper. and the criteria and parameters leading to
this selection are discussed in detail. The rejection of
helicopter haul-down also is discussed.
(74-305) Aircraft/Ship Interface Problems; The
U.S. Navy's Program. COMDR. J. R. SMITH, Naval
Air Systems Command. Washington, D.C., and W. S.
MITCHELL. Washington Technological Associates
Inc., Rockville, Md.
The goal of the U.S. Navy Helicopter Compatibility
Program is to provide adequate and proper aviation
facilities in support of helicopter missions. The
aviation facility involves visual landing aids, deck
structure, communications, navigational aids.
mooring aids, safety equipment. servicing, and
maintenance interface areas. Development of op-
timum interface areas is dependent on comparing
aircraft aerodynamic capability with ship
requirements, matching aircraft servicing and
maintenance requirements with ship capabilities,
determining the impact of aircraft safety
requirements on the ship facility, and matching
mission reliability of both the ship and the aircraft.
Careful consideration of these interface areas during
the design phase can insure an effective intergration
of aircraft and ship.
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Monday/February 25
HYDROFOIL CRAFT
2:00 PM/Madrid Room
Chairman.: C. THOMAS RAY, Boeing Aerospace Co., Seattle, Wash.
(74-306) Hydrofoil Development Issues and
Answers. WILLIAM M. ELLSWORTH. Naval Ship
Research and Development Center. Bethesda. Md.
The U.S. Navy has been actively engaged in the
development of hydrofoil ships and craft since the late
1940's. During this period, a number of controversial
design issues have been addressed by analyses, model
experiments. subsystems tests, and full-scale trials of
several experimental prototypes. This paper examines
some of the central technical issues in retrospect and
sets forth conclusions derived from development
efforts. Some of the issues discussed include: surface-
piercing vs. submerged foils; canard vs. conventional
strut-foil configurations; retractable vs. fixed foil
systems; Clap vs. incidence control;, analog vs. digital
autopilots; platforming vs. wave contouring; flat vs.
banked turning; waterjjet vs. propeller propulsion;
and material selection.
(74-307) High Speed and U.S. Navy Hydrofoil
Development. DAVID A. JEWELL. Naval Ship
Research and Development Center, Bethesda. Md.
Beginning with the history of speeds achieved by
hydrofoils worldwide, this account deals with recent
results of the U.S. Navy Advanced Development
Program. This program has gathered information on
platform performance and operational demon-
strations from the HIGH POINT (PCH-1),
PLAINVIEW (AGEH-1). FLAGSTAFF (PGH-l) and
TUCUMCARI (PGH-2). Recent developments in
hydrofoil platform technologies cover automatic
control systems. propulsion and auxiliary machinery,
strut-foil. and hull subsystems. Operations cover total
operational and foilborne times, transit distances.
tlehr'-- collisions, mission equipment demonstrations.
and underway transfer operations. A discussion of
work leading to future larger and faster hydrofoils
concludes the account.
(74-308) Boeing JETFOIL Model 929.100.
WILLIAM M. SHULTZ. Boeing Aerospace Co..
Seattle. Wash.
The Boeing JETFOIL is the world's most advanced
commercial hydrofoil. With fully submerged foils,
automatic stabilization, and waterjet propulsion, it
will cruise at 45 knots in heavy seas with a ride un-
matched by any other high-speed marine vehicle. In
production in Renton, Wash., the first JETFOIL will
be launched in the spring and undergo extensive tests
and service simulations in the Puget Sound/Pacific
Ocean areas. Scheduled commercial passenger
services should commence in October 1974 to Hawaii
and in Hong Kong. Important technical features will
he discussed and cotastruction progress shown.
AIAA/SNAME Advanced Marine Vehicle Conference
(74-309) Special Problems In the Design of
Supercavitating Hydrofoils.GABOR F. DOBAY. and
ELWYN S. BAKER. Naval Ship Research and
Development Center. Bethesda. Md.
A review is made of high-speed phenomena af-
fecting the design of single-strut supercavitating
hydrofoils. Nonlinear theories for the analysis of
section shape are used to show the interrelationship of
section lift coefficient, lift-drag ratio. section
modulus. leading edge stress, and center of pressure.
The special effects of free surface proximity and
gravity are considered using two-dimensional
nonlinear theory. The finite aspect ratio effect is
investigated using a linearized lifting-surface ap-
proach. All these effects are shown to reduce the
cavity length at constant cavitation number. Some
recent model designs at NSRDC will be discussed.
(74-310) A High-Speed Hydrofoil Strut and Foil
Study. RAYMOND WERMTER and YOUNG T.
SHEN. Naval Ship Research and Development
Center. Bethesda. Md.
A program to establish a technology base for the
design of high-speed struts and foils is being un-
dertaken at the Center. The initial program rationale
is described, which then leads into a variety of
detailed analytical and experimental studies of the
characteristics of supercavitating (super-ventilating)
and streamlined foils, and base-vented and
streamlined struts. Preliminary experimental results
on struts and foils in calm water and in waves in
towing tanks with carriage speeds up to 50 knots are
discussed. Experimental systems are being designed.
to further investigate the effects of twist. aspect ratio,
end plates. nose radius, strut ventilation and flutter,
and forced ventilation on cavity control.
(74-311) DEH, A High Endurance Escort Hydrofoil
for the Fleet. R. ARON'ER and R. M. HUBBARD,
Boeing Aerospace Co.. Seattle. Wash.
By exploiting the experience, technology, and body
of design practice produced by a 13-year-investment
in hydrofoil development, this paper describes the
background and results of a practical design synthesis
for a large, open ocean high-endurance hydrofoil
escort ship. Characteristic development emphasizes
the hieh sea state. hieh-speed capabilities inherent in
the 50-knot hydrofoil while retaining substantial
hullborne speed and endurance. Ship's complement
and self-maintenance features reflect a need to
minimize new logistic requirements and the over-all
design approach attempts to avoid exotic system
developments often associated with advanced marine
vehicles. It is concluded that a mission capable
hydrofoil in the 1200-1500 ton range which ap-
preciably advances the tactical utility of the ocean
escort is feasible, viable, and available.
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Tuesday/ February 26
Chairman: RADM NATHAN SONENSHEIN, USN, Naval Material Command
Department of the Navy, Washington, D.C.
(74-312) Recent Progress in Surface Effect Ship
Development. CAPT. MICHAEL C. DAVIS. USN.
Naval Material Command. Washington. D.C.
Accelerated progress has been made in the last two
years in the development of surface effect ship (SES)
technology. This paper contains an overview of the
major areas where progress has been most significant.
A discussion of the primary results of recent manned
SES testcraft operations is provided, including those
of the SES-100A. SES-1006. HM-2. XR-1. and the
new "High L/B" test vehicle. Progress in SES
technical areas. such as hydrodynamics, seals.
structures. propulsion. and ship dynamics, is
summarized. Results of preliminary design studies of
the Navy's 2000-ton SES prototype also are presented.
(74-313) Surface Effect Ships Research with the
XR-IB/C Testcraft. N. L. W EN ER and F. P.
BURKE. Rohr Industries Inc.. Chula Vista. Calif.
(74-314) A Simplified Representation of the Vertical
Plane Dynamics of SES Craft. PAUL KAPLAN and
SYDNEY DAVIS, Oceanics Inc., Plainview, N.Y.
The basic dynamics of sidewall-type surface effect
ships for vertical plane motions (heave and pitch) in
response to waves is established in terms of the
fundamental frequency characteristics and other
critical parameters that affect craft motion. The
affects of leakage variations and seal action in
producing pressure variations, vehicle accelerations.
and motions. etc.. are illustrated by time histories of
motion variables via computer simulation. The
vehicle's basic dynamic characteristics provide insight
into the different aspects of control that may be
applied to achieve improved motion and habitability
performance. A discussion of the problems associated
with scaling model test results, together with
techniques for the proper prediction of full-scale
dynamic performance. also is provided.
(74-315) Hydrodynamic Stability of Partically
Submerged Thin Profiles at High Froude Numbers.
G. C. C. SMITH. Bell Aerospace Co.. Buffalo. N.Y..
and RICHARD P. SHAW. State University of New
York at Buffalo, Buffalo. N.Y.
SES technology involves an order of magnitude
jump in dynamic pressure compared with buoyancy
vessels: 1008 to 2KSES is a similar jump in weight.
Large structures (aircraft, bridges, cooling towers) in
high-speed flow have historically fluttered until such
phenomena were accounted for by appropriate
structural design criteria. Hydroelastic coupling on
the SES is only significant during wave encounter
when dynamic load magnification and fatigue life will
be critically dependent on flutter margin. However.
high Froude number hydrodynamic coefficients for
posing such problems do not exist. Some initial steps
for their formulation will be discussed.
(74-316) Review of the U.S. Navy SES-100A Test
Craft Program. G. D. WESTCOT. Aerojet General
Corp.. Tacoma, Wash.
(74-317) Test and Evaluation of the SES-1006. C. L.
FORREST, Bell Aerospace Co.. New Orleans. La.
This paper will review the over-all program ob-
jectives and the specific technical objectives of the
SES-100B. The SES-100B which was built and tested
by the Bell Aerospace Co.. a division of Textron. will
be described in terms of the major mechanical system
on the craft as well as the important hull construction
features and the data acquisition system. The test
program will be reviewed from the initiation of testing
to the current time period. The test results will be
presented and problem areas discussed. Short movie
clips will be shown for significant tests.
Tuesday/February 26
VEHICLE DEMONSTRATIONS IN SAN DIEGO BAY
Narrator
RADM. RANDOLPH W. KING, USN
Hydrofoil U.S.S. FLAGSTAF, The Navy XR-1C Surface Effect Ship,
and other advanced marine vehicles.
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Speaker: VICE ADMIRAL FRANK H. PRICE, JR., USN
Director, Ship Acquisition & Improvements
Office of the Chief of Naval Operations
AMPHIBIOUS SURFACE EFFECT VEHICLES
Chairman : JAMES L. SCHULER, Naval Ship Systems Command
Department of the Navy, Washington, D.C.
(74-318) Amphibious Surface Effect Vehicle
Technology-Past, Present, and Future. JOHN B.
CHAPLIN. Bell Aerospace Co.. New Orleans. La.
The technology of amphibious air cushion vehicles
has reached a state of development where the
discussion of all the technical aspects would be
beyond the scope of a paper such as this. The detailed
technology to be presented in the other papers of this
session is evidence of this fact. The most unique
technology of the air cushion vehicle is the cushion
system. While many other design features are equally
important. they are not as clearly unique as the
cushion system. For example, the structural design
problems have some similarity to other high-speed
marine craft experience and the propulsion systems
can rely on the technology developed for aircraft or
high-speed marine systems.
(74-319) JEFF Craft-Navy Landing Craft for
Tomorrow. M. W. BROWN. Naval Ship Research
and Development Center. Bethesda, Md.
(74-320) The Development of the Canadian Air
Cushion Vehicle Industry. R. G. WADE, Ministry of
Transport, Ottawa. Ontario, Canada
(74-321) Operational and Technical Problems of
Commercial Hovercraft. L. R. COLQUHOUN. Leslie
Colquhoun & Associates. Minster. Ramsgate, Kent.
England
This paper presents an account of operational and
commercial problems experienced during four years'
operations with the British Hovercraft Corporation's
200-ton amphibious SRN-4 hovercraft on the English
Channel and. recently, of more conventional
operations on the River Thames using the Hover-
marine HM-2 MK 3 sidewall type hovercraft. Traffic
growth and potential are discussed with reference to
effects on hovercraft market share. Descriptions of
operational, technical. and maintainance problems
are listed and their effects on reliability and cost are
assessed. Conclusions cover thoughts on future craft
and their viability for commercial operations.
(74-322) Rational Dynamic Loads Analysis for Air
Cushion Vehicles In Random Seaway or Terrain.
ROBERT J. BARTHOLOMEW. Aerojet General
Corp.. Tacoma, Wash.
(74-323) Dynamic Performance of an Air Cushion
Vehicle in a Marine Environment. J. A. FEIN, A. H.
MAGNUSON. and D. D. MORAN, Naval Ship
Research and Development Center, Bethesda. Md.
Three aspects of Air Cushion Vehicle (ACV)
performance are treated using trial results and
engineering analysis: seakeeping response.
maneuvering and control, and craft-generated wave
wake profiles. Full-scale trial data for 50 ton ACV are
presented. Response Amplitude Operators calculated
from seakeeping ship motion data are presented for
heave, pitch. and roll motions. The effect of various
control force configurations on ACV maneuvering
performance is determined from trial data and
motion simulation studies. The craft-produced wake
wave profiles are presented and compared with
theoretical predictions for various speeds.
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February 25-28, 1974
Wednesday/ February 27
2:00 PM/Madrid Room
SMALL-WATERPLANE-AREA TWIN-HULL SHIPS
Chairman : SIDNEY HERSH, Consultant, Bethesda, Md.
(74-324) The Small Waterplane-Area Twin Hull
(SWATH) Program-A Status Report. SETH
HAWKINS, Naval Ship Research and Development
Center. Bethesda, Md., and THEODORE SAR-
CHIN, Naval Ship Engineering Center, Hyattsville.
Md.
The paper will present an up-to-date status report
of the progress in SWATH ship technology, design
development, and utilization evaluation. It will
commence with a brief overview of the history of the
concept. reasons for U.S. Navy investment in the
concept. and how it may ultimately fit into the
spectrum of marine vehicles. This will be followed by:
a delineation of technology requirements (and why);
how these requirements have and are being met (with
emphasis on those areas not covered in subsequent
session papers); general results of mission and
concept utilization studies; SWATH ship design
developments; SWATH ship concept demon-
strations; and, finally, an overview of future
prospects and technology requirements.
(74-325) The Still-Water Resistance and Powering
Characteristics of Small Waterplane-Area Twin-Hull
(SWATH) Ships. WEN-CHIN LIN and WILLIAM G.
DAY JR., Naval Ship Research and Development
Center, Bethesda. Md.
This paper presents the results of towing-tank
experiments carried out on models of Small
Waterplane-Area Twin-Hull (SWATH) ships. The
experimental data consist of the resistance and
propulsion characteristics. A theory to predict the
wave resistance of the SWATH ships has been
developed. The results of theoretical predictions and
their comparison with the corresponding residuary
resistance data also are presented. The generally good
agreement between the experimental data and the
theoretical predictions indicates that the theory may
be used as a reliable tool to predict the resistance
characteristics of the SWATH ships.
(74-326) Structural Weight' Determination for
SWATH Ships. E. L. ARONNE. Naval Ship
Engineering Center, Hyattsville, Md.. and F. A. LEV
and N. S. NAPPI. Naval Ship Research and
Development Center. Bethesda, Md.
This paper briefly describes a series of structural
design and weight estimating computer procedures
ranging in complexity from gross weight fraction
approximation to a more detail structural design. The
effects on the structural weight of varying geometry,
of sea-induced loads, of local loads, and of changing
the primary construction material to other higher
strength steels and/or aluminum alloys are presented.
The assumed loads are cited. and the need for better
local and over-all load definition is discussed.
Opinions of the merits and shortcomings of these
procedures are given.
(74-327) Sinkage and Trim of SWATH Demihulis.
R. B. CHAPMAN. Naval Undersea Center. San
Diego, Calif.
The sinkage forces and trim moments acing on
Small Waterplane-Area Twin-Hull (SWATH) ship
demihulls are investigated by considering them as a
collection of simple shapes-parabolic, uniform
struts, and blunt cylindrical hulls. Numerical
evaluation is aided, in part. by analytic integration for
these simple forms. Experiment and theory show
good agreement for struts without hulls and for
simple Rankine avoid hulls without struts. In-
teraction between struts and hulls is also examined.
Rough agreement between theory and experiment is
obtained for simple demihulls.
(74-328) Hydrodynamics of the 190-ton Stable
Semisubmerged Platform (SSP). T. G. LANG and D.
T. HIGDON. Naval Undersea Center, San Diego.
Calif.
The form, hydrodynamic design. and predicted
performance of the SSP are described and analyzed.
Particular design areas covered are the twin sub-
merged hulls, four surface-piercing struts. bow
section of the above-water cross structure, aft
stabilizing fin and flaps. forward-mounted canard
control surfaces, rudders, and the controllable and
reversible propellers. Hydrodynamic loads and
motion in waves are analyzed. The over-all design is
evaluated in light of design experience, model test
results, and preliminary operating experience with
the SSP. Results are presented which indicate
significant reduction in motion in waves, compared to
monohulls, as well as a significant increase in rough-
water speed.'
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100 AIAAISNAME Advanced Marine Vehicle Conference
Wednesday/February 27 8:30 PM/Madrid Room
EVENING PANEL DISCUSSION-
THE FUTURE OF ADVANCED MARINE VEHICLES
Chairman: RADM NATHAN SONENSHEIN, USN, Naval Material Command
LESLIE R. COLQUHOUN, Leslie Colquhoun Associates
PHILLIP EISENBERG, Hydronautics Inc.
RADM ROBERT C. GOODING, USN, Naval Ship Systems Command
RADM GEORGE G. HALVORSON, USN, Office of Chief of Naval Operations
JOHN KELLY, Bell Aerospace Co.
FRANK McCREERY, Rohr Industries Inc.
RADM ABE H. SIEMANS, J R., U.S. Coast Guard
BGEN HERBERT L WILKERSON, U.S. Marine Corps
Thursday/ February 28 9:00 AM/Madrid Room
TECHNOLOGY ADVANCEMENT
Chairman: RADM ROBERT C. GOODING (USN),
Naval Ship Systems Command, Washington, D.C.
(74-329) Technological Constraints In Advance
Marine Vehicle Design. B. H. CARSON, U.S. Naval
Academy, Annapolis. Md., R. H. KRIDA, Naval Air
Systems Command, Department of the Navy, Wash-
ington, D.C., and R. M. STEVENS, Naval Ship
Research and Development Center, Bethesda, Md.
Future expansion of ship performance envelopes
will depend not only upon the exploitation of
promising new hull forms and configurations, but of
necessity must depend equally upon parallel advances
in ancillary technologies such as materials, propulsion
systems, and control systems. It is the intention
of this paper to explore these allied technologies
with an aim of identifying limitations, as they
now exist or reasonably may be foreseen, that
must be accepted as challenges by the technological
community if progress is to continue. More subjective
considerations and the limitations thus imposed, such
as manning, habitability, and survivability, also are
discussed.
(74-330) The Outlook for Lighter Structures in
High-Performance Marine Vehicles. S. R. HELLER
JR.. The Catholic University of America.
Washington. D.C., and DENNIS 1. CLARK, Ad-
vanced Hydrofoil Systems Project Office. Naval Ship
Research and Development Center, Bethesda. Md.
Structural weights of existing high-performance
marine vehicles, principally hydrofoil craft, are
examined to determine the design or geometric
parameters that have significant effect. For total
structural weight, vehicle density and structural
density are shown to be governing. Similarly, the
governing parameters for individual weight groups
are identified. These governing parameters and the
loads which determine scantlings. where known, are
compared to develop measures of efficient use of
structural material. These figures of merit are applied
to a number of existing high-performance marine
vehicles and projections of what might be attainable
in the future are made.
(74-331) Advanced Composites and Their Ap-
plication to Hydrofoils.* L. B. GRESZCUK. Mc-
Donnell Douglas Astronautics Co., Huntington
Beach. Calif., A. V. HAWLEY, Douglas Aircraft Co.,
Long Beach. Calif., and T. F. WHITE. Naval Ship
Engineering Center, Hyattsville. Md.
Following a brief review of the advanced com-
posites and their application to structural com-
ponents of aircraft, missiles, and space vehicles.
studies are presented on potential application of
composites to various structural components of
hydrofoils, including decking, hull, foils. and strut. It
is shown that application of various composites to the
hull and decking of hydrofoil can yield a weight
savings of 16?7?-51% whereas application of com-
posites to struts and foils shows potential weight
savings of.; 60% compared to steel counterparts.
Results also are presented on cost effectiveness of
composites as applied to hydrofoils and on influence
of weight savings on hydrofoil performance.
*Work performed by McDonnell Douglas Corp.
under the sponsorship of Naval Ship Systems
Command.
(74-332) Current Status of U.S. Navy Stability and
Buoyancy Criteria for Advanced Marine Vehicles.* L.
L. GOLDBURG and R. G. TUCKER. Naval Ship
Engineering Center, Hyattsville, Md.
Hullborne stability and buoyancy criteria (intact
and damage) are presented for advanced marine
vehicles such as hydrofoil craft. air cushion vehicles.
surface effect ships, and low waterplane catamarans.
Not covered is stability during flying or on-cushion
modes. The criteria attempt to recognize special
operations and hazards associated with the unusual
characteristics of these types. Examples are: the
danger of large rip damage when flying at high
speeds. the potential of large unsymmetrical flooding,
and the lightweight structure resulting in less
resistance to damage. The criteria presented herein
are likely to change as more design and operational
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 ApprovedS00Iease 2004/03/15: CIA-RDP80M ft002400070001-1
February 25-28, 1974
experience is acquired.
*It should be noted that the opinions expressed in
the paper are those of the authors and not necessarily
those of the Naval Ship Engineering Center.
(74-333) Supercritical Planing Hulls. PETER R.
PAYNE. Payne Inc., Annapolis. Md.
The intolerable pounding of conyentional planing
hulls is the chief reason for the development of
alternative hydrofoil and SES vehicles, in an attempt
to achieve high speeds with motions that are com-
mercially and militarily acceptable. Our approach
has been to find out why a conventional planing hull
American Institute of Aeronautics and Astronautics
Order Dept. (NS)
1290 Avenue of the Americas
New York, N.Y. 10019
PAPER ORDER FORM
AIAA/SNAME Advanced Marine Vehicle Conference
February 25-28, 1974
San Diego, Calif.
Member Price ................ $1.50 each Nonmember Price ................ $2.00 each
Name .........................................................................................
Address ..................................................................................
Member Nonmember Amount Enclosed S..........REMITTANCE MUST ACCOMPANY ORDER
Papers shipped first day of meeting.
NOTE: Some papers listed may not be available because manuscripts were not received. Papers available at
above address for 6 months; thereafter, photoprint copies are available at photocopy prices from AIAA
Library, 750 3rd Ave., New York, N.Y. 10017.
City ......................................... State ...................... Zip Code ..............
^ 74-300
^ 74-301
^ 74-302
^ 74-303
^ 74-304
^ 74-305
^ 74-306
^ 74-307
^ 74-308
^ 74-309
^ 74-310
^ 74-311
^ 74-312
^ 74-313
^ 74-314
^ 74-315
^ 74-316
^ 74-317
^ 74-318
^ 74-319
^ 74-320
^ 74-321
^ 74-322
^ 74-323
pounds. and then to devise new planing hull forms
which avoid the problem. Work over the last ten
years. including a dozen experimental boats, has
resulted in forms which largely meet this objective, we
believe. Experimental data indicate that our latest
hull-the Sea Knife-has a better ride than SES or
surface-piercing hydrofoils and. for a much lower
cost. is not much inferior to the fully submerged
hydrofoil.
(74-334) Selection of Propulsion Systems for Ad.
vanced High-Speed Marine Vehicles. ROBERT A.
BARR and ROBERT J. ETTER. Hydronautics Inc..
Laurel. Md.
^ 74-324
^ 74-325
^ 74-326
^ 74-327
^ 74-328
^ 74-329
^ 74-330
^ 74-331
^ 74-332
^ 74-333
^ 74-334
 v12NIR V.S-/v/
/ ,ovTt=Lu r Lwf/ 4 14 t me
 Approved For Rjftse 2004/03/15: CIA-RDP80N'DG0165 3-4@0 00
The Dire of Central Intelligence
Washington, D. C 20505 ~'rp2
Mr. Robbie Willis
Dear Robbie,
27 October 1977
Thank you for your interest in the Central
Intelligence Agency. Enclosed is some literature
describing our work.
Yours,
j . P
tau',
STAN ELD TURNS
M1F' '~
`~U ~8~ 6 ti5
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 UNCLASSIFIED CdN ENTIAL
OFFICIAL ROUTING SLIP
TO
TAME AND ADDRESS
DATE
INITIALS
2
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2
3
4
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ACTION
DIRECT REPLY
PREPARE REPLY
APPROVAL
DISPATCH
RECOMMENDATION
COMMENT
FILE
RETURN
CONCURRENCE
INFORMATION
SIGNATURE
Remarks:
FOLD- HERE TO RETURN Te O SENDER
FROM: NAME. ACOIl6SS AND YNO NO.
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 Approved For ease 2004/03/15 : CIA-RDP80M0016*2400070001-1
ARMED FORCES STAFF COLLEGE
7800 HAMPTON BOULEVARD ? NORFOLK. VIRGINIA 23511
19 nr.T 1971
Admiral Stansfield Turner, USN
Director, Central Intelligence Agency
Washington, D. C. 20505
I would like to follow up on my recent letter and extend an invitation
to you to speak to the Sixty-second Class of the Armed Forces Staff
College. A suggested date for your presentation is 28 November 1977
at 1000 hours. By that time, our students will have undergone much of
our core curriculum which emphasizes joint organization-and planning.
To fulfill their complex planning tasks, joint staff officers must have
a firm understanding of the key roles and responsibilities of the
intelligence community in the formulation of our national policy and
strategy. Your experience as an operational commander and as Director,
Central Intelligence Agency would provide a unique contribution to the
students' understanding of this vital process. I am certainly aware of
your demanding schedule; therefore, if 28 November is not convenient for
you, we would like to schedule your presentation at a date your schedule
permits. Also, we will be pleased to schedule your presentation after
duty hours if that would be more convenient.
The scope of your presentation is left to your discretion; however, a
possible topic which would provide our students with insight into the
national intelligence effort could be, "The Role of The Intelligence
Community in the Formulation of United States Foreign Policy." The
suggested date for your presentation occurs during our Foreign Internal
Defense block of instruction in which the students in each of our seminars
are organized as "Country Teams" with each student playing the role of a
key embassy team member. At that time, our Allied students will be on an
extended field trip and the audience will consist of U. S. officers and
civilians who are cleared for access to TOP SECRET material.
In our usual format, lectures last about 45 minutes followed by a 15
minute break and a 45 minute question period. I will be pleased if your
schedule will permit you to remain for lunch with several students and
faculty members.
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00f 7
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ILUJTI t, az130
hs
Admiral Stansfield Turner, USN
We have a strict nonattribution policy which provides you a high degree
of assurance that your remarks will not be discussed outside the College
audience. This permits a.frank discussion of controversial issues and
greatly enhances the learning experience of the student body. It is our
policy that no notes will be taken, but we usually record the lectures and
informal question periods. However, if you request, no recording of your
lecture and question period will be-made. In that respect, any transcript
or recording of your presentation may be subject to public disclosure under
the provisions of the Freedom of Information Act.
Captain George D. Rush, III, USAF, of my Guest Speaker Office
(AUTOVON: 690-5422; commercial: 804-444-5422 will coordinate the arrange-
ments for your visit.
I consider it essential that our students fully appreciate the importance
of and valuable contributions made by members of the intelligence community.
I am certain that you will best be able to foster that appreciation.
I hope that you will be able to join us.
Sincerely yours,
Major General, USA
Commandant
GORDON HILL, JR.
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