Full ship testing

There are no classification requirements for routine NDE beyond thickness testing and visual inspection except for repairs, modifications or where service history has identified a specific problem in which case the Surveyors will request NDE at the same locations in similar ships. Under circumstances where visual inspection has found evidence of fatigue cracking the Surveyor can also call for NDE to assess the full extent... 

Information on ship resistance has been determined from large numbers of tests on scale models of ships and from full-size ships, and compilations of these experimental results have been published. For a new and innovative hull form the usual procedure is to construct a scale model of the ship and then to conduct resistance tests m a special test facility (towing tank). Alternatively, analytical methods can provide estimates of ship resistance for a range of different hull shapes. Computer programs have been written based on these theoretical analyses and have been used with success for many ship designs, including racing sailboats. 

A full functional wet test of the deluge system is normally accomplished. This test ensures coverage and density patterns are being achieved. A calculated collection pan can be provided during the testing to confirm the density rate per minute. The mechanism to activate the deluge should be tested under conditions that will simulate as real as can be reasonably obtained. Where equipment to be protected is not normally in place, i.e., ships, trucks or rail cars, the test should not be conducted until they are in their normal position during operations. 

Harpoon Antiship Missile (US Navy). THE NAVY S HARPOON ANTISHIP MISSILE (McDonnell Douglas) has completed six of twenty scheduled full-scale flight tests following many launchings to test techniques and components (CD, October 1972). Harpoon has been fired successfully in its basic form from aircraft with a 300-pound, 30-inch booster from surface ships and from submarine torpedo tubes, with folded wings and booster enclosed in a buoyant capsule... 

According to the full model, the expected number of incidents for a ship of the base type A built in the base period 1960 to 1964, is 3.4. The other 19 predicted values follow from the previous results and are left as an exercise. The relevant test statistics for differences across ship type and year are as follows ... 

The site acceptance testing also provides an opportunity to identify and correct any problems due to shipping, utility hookup, hardware assembly, and field installation. The extent of SAT required can be determined by the completeness of the FAT, and as such is a full or partial repeat of the acceptance test specification with connections to the field instrumentation and regulating devices. Where it is not considered necessary to conduct a full repeat of the FAT, the rationale for this decision should be recorded in the qualification report. 

The kinds of operational capabilities that the Navy needs in order to be able to carry out its missions in a chemical or biological threat environment appear within its reach. To attain the necessary capability and readiness, it should support and sustain improvements in passive defenses, training, and leadership awareness—but it should also do some major things quite differently. It should see the threat in an entirely new way. It should not rely solely on the notion that the mobility of ships at sea is adequate defense against this threat in the era of asymmetric conflict. The Navy should look well beyond passive defenses to understand the full contours of a CW or BW defense posture. It must plan on the basis of a risk-management approach and train and test to refine its TTPs.27... 

In hindsight, this probably seemed routine enough to inspire some complacency. An OEM PC power supply was all set to go into full production. The Design Integrity Team put it through its paces. Maximum loads were applied at extreme ambients. Stress levels were verified, life predictions matched up, vibration testing, EMI, safety etc., were a cinch. The product was released and no problem was noticed in the several thousand units first shipped to the American market. Then the failures started to show up in droves. All came mysteriously from Japan. Must ve been something in the sushi ... 

Some companies have specifications which define the performance of an item, rather than specifying it in full detail (e.g. this could apply to shipping outers). However, in the pharmaceutical industry, certainly for primary packs, it is normal and often essential to follow details established in pack approval tests exactly. 

These methods are mostly based on studies using physical model tests. If we cannot calculate the behavior of a new shape of ship hull or airplane or a new type of chemical reactor, then we must build it and test it. If we can build and test a small model of the finished product instead of a full-sized airplane or ship or reactor, we will save time, money, and possibly the lives of test pilots. (Have your failures on a small scale, in private have your successes on a large scale, in public ) The enormous progress of the aircraft industry from the first... 

Ships have also been subjected to full-scale fire tests. ... 

An interesting follow-up to a full FVA assessment to a LNG supply chain would be to test the methodology on other shipping segments, such as LPG, car freight, chemicals et cetera. 

How do we achieve this level of consistency An alternative is to manufacture a large quantity of product, with little control over process conditions, that would be divided up into multiple lots. This product would then be sampled and analyzed to determine which lots had quality that was acceptable and consistent (assuming that such an assessment is even possible by analysis). Those lots would then be shipped to customers, while the off-specification material would either have to be re-worked or scrapped as waste. This alternative is not very economical. It requires large amounts of inventory and segregation, does not utilize the full capacity of the plant, and relies on final product testing when detection of problems is too late. 

The big advantage of open water model tests is a possibility to observe manoeuvres performed by experienced ship masters and local pilots. The influence of human factor is more close to reality in this case than during simulation studies performed using the full mission simulator. 

The nuclear path assumed that the flight reactor and power unit would be assembled at the core vendor, shipped off-site for physics testing, and then shipped to the launch site for integration with the ECS / spacecraft. Acceptance of the flight reactor itself would rely on the qualification work performed on earlier test units rather than on direct full power, simulated space environment testing. 

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