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USS Clark (FFG-11) was the fifth ship of the Oliver Hazard Perry class of guided-missile frigates.
The ships were designed in the United States in the mid-1970s as general-purpose escort vessels inexpensive enough to be bought in large quantities to replace World War II-era destroyers and 1960s-era frigates.
Intended to protect convoys, landing forces, supply and replenishment groups.
The frigate was ordered from Bath Iron Works on 27 February 1976 as part of the FY76 program, Clark was laid down on 17 July 1978, launched on 24 March 1979, and commissioned on 9 May 1980. Decommissioned and stricken on 15 March 2000, she was handed over to Poland that same day to become the Polish Navy's Gen. K. Pulaski.
Trapped in the Far East by the over-run of the Netherlands and by the occupancy of the Netherlands East Indies, Tromp's destiny lay in the Indian Ocean and Pacific onslaughts. The ship became one of the highest decorated Dutch warships of World War II. Often referred as to as The Ghost ship, the crew preferred to call her The Lucky ship. Because besides the British Ark royal, there was no other ship more often claimed as to be sunk.
This paper extends the work of Tamano & Morinishi (J. Fluid Mech., vol. 548, 2006, pp. 361–373) by simulating supersonic turbulent channel flow with asymmetric thermal walls using a larger computational domain and a finer mesh. Direct numerical simulation is carried out for four cases with different thermal wall boundaries at the top wall at fixed $Ma=1.5$, $Re=6000$ and $Pr=0.72$, while the bottom wall is maintained at a constant temperature of $T_L$ equal to the reference temperature. These cases are referred to as the adiabatic case TAd, where the top wall is adiabatic; the pseudo-adiabatic case T32, where the top wall is isothermal with temperature $T_{w,t}=T_A$; the sub-adiabatic case T25, with $T_{w,t}=0.77T_A$; and the super-adiabatic case T40, with $T_{w,t}=1.24T_A$. Here, $T_A=3.234$ is the mean temperature at the adiabatic wall in the TAd case. The objective of this study is to compare and contrast the TAd case with its corresponding T32 case, and to investigate the effect of the wall temperature difference between the two isothermal walls. Comparisons of the basic turbulent statistics, the heat transfer between the Favre-averaged mean-flow kinetic energy, the Favre-averaged turbulent kinetic energy and the Favre-averaged mean internal energy, as well as the wall heat transfer properties, indicate that the TAd case and its corresponding T32 case are generally equivalent. The only discernible difference is in the region very close to the top wall for the temperature-fluctuation-related quantities. The analysis reveals that the asymmetry of the thermal walls causes asymmetry in the flow and thermal fields. In addition, the transfer of the heat generated by the pressure dilatation and the viscous stress is facilitated by the turbulent heat flux term and the mean molecular heat flux term.
Shock-tube experiments and theoretical studies have been performed to highlight mode-coupling in an air–SF$_6$–air fluid layer. Initially, the two interfaces of the layer are designed as single mode with different basic modes. It is found that as the two perturbed interfaces become closer, interface coupling induces a different mode from the basic mode on each interface. Then mode coupling further generates new modes. Based on the linear model (Jacobs et al., J. Fluid Mech., vol. 295, 1995, pp. 23–42), a modified model is established by considering the different accelerations of two interfaces and the waves’ effects in the layer, and provides good predictions to the linear growth rates of the basic modes and the modes generated by interface coupling. It is observed that interface coupling behaves differently to the nonlinear growth of the basic modes, which can be characterized generally by the existing or modified nonlinear model. Moreover, a new modal model is established to quantify the mode-coupling effect in the layer. The mode-coupling effect on the amplitude growth is negligible for the basic modes, but is significant for the interface-coupling modes when the initial wavenumber of one interface is twice the wavenumber of the other interface. Finally, amplitude freeze-out of the second single-mode interface is achieved theoretically and experimentally through interface coupling. These findings may be helpful for designing the target in inertial confinement fusion to suppress the hydrodynamic instabilities.
An improved version of the non-equilibrium theory of non-homogeneous turbulence of Chen & Vassilicos (J. Fluid Mech., vol. 938, 2022, A7) predicts that an intermediate range of length scales exists where the interscale turbulence transfer rate, the two-point interspace turbulence transport rate and the two-point pressure gradient velocity correlation term in the two-point small-scale turbulent energy equation are all proportional to the turbulence dissipation rate and independent of length scale. Particle image velocimetry measurements in a field of view under the turbulence-generating impellers in a baffled water tank support these predictions and show that the measured small-scale turbulence is significantly non-homogeneous. The particle image velocimetry measurements also suggest that the rate with which large scales lose energy to the small scales in the two-point large-scale turbulent energy equation also appears to be approximately proportional to the turbulence dissipation rate and independent of length scale in the same intermediate range and that this rate may not balance the interscale turbulence transfer rate in the two-point small-scale turbulent energy equation because of turbulent energy transport caused by the non-homogeneity.
In 1940 it was decided to order a number of Tribal class destroyers for the Canadian navy from British yards. These ships were ordered from Vickers- Armstrongs (Tyne) in Great Britain.
The reason was that Canada did not have sufficient skilled workers to build these ships and it was virtually impossible to get sufficient professional support from Britain. Contrary to the Australian government which had ships built on their own yards. The order for the first two ships was placed at the beginning of 1940 followed for the next two by the end of that year. In June 1941 another two vessels were ordered but this time from the Halifax Shipyard. The engines were supplied by J.Inglis & Co. A final two were ordered from the same yard in 1943. The last four ships were finished after the end of WWII and therefore not see active duty in this period.
Tribal destroyer
The Tribal or Afridi class destroyers were built for the Royal Navy, Royal Canadian Navy and Royal Australian Navy. Originally conceived as a failed design for a light fleet cruiser the Tribals evolved into fast, powerful destroyers with greater emphasis on guns over torpedoes than previous destroyers in response to new designs by Japan, Italy, and Germany.
The Tribals were liked by their crews and the public due to their power. Often becoming symbols of prestige while in service.
As some of the Royal Navy's most modern and powerful escort ships, the Tribals served with distinction in nearly all theatres of WWII.
Because the first ships were not ordered until 1940 use could be made of the hard lessons that had already been learned during wartime by the British ships as well as what should be demanded from a destroyer. ‘Improved technology could be implemented in the Canadian ships as they were built. For instance the air defence systems were too weak and this could be modified in the design.
The later hulls were strengthened during building as pounding at high speed in rough seas had weakened the earlier hulls, wich had to be stiffened during refits.
Velocity gradient tensor, $A_{ij}\equiv \partial u_i/\partial x_j$, in a turbulence flow field is modelled by separating the treatment of intermittent magnitude ($A = \sqrt {A_{ij}A_{ij}}$) from that of the more universal normalised velocity gradient tensor, $b_{ij} \equiv A_{ij}/A$. The boundedness and compactness of the $b_{ij}$-space along with its universal dynamics allow for the development of models that are reasonably insensitive to Reynolds number. The near-lognormality of the magnitude $A$ is then exploited to derive a model based on a modified Ornstein–Uhlenbeck process. These models are developed using data-driven strategies employing high-fidelity forced isotropic turbulence data sets. A posteriori model results agree well with direct numerical simulation data over a wide range of velocity-gradient features and Reynolds numbers.
The scaling universality of structure functions is studied for artificially thickened turbulent boundary-layer flows in over-tripped impacts by using hot-wire measurement datasets. The self-similarity behaviours in the inner and outer regions are examined from the viewpoint of different flow mechanisms. In the inner region, the relative ratios between structure functions for the energy-containing range of scales exhibit universality behaviour, in accordance with Townsend's attached eddy hypothesis. This universality of the energy-containing range of scales extends further away from the wall by increasing the tripping intensity. On the other hand, the impact of the external intermittency on the self-similarity of small-scale turbulence is examined through the intermittent zone in over-tripped conditions. Towards the boundary-layer edge, the structure functions exhibit a growing departure from self-similarity and analytical prediction, and it is demonstrated that the departure is primarily due to external intermittency. Moreover, based on the conditional statistics concentrated in the turbulent regimes, it is revealed that the small scales in the turbulence regime are homogenized in a self-similar behaviour, which is independent of the current tripping conditions.
Heated supersonic rectangular twin jets (SRTJ) with a total temperature ratio of 2, using nozzles of design Mach number 1.5 and aspect ratio 2, were investigated in flow regimes from overexpanded to the design condition (Mj = 1.3–1.5). This work complements our recently published work in unheated SRTJ using the same experimental facility (Samimy et al., J. Fluid Mech, vol. 959, 2023, A13). Localized arc filament plasma actuators (LAFPAs) were used to excite the natural instabilities in the jets, thereby controlling the flow and acoustics. The results show that the jets were coupled primarily out-of-phase in overexpanded cases, that the coupling had significant effects on the near-field (NF) pressure fluctuations, and that these fluctuations were considerably higher for in-phase than for out-of-phase coupled cases. The results also revealed that the far-field (FF) overall sound pressure level is significantly higher on the minor axis plane of the SRTJ and that the onset of Mach wave radiation contributes to the increased acoustic radiation at the peak noise direction. The LAFPAs successfully controlled the coupling and were able to reduce the NF pressure fluctuations by 10 dB. However, only 1 to 2 dB FF noise reduction at the peak noise radiation direction was achieved. The overall trends of the baseline results and response of the flow to excitation are qualitatively similar in unheated and heated cases, but the details are significantly different.
The oscillations of buoyant bodies in stratified fluids are deduced from the variations of their added mass. Three configurations are considered: a body displaced from its neutral level then released; a Cartesian diver set into oscillation by a modulation of the hydrostatic pressure, then released; and a body attached to a pendulum to which an impulse is applied. The first configuration is related to the dynamics of Lagrangian floats in the ocean. Two particular bodies are considered: an elliptic cylinder of horizontal axis, typical of two-dimensional bodies; and a spheroid of vertical axis, typical of three-dimensional bodies. The ultimate motion of the body consists of oscillations at the buoyancy frequency with an amplitude decaying algebraically with time. Before that, the resonant response of the system is observed, either aperiodic exponential decay when the system has no intrinsic dynamics, or exponentially damped oscillation otherwise. Comparison with available measurements demonstrates the need to include viscous dissipation in the analysis. At high Stokes number, dissipation comes from the Basset–Boussinesq memory force and is affected negligibly by the stratification; at low Stokes number, dissipation comes from Stokes resistance and exhibits a significant effect of the stratification.
It is very rare with navies from all nationalities to have had two ships with the same name that were not named after the same person. It goes without saying that ships with the same name cannot serve with the same navy at the same time. That could lead to a lot of confusion. Normally ships are named after for instance naval heroes. After a number of years that ship is struck from the list so the name disappears. Sometimes, only many years later, but also in a continuous line a new ship is given the same name. If you look at the names given with different navies there is mostly quite a long time between two ships that carry the same name. This is also the case with the US Navy ships named Clark.
The then king Willem I decided that there would always be a ship with the name Van Speyk in the Dutch navy and this has been the case from that moment on. Sometimes a Van Speijk is struck from the list and immediately succeeded by a ship that allotted that name. More often an existing ship is rechristened.
As indicated above two ships in the US Navy carried the name Clark. These ships did not only sail in two different eras with totally different global situations but it is most particular that the ships were not named after the same person. Of course this book is about the second ship of this name but it is interesting to briefly discuss the first USS Clark.
In the 1930s, the United States Navy built two classes of flotilla leaders, the Porter class, and the Somers class. Due to the regulations of the London Naval Treaty, these 13 ships had a displacement of 1,850 tons, compared to the 1,500 tons of a “standard” destroyer. When the treaty ended with the outbreak of World War II in Europe in 1939, the much larger Fletcher class was constructed, making the differentiation irrelevant.
The national ensign consists of thirteen equal horizontal stripes of red (top and bottom) alternating with white, with a blue rectangle in the canton bearing fifty small, white, five-pointed stars. The stars represent the fifty states of the United States of America and the 13 stripes represent the thirteen British colonies that declared independence and became the first states in the Union.
The Tromp-class was a class of light cruisers of the Royal Netherlands Navy. Originally the ships could not be called “cruiser” for political reasons. They were designed as “flotilla leaders” and their intended role was to be the backbone of a squadron of modern destroyers that was planned at the same time (only one of those was completed before the war broke out). The ships were ordered in 1935; Tromp was launched in 1937, and her sister ship Jacob van Heemskerck in 1939.
7 is the lucky number…
The cruiser Tromp was in 1938 the 7th ship of the Royal Netherlands Navy to bear this name. In 1945 an Australian reporter wrote an article on board. He mentions that the crew called her: “The Lucky Ship”.
When based in Australia the ship also acquired the nickname: “The Ghost Ship”. This was the name given to her by the Aboriginals because the Japanese claimed no less than five times that HNLMS ‘Tromp’ had been sunk, whereafter the ship returned to base safe and sound. No single ship, with the exception of the British carrier HMS ‘Ark Royal’, has been claimed to be sunk so often.
Left: The national ensign, carried by all ships of the Royal Netherlands Navy. In harbour or at anchor it was customary to be worn at the staff on the quarterdeck, but at sea it used to fly from the mainmast.
Right: The jack
The commissioning pennant, worn from the day a ship commissions until she is de-commissioned.
Tromp was build at The Netherlands Shipbuilding Company in Amsterdam. (Photo NIMH)
THE SHIP
HNLMS ‘Tromp’ was the first flotilla leader of the so-called “Deckers’ Fleet Plan”, which was passed in 1931. It lasted until 17 January 1936 before the first keel plate was laid down in the yard of the NV Ned. Scheepsbouw Mij. (The Netherlands Shipbuilding Company Limited) in Amsterdam. The launching ceremony was on 24 May 1937 by H.M. Queen Wilhelmina and on 18 August 1938, HNLMS Tromp was commissioned by the commanding officer, Captain L.A.C.M. Doorman on 18 August 1938.
Gravitational sedimentation and the collision of particles play key roles in various natural and engineering processes. In practice, particles are often non-spherical in shape with non-uniform mass distribution. In this study we investigate how the mass eccentricity influences the settling and gravitational collision of non-spherical particles in a quiescent fluid. Firstly, we theoretically analyse the effect of mass centre offset on the settling motion of a single spheroid under the low-Reynolds-number assumption. We find that the competition of fluid-inertia torque and gravitational torque determines the terminal settling mode of the spheroid. As the mass centre offset increases from zero to a critical value, the orientation of a settling spheroid undergoes a transition from the broad-side-on to narrow-side-on alignment. With an intermediate mass centre offset, the settling spheroid prefers an oblique orientation with a horizontal drift. Secondly, we investigate the gravitational collision rate of settling spheroids. With the change of particle orientation, the collision kernel exhibits a non-monotonic variation with a maximum when particles settle with an intermediate oblique orientation. Therefore, adjusting the mass centre offset to alter particle orientation can indirectly affect the collision rate of settling spheroidal particles. In summary, our findings reveal the significance of the mass eccentricity on particle dynamics in fluid flows, and suggest a potential approach for manipulating the settling motion and collision rate of non-spherical particles by adjusting their mass centre position.
To overcome Yb lasing, a kilowatt-level 1535 nm fiber laser is utilized to in-band pump an Er:Yb co-doped fiber (EYDF) amplifier. The output power of a 301 W narrow-linewidth EYDF amplifier operating at 1585 nm, with 3 dB bandwidth of 150 pm and ${M}^2$< 1.4, is experimentally demonstrated. To the best of our knowledge, it is the highest output power achieved in L-band narrow-linewidth fiber amplifiers with good beam quality. Theoretically, a new ion transition behavior among energy levels for in-band pumping EYDF is uncovered, and a spatial-mode-resolved nonlinearity-assisted theoretical model is developed to understand its internal dynamics. Numerical simulations reveal that the reduction in slope efficiency is significantly related to excited-state absorption (ESA). ESA has a nonlinear hindering effect on power scaling. It can drastically lower the pump absorption and slope efficiency with increasing pump power for in-band pumped EYDF amplifiers. Meanwhile, optimized approaches are proposed to improve its power to the kilowatt level via in-band pumping.
The Fiat G.91 was an Italian jet fighter aircraft. It was the winner of the NATO competition in 1953 for a light fighter as standard equipment for Allied air forces. It entered in operational service with the Italian Air Force in 1961, with the West German Luftwaffe in 1962, and later with the Portuguese Air Force.
It was in production for nineteen years. Seven hundred fifty six aircrafts were completed, including the prototypes and pre-production models. The assembly lines were finally closed in 1977. The Fiat G.91 enjoyed a long service life that extended over 35 years. It was widely used by Portugal in the Portuguese Colonial War in Africa.
Motivated by buoyancy-driven flows within geological formations, we study the evolution of a (dense) gravity current in a porous medium bisected by a thin interbed layer. The gravity current experiences distributed drainage along this low-permeability boundary. Our theoretical description of this flow takes into account dispersive mass exchange with the surrounding ambient fluid by considering the evolution of the bulk and dispersed phases of the gravity current. In turn, we model basal draining by considering two bookend limits, i.e. no mixing versus perfect mixing in the lower layer. Our formulations are assessed by comparing model predictions against the output of complementary numerical simulations run using COMSOL. Numerical output is essential both for determining the value of the entrainment coefficient used within our theory and for assessing the reasonableness of key modelling assumptions. Our results suggest that the degree of dispersion depends on the dip angle and the depth and permeability of the interbed layer. We further find that the nose position predictions made by our theoretical models are reasonably accurate up to the point where the no mixing model predicts a retraction of the gravity current front. Thereafter, the no mixing model significantly under-predicts, and the perfect mixing model moderately over-predicts, numerical data. Reasons for the failure of the no mixing model are provided, highlighting the importance of convective instabilities in the lower layer. A regime diagram is presented that defines the parametric region where our theoretical models do versus do not yield predictions in good agreement with numerical simulations.
We develop a comprehensive model for the creeping Poiseuille Bingham flow in channels equipped with a patterned wall, i.e. decorated with grooves or stripes that may represent a superhydrophobic (SH) or a chemically patterned (CP) surface, respectively, with longitudinal, transverse and oblique groove (stripe) orientations with respect to the applied pressure gradient. We rely on the Navier slip law to model the boundary condition on the slippery grooves. We develop semi-analytical, explicit-form and complementary computational fluid dynamics models, with solutions that have reasonable agreement. In contrast to its Newtonian analogue, a distinct solution for the oblique configuration, with an a priori unknown transform matrix, must be developed due to the viscoplastic nonlinear rheology. Our focus is to systematically analyse the effects of the Bingham number ($B$), slip number ($b$), groove periodicity length ($\ell$), slip area fraction ($\varphi$) and groove orientation angle ($\theta$), on the slip velocities, effective slip length ($\chi$), slip angle difference ($\theta -s$), mixing index ($I_M$), flow anisotropy and flow regimes. In particular, we demonstrate that, as $B$ increases, the maximum values of the shear component of $\chi$, $\theta -s$ and $I_M$ occur progressively at smaller values of $\theta$, compared with their Newtonian counterparts.