Fast Attack Combatant for

Near-Shore Operation
ABSTRACT The technologies of Introduction
advanced naval engineering were used to
design a corvette-size vessel which he development and evolution of weapons systems seems to have
transited the Atlantic Ocean in 1992,
without refueling, at an average speed of overshadowed military interests in recent years to advance the
53.1 knots. The application of these and technologies for naval platforms. Weapon systems’ sophistication
related teckologies to fast attack craft has increased along with miniaturization of supporting components
(FAC) of 200 to 500 tonnes can result in which permit small, relatively low-value platforms to be fitted with a formidable
vessels with extraordinary capabilities. weapons capability, especially for littoral warfare.
The combination of 40 + knot speeds, Meanwhile, outside of the naval community, sigdicant advances have been
navigational draft of less than 2 meters,
enhancements for signature reduction, demonstrated. A 68-meter gas turbine powered vessel of corvette size was de-
active and passive sensors, data linking signed and constructed with advanced marine technologies [5,7,8,141. In 1992,
with remote sources and 75 + tonnes for this vessel, Destriero, crossed the Atlantic Ocean without refuehg at an av-
mission payload and fuel offer creative erage speed of 53.1 knots in high sea state 3 conditions [22].
options for operation in a littoral environ- It is the intent of t h ~ spaper to describe a naval vessel of 250 tonnes displace-
ment. ment which is well suited for littoral warfare, utilizing only sea-proven tech-
This paper describes a multi-mission, nology and propulsion machinery with weight allowance and space available for
250-tonne FAC, propelled by waterjets
with power supplied by gas turbines and useful mission payloads. The combination of 40 + knot speeds, navigational
diesels. Sufficient detail is provided to draft of less than 2 meters, enhancements for signature reduction, active and
indicate weight allocated for mission passive sensors, data linking with remote sources and 75 tonnes for mission
equipments, the weights for light ship payload and fuel offer creative options for operation in a littoral environment.
and the loads and optional stations for The design process for developing the architectural and engineering con-
launching/recoveringdelivery vehicles. cepts included the self-imposed requirement that only sea-proven equipment,
Operational characteristics of this FAC
are described such that they may be materials, construction techniques and technology utilized on existing vessels
used for studying tactical advantages. would be incorporated. Also, only hydrodynamic characteristics obtained from
sea trials of s i d a r size or larger vessels were considered when estimating the
projected capabilities of this high-performance craft.
This paper is comprised of several parts. The initial section provides a de-
scription of fast attack craft followed by comparative data supporting the selec-
tion of hull form and concluding with a description of the 250-tonne vessel with
documentation of operational and performance characteristics.

FAST AlTACK CRAFT CHARACTERISTICS

Fast attack craft have been generally described by Brower and Kehoe [lo] as
having full-load displacements between 200 and 500 tonnes. Deployment is sel-
dom more than ten days from logistic support whether provided by a shore base
or depot ship. Missions are normally limited to two or three days operating
either continuously at moderate to high speeds or in a sprint-drift mode. Pre-
ventive maintenance is provided by shore-side personnel and ready accesshe-
placement of major components is considered in the initial design stage of the
vessel. Except for some reduction in maximum speed above sea state 4, full
mission capability can be realized in sea state 5.
FAC are designed to withstand flooding of two adjacent compartments, but
are not likely to survive damage sustained by attack with major weapons. Sur-
vivability of an FAC depends on signature reduction, speed, maneuverability,
counter-measures and point defense systems.

NAVAL ENGINEERS JOURNAL January 1996 49

 fast Mack Combafanf lor Near-ShoreOperalion

HULL FORM
Hull forms characterized as “round-bilge’’ and “hard-
chine” have distinctive geometric features which can be
defined such that the differences are clearly understood.
The selection of the most appropriate hull form must be
based on the required operational characteristics [9].
Typical body plans in Figure 1 depict differences in the
hull geometry A discussion of the geometric and technical
features follows.
Hard-chine Hull Form
I
A hard-chine hull is distinguished by a sharp edge or cor- RWNDBlLGE HULL

ner (the hard chine) which is formed at the intersection of

the bottom and sides of the vessel and continues along the
entire length of the hull from the bow to the transom. The
hydrodynamic function of the chine is to insure the location
of flow separation and makes it possible to reduce buttock
curvature of the bottom in the bow area. The hull can be
shaped to generate positive dynamic pressures.

Explanation of Variables Used in This Paper HYBRID ROUND.BILGEMULL

(RWND BILGE KXmARDMARD CHINE Am
- Projected area bounded by the chine and
transom
- Overall Beam
- Projected chine beam
-V/Bp3-Beam load coefficient
- Propeller diameter
- q/(R/W),,-Transport efficiency
- v/(g x Bp)1(2-Beam Froude number
- v/(gL)1’2-Length Froude number
-v/(g X V1~3)1~2-VoIume
Froude number
- Depth of propulsor below water surface
- Significant wave height
- Propeller advance coefficient based on thrust
measurements
- Acceleration due t o gravity FAR- HULL
- Waterline length
- Overall length
- Projected chine length F I G U R E 1. Body Plans for Various Types of Hulls
- Total shaft power for propulsion and dynamic lift
- Bare hull resistance
- Thrust deduction fraction
- Velocity of craft
- Resultant velocity of flow at tip of propeller Hard-chine hulls become the recommended configura-
- Weight of displaced water at rest tion for vessels required to operate at high speeds, es-
- Thrust wake fraction pecially for Froude numbers, F,,, 2 0.67 [9]. By causing
- Total (overall) propulsive efficiency flow separation at the hard chine, the hull’s wetted surface
- Efficiency of propulsor in absence of hull
inf hence (and thus horsepower) is reduced with increasing speed
- Appendage drag factor compared to that of a round-bilge vessel. In addition, flow
- Relative rotative efficiency separation at the chine results in a relatively dry vessel
- Displacement of craft at rest permitting better visibility in heavy seas. The positive
--Volume of displaced water at rest
- Cavitation number at a depth of H below the dynamic pressures generated along the bottom of the ves-
static water surface sel provide a reasonable margin of dynamic stability [41.
- Cavitation number based on resultant velocity at The term “deep-v” used in association with a hard-
DroDeller tiP chine hull relates to the deadrise angle on the bottom.
~

50 January 1996 NAVAL ENGINEERS JOURNAL

 Fast Attack Combatant for Near-Shore Operation

This angle is formed in the transverse plane (see Figure COURSE-KEEPING, SEA-KEEPING AND
1)by the intersection of the baseline and a line rising from WETNESS
the keel to the chine. Typically, a deep-v, hard-chine hull The ride quality (vertical accelerations) of both round-bilge
refers to a specialized class of hard-chine vessels with and hard-chine hull forms can be acceptable [3]. In head
deadrise angles greater than 20 degrees. seas for equal length and equal beam, the hard-chine ves-
Round-Bilge Hull Form sel will have lower vertical motions and superior course-
keeping in all conditions especially in quartering seas. In
Round-bilge hulls are distinguished by a radius of curva- a beam sea when a vessel is travelling at slow speeds, a
ture in the transverse plane connecting the side and bot- round-bilge hull has an easier roll than a hard-chine hull
tom of the hull (soft chine). The curvature allows a trans- but with greater roll angles. In all sea conditions a hard-
verse flow component around the bilges at high speeds chine hull is likely to have less water on the deck.
which may produce negative pressures in these areas. Both well-designed round-bilge and hard-chine vessels
Frequently “knuckles” or “breaker strips” are added to configured with propellers and rudders can be operated
round-bilge hulls above the waterline at the forebody to with good maneuverability and control for a wide range of
minimize wetness and waterflow upward and along the speeds. However, some round-bilge craft with waterjets
sides. demonstrate poor handling characteristics at high speed.
A round-bilge hull has relatively large buttock curvature In order to utilize a round-bilge hull for high-speed op-
in the forward sections which, at high speeds, contributes eration a centerline skeg often must be added to insure
to the development of negative dynamic pressures some- course-keeping stability. The addition of bilge keels and
times resulting in roll and course-keeping dynamic insta- or active roll-fin stabilizers are often required to improve
bilities [16, 17, 201. the dynamic roll characteristics. These hydrodynamic ad-
Hybrid Hull Form ditions increase the vessel’s complexity and propulsive
power as well as its draft.
A hybrid round-bilge hull form has evolved. It is configured
such that the soft-chine radius along the length of the
vessel decreases gradually until it becomes a hard-chine
configuration as it approaches the stem. This hybrid hull CARRYING CAPACITY, GROWTH MARGIN,
retains most of the characteristics of a round-bilge form HABITABILITY AND DRAFT
because the forward-hull geometry is the controlling shape The useful internal volume of a hard-chine hull tends to be
with regard to hull dynamics. greater than that of a round-bilge design of equal length
The incorporation of a hard chine at the stem reduces and displacement. This factor coupled with superior sea-
the tendency of the vessel to “squat” (sink) at higher keeping characteristics at high speeds for the same length
speeds. It also results in small improvements in course- and displacement results in better habitability and carrying
keeping. Frequently, hybrid configurations have evolved capacity with a hard-chine hull. There is also a greater
when powering existing round-bilge hull designs to speeds margin for growth potential with less effect upon draft than
higher than technically appropriate. Thus, the hybrid hull exhibited by round-bilge hulls. The dynamic stability and
relinquishes some of the low-speed drag advantage of a the generally wider beam for optimum performance favor
round-bilge stem shape, which often results in good low- hard-chine hulls relative to mounting height of heavy weap-
speed range, while retaining the disadvantages of its bow ons and sensors.
shape.
SELECTION LOGIC FOR FAC HULL AND
PROPULSOR PROPULSOR
There is often a trade-off between the various elements in Whenever the mission speed requirement is greater than
boat design. A successful design maximizes the positive 25 knots, waterjets become a comparative candidate with
attributes with the fewest possible negative elements. propellers with regard to propulsive efficiency [l, 31. For
Some of these critical considerations with regard to hull- mission speed requirements greater than 43 knots, there
form selection for this FAC are included in the following is no other competitive candidate relative to efficiency.
discussion. Considering the acoustic, vibration and draft advantages
Data from several references depict the relationship over propellers, waterjets are the choice for this FAC
between hull form, displacement and design speed. The design.
results in Figure 2 demonstrate the most appropriate A hard-chine hull has broad advantages when watejet
choices for a FAC hull form [3, 9, 181. As this FAC has a propulsion best meets mission requirements. A hard-
speed capability in excess of 40 knots, a hard-chine vessel chine hull form with its positive attributes may be pre-
is clearly the choice with regard to hull resistance in calm ferred even when propellers and rudders are dlrected by
water, the owner.

NAVAL ENGINEERS JOURNAL January 1996 51

 Fast Attack Combalant for Near-Shore Operation

RWND B l L M HULLS HLRD C H N HULLS

0 90 20 50 40 60

DESIGN SPEED KNOTS-

F I G U R E 2. Relationship Between Speed, Displacement and Technically-Appropriate Hull Form

the design of a possible platform for weapons and sensors

250-Tonne FAC is presented. The combat systems community might cre-
Near-shore naval operations are prone to risks from the atively configure this vessel for various missions as well
steep-cresting nature of shallow-water waves and the un- as evaluate the characteristics as a possible threat.
certainty of sufficient navigational depth. There can be The principal dimensions of this hard-chine hull, water-
exposure from shore-based or water-deployed weapons jet-propelled vessel are depicted in Table 1 and a weight
and a variety of aircraft. Thus, speed, shallow draft, ma- breakdown is contained in Table 2. The weights assume a
neuverability, and reduced signatures are necessarily vital steel hull and a composite superstructure. These elements
requirements in the littoral environment. will insure the greatest survivability in combat: steel to
With the requirement to include technology that has withstand fire and blast damage and composites to mini-
been sea proven, a 250-tonne FAC was defined. From mize topside weight and signature. To provide reality to
naval architectural and marine engineering perspectives, the value of the weights estimated for this study, Table 3

52 January 1996 NAVAL ENGINEERS JOURNAL

 Fast Anack Combatant lor Near-Shorn Operation

Principal Dimensions Design Distribution of Weights Related to Combat

Missions
LOA 42.6 M
LONG'L FWD VERTICAL ABV
LBP 38.8 M ITEM WEIGHT OF TRANSOM BASELINE
BOA 8.2 M
BPX 6.9 M Fuel 20.0 MT 12.0 M 1.1 M
LBP/BPX 5.6 M Fuel 15.0 MT 20.0 M 1.1 M
Navigational Draft 1.9 M Ammu nition 7.5 MT 10.0 M 3.0 M
Light-ship Displacement 190 MT Ammunition 5.0 MT 30.0 M 1.5 M
Full-load Displacement 250 MT Misc. 81 Margin 5.0 MT 8.0 M 4.0 M
Electronics 10.0 MT 20.0 M 8.0 M
Armament 6.5 MT 30.0 M 5.6 M
Armament 6.0 MT 10.0 M 5.6 M
TOTAL 75.0 MT 16.8 M 3.2 M
Weight Summary in Metric Tons and Percentages
WEIGHT PERCENT WEIGHT PERCENT
GROUPS FULLLQAD MT LIGHTSHIP
lists the locations of the weights associated with liely
100 Structures 27.0 67.5 35.5
200 Propulsion 13.0 32.5 17.1 mission requirements.
300 Electrical System 5.5 13.7 7.2 The profile, plan view and section depicted in Figure 3
400 Electronics 4.0 10.0 5.3 describe the superstructure's geometric shape employing
500 Auxiliary Systems 9.5 23.8 12.5 signature reduction technology similar to that applied to
600 Outfit 6.0 15.0 7.9
700 Armament 5.0 12.5 6.6
the Sea Shadow (Figure 4) [ll]and the F-117 (Figure 5)
Light Ship Margin 6.0 15.0 7.9 [21]. The aft covered deck visually shields the equipment
such as weapons, small craft, delivery vehicles, sensors,
Light-Ship Displacement 76.0 190.0 100.0
etc. This superstructure is not unlike the early iron-clad
LOADS
ship C. S. Virginia (Merrimc, Figure 6 ) whose sides were
Fuel 14.0 35.0 sloped to deflect cannonballs vice electro-magnetic waves
Ammunition 5.0 12.5
Misc. 81 Marqin 5.0 12.5 from modem sensors.
A key feature of this FAC is the CODOG-powered wa-
Full-Load Displacement 100 250
terjet propulsion system. Two machinery arrangements

Q
CRAFT

SECTION "A-A"

F I G U R E 3. 250-Tonne Fast Attack Craft

NAVAL ENGINEERS JOURNAL January 1996 53

 Fast Attack Combatant lor Near-Shore Operation

ISOMETRIC

PROFILE BOW VIEW

F I G U R E 4. SEA SHADOW

F I G U R E 5. F-117

with useful characteristics have been defined and are de- sential external appendages which could be damaged by
picted in Figures 7 and 8. The waterjets, gears, gas tur- grounding.
bines, and diesel engines can all be procured at this time The speed and power characteristics of this FAC were
from KaMeWa, Renk Tacke andor Allen Gears, Allison derived from sea-trial data of larger full-scale vessels. As
and Detroit Diesel respectively. seen in Figure 9 the most probable operational speeds are
Powering with various combinations of gas turbines and 47 knots and 53 knots at full load in sigtllficant waves of
diesel engines is possible for a matrix of useful operational 1.9 meters. The ride quality in ahead seas is acceptable
needs. Each machinery arrangement has three indepen- as indicated in the data for hard-chine craft depicted in
dent power-dnve trains to enhance reliability without es- Figure 10.

54 January 1996 NAVAL ENGINEERS JOURNAL

 Fast Attack Combatant for Near-Shore Operation

F I G U R E 6. C.S. VIRGINIA

I II

I II

F I G U R E 7. Machinery Arrangement No. 1: Three gas turbines, three waterjets of equal size and two diesels

NAVAL ENGINEERS JOURNAL January 1996 55

 Fast Attack Combatant lor Near-Shore Operation

F I G U R E 8. Machinery Arrangement No. 2: Two gas turbines, three waterjets with one being a large booster, and two

The two machmery arrangements for the FAC represent modest with regard to propulsive characteristics. As men-
a combination of power options at any speed from zero to tioned previously and referring to Figure 10, the ride qual-
maximum power. The transfer from diesel to gas turbines ity is not likely to inhibit operations in rough seas. Signif-
in Machinery Arrangement 1 (CODOG) is accomplished icant waves of 1.9 meters (Figure 11) represent a sea
with SSS clutches in the combining gears. The following state 4.
matrix of brake-power levels (kW) describes these com- As a result of dynamic lift at high speeds, a hard-chine
binations: hull rises above its static waterline and the bow trims up.
OPERATIONAL POWER LEVELS
These are useful characteristics particularly with regard
to the effective freeboard increase as the vessel gains
ARRANGEMENT ARRANGEMENT
ENGINE OPTIONS 1 2 speed thereby improving visibility and minimizing onboard
2 Diesels
wetness.
2,089 kW 1,641 kW
2 Diesels and 1 Gas Turbine 7,311 kW 6,863 kW For each machinery arrangement, a range was com-
2 Diesels and 2 Gas puted for three power levels. The results are presented
Turbines - 12,085 kW in Figure 12 for 90% of the 35 metric ton fuel capacity At
2 Gas Turbines 10,444 kW -
maximum diesel power the range potential is 1,000+
3 Gas Turbines 15,666 kW -
nautical miles. Much greater range is possible with a small
reduction in the diesel power level and the transit speed.
Both the power demand of a waterjet and delivered
The turning characteristics are provided in Figure 13
power characteristics of gas turbines follow the relation-
as a ratio of tactical diameter to overall length. Only a
ship of HP/RPM”. This relationship is reflected in the ease
limited amount of data were avadable from vessels with
with which these vessels can handle large variations in
waterjet propulsion from which to obtain turning charac-
displacement with mimnal likelihood of overloading the teristics representative of the length and power of the FAC.
engines.
These data represent this 42.6-meter FAC at a displace-
As depicted in Figure 11 for this FAC, the speed loss ment of 170 metric tons; slightly less than light-ship dis-
in waves which was derived from full-scale trial data is

56 January 1996 NAVAL ENGINEERS JOURNAL

 Fast Attach Combatant lor Near-Shore Operation

16,Mx)

14,000

12,000

loo00
Es /
/ /
/

[L

I
I /
/
/
/
gw m /

Y
DISPL = 250 MT
d
m /
d

s m
/
/ / -
P /

/
/
/ / /

4000 I /
,

2000

fl
0

VELOCITY (KNOTS)

F I G U R E 9. Fast Attack Craft Performance Characteristics in Calm and Rough Water Operation

placement noted in Table 2. These tactical diameters com- transition from displacement to semi-planing and then to
pare favorably with vessels equipped with propellers and planing technologies if hull lengths decrease to suit shrink-
rudders. ing budgets and existing speed requirements are main-
tained.
.Conclusion This paper describes the characteristics of a 250-tonne
vessel which can have various applications in h t e d , mil-
As military budgets shrink, the reduction in size of naval itary conflicts. Creative options for naval forces are pos-
vessels and their weapons systems may follow. The tech- sible for this FAC platform and for foreign military sales.
nology for displacement vessels will be inappropriate for The characteristics of the FAC may be worthy of consid-
designing smaller vessels if current speed requirements eration as future missions dictate fast attack craft. +
are maintained. Hull and propulsive hydrodynamics will

NAVAL ENGINEERS JOURNAL January 1996 57

Fast Attack Combatant for Near-Shore Operation

i:I
0t
I

0 I 2 3 . 4 5
Fnv

F I G U R E 10. Achievable Vertical Acceleration Hard-

Chine Hulls

F I G U R E 11. Fast Attack Craft Speed Loss in Rough

Water

10 20 30 40 50 60

V
MAX
I0 MACHINERYARRANGEMENT NO. 1

*
DIESEL
POWER
* MACHINERYARRANGEMENT NO. 2

2 DIESELSa 0%
ASSUMPTIONS:
1 GAS TURBINE
*
MAX POWER

1. PROPULSIVEPOWER USED FOR MEAN

DISPLACEMENTSPEED.
2. CALM WATER.
3. RANGE DETERMINED USING 9096 FUEL.

I I I I I I
3
F I G U R E 12. Fast Attack Craft Range Characteristics

58 January 1996 NAVAL ENGINEERS JOURNAL

 Fasf Anack Combafant lor Near-Shore Operation

[ I l l Chatterton. E and Paquette, R., “SEA SHADOW Stealth

10 15 20 25 30 35 Ship,” Naval Engineers Journal, November 1994.
[12] Gabrielli, G. and von Karman T., “What Price Speed?”
C ’ I I

Mechanical Engineering, October 1950.

i
[13] Guilfoyle. Jack e t al, “Patrol Craft Requirements and Tech-
nology for the Next Century,” SNAME/ASE Naval Ship De-
sign Symposium, Arlington, VA February 1992.
[14] Hellstrom, S. e t al., “Open Ocean Operation and Man-
oeuvrability at High Speed,” FAST ’91,Trondheim, Norway,
June 1991.
[ 151 Jones, J., Stealth Technology: The Art of Black Magic. Tab
Books, Inc., 1989.
E DISPLACEMENT= 170 MT
[16] Marwood, WJ. and Bailey, D., “Transverse Stability of
Round Bottomed High Speed Craft Underway,” NPL Ship
Division Report 98, 1968.
[ 171 Millward, A., “Preliminary Measurements of Pressure Dis-
0 I I I I tribution to Determine Stability of a Fast Round Bilge Hull,”
10 1s 20 25 30 35 International Shipbuilding Progress, Volume 26, No. 297,
VELOCITY (KNOTS) May 1979.
[18] Savitsky, D. and Gore, J.L., “Re-evaluation of the Planing
Hull Form,” Journal of Hydrodynamics, Volume 14, Number
F I G U R E 13. Fast Attack Craft Tactical Diameter 2, April 1980.
Characteristics [19] Simonsen, E., This is Stealth, Greenhill Books, Presidio
Press, 1992.
[20] Suhrbier, K.R., “An Experimental Investigation on the Roll
Stability of a Semi-Displacement Craft at Forward Speed,”
Proceedings, Symposium on Small Fast Warships and Se-
curity Vessels, RINA, March 1978.
[21] Sweetman, B. and Goodall, J. Lockheed F-117A: Operation
and Development of the Stealth Fighter, Motor Books Inter-
BIBLIOGRAPHY national, 1990.
Allison, J., “Marine Waterjet Propulsion,” SNAME Centen- [22] Trillo, R. L., ed., Jane’s High-speed Marine Craft: 1993-94,
nial Meeting, September 1993. 26th Edition, Jane’s Information Group, p. 254-255.
Blount, D.L., Written Discussion of Reference 9, Naval [23] Watts, Anthony J. Fast Attack Craft. Arms and Armour
Engineers Journal, July 1993. Press, 1992.
Blount, D.L., “Prospects for Hard Chine, Monohull Ves-
sels,” FAST ’93, Yokohama, Japan, December 1993. Donald L. Blount has extensive experience as a natvll archi-
Blount, D.L. and Codega, L.T., “Dynamic Stability of Plan- tect and marine engineer focusing on technologiesfor high-speed
ing Boats,” Marine Technology, January 1992. boats and craft. During his professional career he has co-
Blount, D.L., Grossi, L. and Lauro, L., “Sea Trials and authored and presented more than twenty-sixm e r s to various
Model-Ship Correlation Analysis of the High Speed Gas technical societies in the United States, Asia and Europe.
Turbine Vessel-Destriero,” ASNE HPMV ’92, Arlington, Presently he is a principal of Donald L. Blount and Associ-
VA June 1992. ates, Inc., a private practice located in Norfolk, Virginia. He
Blount, D.L. and Bjame, E., “Design and Selection of Pro- serves as the design manager of Destriero, the @-meter gas
pulsors for High-speed Craft,” 7th Lips Propeller Sympo- turbine vessel holding the non-refueled Atlantic Ocean crossing
sium, Nordwijk, The Netherlands, September 1989. record at 53.1 knots. Mr Blount retired in 1990 after thirty-five
Blount, D.L. and Codega, L.T., “Designing for the Atlantic years as a civilian employee of the United States Nay, during
Challenge,” SNAME Hampton Roads Section, October which time he wus Head of the Combatant Craft Engineering
1991. Department, Head of the Design Branch, and Technical Manager
Blount, D.L. and Thames, J.M., “Gas Turbine Propulsion for Research at Naval Sea Systems Command. For fifteen years
Systems for Advanced Craft,” Man-Tech ’92, Vancouver, prior to that, he was with the David Taylor Research Center
B.V., 1992. Mr Blount is a fellow in both the Society of Naval Architects
Blount, D.L., “Factors InAuencing the Selection of a Hard- and Marine Engineers and The Royal Institution of Naval
Chine or Round-Bilge Hull for High Froude Numbers,” Architects and is a member of the American Society of Naval
FAST’95. Travemunde. Germanv. 1995. Engineers. He is a registered Professional Engineer in Virgtnia,
[lo] Brower, K.S. and Kehoe, J.W.; “Fast Attack Craft-A North Carolina and Florida. M z Blount received a B.S. degree
Comparative Analysis,” Naval Engineers Journal, May in Mechanical Engineering from The George Washington
1993. University in 1963.

NAVAL ENGINEERS JOURNAL January 1996 59