The aim of this research is to determine the identity of a wooden ship located at the bottom of a shallow bay near Kingston, Ontario. The wreck, designated 'Wreck Baker', underwent an archaeological survey, directed by the author, in 2000. Using the archaeological information gathered in conjunction with historical research at the National Archives of Canada and in secondary sources, Wreck Baker will be identified as Princess Charlotte. On Christmas Day 1814 the frigate HMS Psyche splashed into the ice cold waters of Lake Ontario to take part in a war that had ended one day earlier with the signing of the Treaty of Ghent. The Psyche's launch was the fourth of the year, following the frigates HMS Princess Charlotte, and HMS Prince Regent, and the First Rate HMS St. Lawrence. Three of these four ships now rest at the bottom of Lake Ontario. Two of the wrecks have been identified as St. Lawrence and Prince Regent, the largest ships built by the Royal Navy at Kingston. The size and construction of the third wreck provide important clues to its identity. This wreck, called both Wreck Baker and Deadman Bay II by previous investigators, is located, along with Prince Regent (Wreck Able, Deadman Bay I) on the bottom of Deadman Bay at the north-east corner of Lake Ontario, near Kingston, Ontario.In the summer of 2000 an archaeological survey was undertaken with the aim of recording and understanding the unique construction of Wreck Baker to conclusively determine whether it was Princess Charlotte or Psyche. Understanding the construction of Wreck Baker required dives into Lake Ontario and the National Archives of Canada. The work in Lake Ontario provided insight into how the ship was built and the archival work provided the historical context that explains the ship's novel construction. Wreck Baker's archaeologically recorded shape, length, and construction were compared with the ships in the historical record leading to the identification of Wreck Baker as Princess Charlotte.

The aim of this research is to determine the identity of a wooden ship located at the bottom of a shallow bay near Kingston, Ontario. The wreck, designated 'Wreck Baker', underwent an archaeological survey, directed by the author, in 2000. Using the archaeological information gathered in conjunction with historical research at the National Archives of Canada and in secondary sources, Wreck Baker will be identified as Princess Charlotte. On Christmas Day 1814 the frigate HMS Psyche splashed into the ice cold waters of Lake Ontario to take part in a war that had ended one day earlier with the signing of the Treaty of Ghent. The Psyche's launch was the fourth of the year, following the frigates HMS Princess Charlotte, and HMS Prince Regent, and the First Rate HMS St. Lawrence. Three of these four ships now rest at the bottom of Lake Ontario. Two of the wrecks have been identified as St. Lawrence and Prince Regent, the largest ships built by the Royal Navy at Kingston. The size and construction of the third wreck provide important clues to its identity. This wreck, called both Wreck Baker and Deadman Bay II by previous investigators, is located, along with Prince Regent (Wreck Able, Deadman Bay I) on the bottom of Deadman Bay at the north-east corner of Lake Ontario, near Kingston, Ontario.In the summer of 2000 an archaeological survey was undertaken with the aim of recording and understanding the unique construction of Wreck Baker to conclusively determine whether it was Princess Charlotte or Psyche. Understanding the construction of Wreck Baker required dives into Lake Ontario and the National Archives of Canada. The work in Lake Ontario provided insight into how the ship was built and the archival work provided the historical context that explains the ship's novel construction. Wreck Baker's archaeologically recorded shape, length, and construction were compared with the ships in the historical record leading to the identification of Wreck Baker as Princess Charlotte.

A 1998 joint survey undertaken by the Institute of Nautical Archaeology and Portuguese authorities located and identified the sunken remains of the Royal Navy frigate HMS Pallas (1757-1783) off of the Azorean island of São Jorge. Physical remains are so limited as to suggest that excavation would likely yield little new information. However, much documentary evidence has been preserved in Admiralty archives. Contemporary treatises about 18th-century British ship construction focus on glossaries of terms, scantling lists and design theory, and include only short sections on frigates insofar as they apply to those topics. They rarely address specific construction aspects. Most current works address individual aspects of ship construction for the period, but provide little significant detail about the frigate as a ship type. All of these works are useful and reliable, however none attempt to combine the ship with the crew, or pursue the complete history of one ship. As the flagship of a prototypical class, intended to address French superiority in cruiser design, it is reasonable to expect that a history of Pallas would exist with some analysis of how successfully these new frigates fulfilled the Royal Navy’s perceived need. However, to date there has been no attempt to consolidate the evidence of her 26-year career. This study provides a comprehensive history of a single ship from perceived need and conceived solution through design and construction. The ship’s logbooks and additional primary sources made it possible to accurately document and analyze Pallas’ activities, maintenance, modifications, and ultimately to draw conclusions about the overall effectiveness of the frigate type. I began with basic background information to establish the perceived need for a new frigate type, followed by an examination of the conceived design solution. A partial set of admiralty drafts served as a foundation from which to develop a more complete set of construction plans, a spar plan, and rigging plans. Comprehensive research into life aboard Royal Navy warships of the period provided a social context within which to examine the service history of Pallas. Finally, a review of the maintenance record and the events leading up to her sinking enabled an informed assessment of how well HMS Pallas fulfilled the perceived need for which she was developed.

Taiwan Island is surrender by ocean; the ninety percent of raw material for economic development depends on sea transportation. Thus, it is important to keep sea line of communication for using without any obstruction. As known, the most serious threat to sea line of communication of Taiwan is from submarine of PRC. However, the KNOX class frigate is the warship which is designed for ASW especially by USN. She is still the major ASW ship for Taiwan navy so far. For this reason, the officers working on the KNOX is the main objective to this case study for relationship between the job satisfaction and turnover intention. Consequently, the recommendation according to the study conclusion was provided. The method was used in this study were theory review, questionnaires, and statistics analysis which covered t-test, one-way ANOVA, Pearson product-moment correlation, and regression analysis. Accordingly, the study results are follows, A. The job satisfaction of officers was moderate and they were also precious to the current job without significant turnover tendency. B. For the demographic aspect, unexpectedly, female officers had higher job satisfaction than male ones. Unmarried officers had higher job satisfaction than married ones. The age between 26 and 30 years old officers had lower job satisfaction than others. C. The most significant influence of key factors on job satisfaction were career expectation, job perspective, fair reorganization, motivated strategy, and military culture. D. The negative relation was resulted from the job satisfaction and turnover intention of the KNOX officers.

Helicopter operations in the vicinity of small naval surface vessels often require excessive pilot workload. Because of the unsteady flow field and large mean velocity gradients, the envelope for flight operations is limited. This experimental investigation uses a 1:144 scale model of the U.S. Navy destroyer DDG-81 to explore the problem. Both active and passive flow control techniques were used to improve the flow field in the helicopter's final decent onto the flight deck. Wind tunnel data was collected at a set of grid points over the ship's flight deck using a single component hotwire. Results show that the use of porous surfaces decreases the unsteadiness of the flow field. Further improvements are found by injecting air through these porous surfaces, causing a reduction in unsteadiness in the landing region of 6.6% at 0 degrees wind-over-deck (WOD) and 8.3% at 20 degrees WOD. Other passive configurations tested include fences placed around the hangar deck edges which move the unsteady shear layer away from the flight deck. Although these devices cause an increase in unsteadiness downstream of the edge of the fence when compared to the baseline, the reticulated foam fence caused an overall decrease in unsteadiness in the landing region of 12.1% at 20 degrees WOD. / Master of Science

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