NES 613 Requirements for the Installation of Degaussing Systems in HM Surface Ships and Submarines - Category 2

Requirements for the Installation ofDegaussing Systems in

HM Surface Ships and Submarines

Ministry of Defence Defence Standard 02-613

Issue 2 Publication Date 10 December 2002

Category 2

AMENDMENTS ISSUED SINCE PUBLICATION

AMD NO DATE OFISSUE

TEXT AFFECTED SIGNATURE &DATE

Revision Note

This Issue of this Standard has been prepared to incorporate changes to text and presentation.The technical content has been updated in line with current practice.

Historical Record

DEF STAN 02-613 Issue 1 April 2000NES 613 Issue 4 December 1991NES 613 Issue 3 June 1988NES 613 Issue 2 January 1981NES 613 Issue 1 October 1977NES 1-58-511 October 1977DG Ships 195

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DEFENCE STANDARD 02613

REQUIREMENTS FOR THE INSTALLATION OF

DEGAUSSING SYSTEMS IN HM SURFACE SHIPS AND SUBMARINES

ISSUE 2

This Defence Standard is

authorized for use in MOD contracts

by the Defence Procurement Agency and

the Defence Logistics Organisation

Published by:

Defence Procurement Agency,An Executive Agency of The Ministry of Defence,UK Defence Standardization,Kentigern House,65 Brown Street,Glasgow, G2 8EX.

DEF STAN 02613 / Issue 2(NES 613)

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SCOPE

1. This Defence Standard (DEF STAN) in conjunction with the documents referred to hereinspecifies, for HM Surface Ships of steel construction and Submarines, the installation and testingrequirements of permanent degaussing systems using inboard coils of multicore cable andsupplied with direct current derived from the ships main electrical supply system.

FOREWORD

Sponsorship

1. This Defence Standard (DEF STAN) is sponsored by the Defence Logistics Organisation (DLO),Ministry of Defence (MOD).

2. Any user of this Standard either within MOD or in industry may propose an amendment to it.Proposals for amendments that are not directly applicable to a particular contract are to be madeto the publishing authority identified on Page 1, and those directly applicable to a particularcontract are to be dealt with using contract procedures.

3. If it is found to be unsuitable for any particular requirement, MOD is to be informed in writingof the circumstances.

4. No alteration is to be made to this Standard except by the issue of an authorized amendment.

5. Unless otherwise stated, reference in this Standard to approval, approved, authorized and similarterms means by the MOD in writing.

6. Any significant amendments that may be made to this Standard at a later date will be indicatedby a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line interval.

7. This DEF STAN has been reissued at Issue 2 to reflect changes in departmental nomenclature andthe changes to technical requirements.

Conditions of Release

General

8. This Standard has been devised solely for the use of the MOD, and its contractors in the executionof contracts for the MOD. To the extent permitted by law, the MOD hereby excludes all liabilitywhatsoever and howsoever arising (including but without limitation, liability resulting fromnegligence) for any loss or damage however caused when the Standard is used for any otherpurpose.

9. This document is Crown Copyright and the information herein may be subject to Crown or thirdparty rights. It is not to be released, reproduced or published without written permission of theMOD.

10. The Crown reserves the right to amend or modify the contents of this DEF STAN withoutconsulting or informing any holder.

MOD Tender or Contract Process

11. This DEF STAN is the property of the Crown. Unless otherwise authorized in writing by the MODit must be returned on completion of the contract, or submission of the tender, in connection withwhich it is issued.

12. When this Standard is used in connection with a MOD tender or contract, the user is to ensure thathe is in possession of the appropriate version of each document, including related documents,

DEF STAN 02613 /ISSUE 2

(NES 613)

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relevant to each particular tender or contract. Enquiries in this connection may be made to theauthority named in the tender or contract.

13. When Defence Standards are incorporated into MOD contracts, users are responsible for theircorrect application and for complying with contractual and any other statutory requirements.Compliance with a Defence Standard does not of itself confer immunity from legal obligations.

Categories of Defence Standard

14. The Category of this DEF STAN has been determined using the following criteria:

a. Category 1. If not applied may have a Critical affect on the following:

Safety of the vessel, its complement or third parties.

Operational performance of the vessel, its systems or equipment.

b. Category 2. If not applied may have a Significant affect on the following:

Safety of the vessel, its complement or third parties.

Operational performance of the vessel, its systems or equipment.

Through life costs and support.

c. Category 3. If not applied may have a Minor affect on the following:

MOD best practice and fleet commonality.

Corporate Experience and Knowledge.

Current support practice.

Related Documents

15. In the tender and procurement processes the related documents listed in each section and AnnexA can be obtained as follows:

a. British Standards British Standards Institution,389 Chiswick High Road,London, W4 4AL.

b. Defence Standards, Defence Procurement Agency,An Executive Agency of The Ministry of Defence,UK Defence Standardization,Kentigern House,65 Brown Street,Glasgow, G2 8EX.

c. Other documents Tender or Contract Sponsor to advise.

16. All applications to Ministry Establishments for related documents are to quote the relevant MODInvitation to Tender or Contract number and date, together with the sponsoring Directorate andthe Tender or Contract Sponsor.

17. Prime Contractors are responsible for supplying their subcontractors with relevantdocumentation, including specifications, standards and drawings.

Health and Safety

Warning

18. This Standard may call for the use of processes, substances and/or procedures that are injuriousto health if adequate precautions are not taken. It refers only to technical suitability and in no way


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absolves either the supplier or the user from statutory obligations relating to health and safety atany stage of manufacture or use. Where attention is drawn to hazards, those quoted may notnecessarily be exhaustive.

19. This Standard has been written, and is to be used, taking into account the policy stipulated inJSP 430: MOD Ship Safety Management System Handbook.

Additional Information

(There is no relevant information included)

DEF STAN 02613 /ISSUE 2

(NES 613)

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CONTENTS

Page No

TITLE PAGE 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SCOPE 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FOREWORD 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Sponsorship 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conditions of Release 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Categories of Defence Standard 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Related Documents 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Health and Safety 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Additional Information 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CONTENTS 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 1. PERFORMANCE SPECIFICATION 7. . . . . . . . . . . . . . . . . . . 1.1 Degaussing Systems 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.1 Introduction 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1.2 Coil Designation 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2 Control and Correction 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2.1 Introduction 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SECTION 2. NATIONAL/INTERNATIONAL REGULATIONS 8. . . . . . . .

SECTION 3. MILITARY STANDARDS/REQUIREMENTS 8. . . . . . . . . . . . 3.1 Drawing X 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2 Permissible Deviations of Coil/Cable Location and Routeing 83.2.1 General Principles 8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 Cable Installation 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.1 General 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4 Special Compartments 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 Marker Plates 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.1 General 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.2 Junction Boxes 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.3 Reversing Switches 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.4 Course Correction Indicator Plate 10. . . . . . . . . . . . . . . . . . . . . 3.6 Inspection and Testing 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.1 Degaussing Installation Certificate 10. . . . . . . . . . . . . . . . . . . . . 3.7 Supply of Equipment and Spare Gear 10. . . . . . . . . . . . . . . . . . 3.7.1 Packaging 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7.2 Spare Gear 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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SECTION 4. DESIGN REQUIREMENTS GUIDANCE 11. . . . . . . . . . . . . . . 4.1 Coil/Cable Location and Routeing 11. . . . . . . . . . . . . . . . . . . . . . 4.1.1 M Coil 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.2 Three-part M Coils 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.3 FIQI and FPQP Coils 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.4 LI and LP Coils 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.5 I and AP Coils 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2 Permissible Deviations of Coil/Cable Location and Routeing 124.2.1 M, MF, MM, MQ, FIQI and FPQP Coils 12. . . . . . . . . . . . . . . . 4.2.2 LI and LP Coils 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.3 AI and AP Coils 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.4 Athwartship Cable Runs 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.5 Supply Cables 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2.6 Safe Distances from Magnetically Sensitive Equipments 14. . . . 4.3 Control and Correction 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.1 M Coil Systems 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.2 Automatic Five-Step Course Correction Systems 14. . . . . . . . . . 4.3.3 Automatic Continuous Course Correction Systems 15. . . . . . . . 4.3.4 Compass Correction 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3.5 Alarm Circuits 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4 Electrical Power Supplies 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.1 Alternating Current Supply 16. . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4.2 Direct Current Supply 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5 Cable Installation 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1 Cable Joints 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6 Equipment Installation 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6.1 Equipment Location 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6.2 Control Equipment 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6.3 Compass Correction Equipment 19. . . . . . . . . . . . . . . . . . . . . . . . 4.6.4 Remote Metering and Indication Panels 19. . . . . . . . . . . . . . . . . 4.6.5 Emergency Connectors 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6.6 Coil Polarity 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.6.7 Internal Communications 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7 Inspection and Testing 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7.1 All Ships 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.7.2 Course Correction 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4.1 Coil Current/Ships Course Relationship 23. . . . . . . . . . . . . . . .

SECTION 5. CORPORATE KNOWLEDGE AND EXPERIENCE 23. . . . . .

ANNEX A. RELATED DOCUMENTS 24. . . . . . . . . . . . . . . . . . . . . . . . . . . .

ANNEX B. ABBREVIATIONS AND DEFINITIONS 25. . . . . . . . . . . . . . . .

ANNEX C. PROCUREMENT CHECK LIST 26. . . . . . . . . . . . . . . . . . . . . . .

ALPHABETICAL INDEX 27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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1. PERFORMANCE SPECIFICATION

Related Documents: DEF STAN 02614; see also Annex A.

1.1 Degaussing Systems

1.1.1 Introduction

a. Degaussing (DG) is to be effected by means of one or more coils of multicoreelectric cable, each coil consisting of one or more turns of cable and fitted insidethe hull of the vessel.

1.1.2 Coil Designation

a. The specified outfit of DG Coils is to comprise combinations of the coil typesdetailed below, as required by the function, size and type of vessel concerned.

(1) M Coils. Coils in the horizontal plane, the settings for which include a fixedcurrent to compensate the permanent vertical magnetism and a current value,which varies with change of magnetic latitude, to compensate the inducedvertical magnetism.

(2) Three-Part M Coils. Three separate M Coils, each approximately one-thirdof the ships length, which are electrically independent and separatelycontrolled. The coils are designated MF (Main Forecastle), MM (MainMidships) and MQ (Main Quarterdeck).

(3) FIQI Coils. Two coils, each between one-quarter and one-third of the shipslength, which are fitted in the horizontal plane above MF andMQ Coilsrespectively. FI and QI Coils are designed to compensate induced verticalmagnetism and are connected in series so that the direction of current flowin one is opposite to that in the other. Some installations may also have FPand QP Coils similarly disposed.

(4) L Coils. Coils in the vertical plane with their magnetic axis fore and aft, thesettings for which include a fixed current value to compensate the permanentlongitudinal magnetism and a current value, which varies with change ofmagnetic latitude or ships course, to compensate the induced longitudinalmagnetism.

(5) LI Coils. L Coils controlled by Automatic Course Correction Equipment,or by hand, to compensate the induced longitudinal magnetism with changesof ships course.

(6) LP Coils. L Coils to compensate the permanent longitudinal magnetism.

(7) A Coils. Coils in the vertical plane with their magnetic axis athwartships, thesettings for which include a fixed current value to compensate the permanentathwartships magnetism and a current value, which varies with change ofmagnetic latitude or ships course, to compensate the induced athwartshipsmagnetism. Each A Coil consists of two parts connected in series, one on theport side and one on the starboard side of the ships centre line.

(8) AI Coils. A Coils controlled by Automatic Course Correction Equipment,or by hand, to compensate the induced athwartships magnetism with changesof ships course.


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(9) AP Coils. A Coils to compensate the permanent athwartships magnetism.

(10) Re-entrant Loop. An additional coil fitted in the same plane as, and in serieswith, the parent coil to provide increased magnetic compensation in certainareas of the vessel.

1.2 Control and Correction

1.2.1 Introduction

a. The system required for any vessel is to be as specified in the System RequirementDocument (SRD) and on Drawing X. Normally the basic DG System for a steelSurface Ship will consist of a single M Coil, or a multi-part M Coil installation.To this may be added a course correction system for use in conjunction with FIQI(or LI) and AI Coils, e.g. Automatic five-step course correction, or Automaticcontinuous course correction. (See Clauses 4.3.1 to 4.3.5.)

b. Where a course correction system is specified a compass signal is to be providedto suit the DG course correction transmission unit. The detailed requirements ofthese units are given in DEF STAN 02614.

c. Certain vessels and submarines may require other degaussing systems withdifferent methods of control, but these applications will always be specificallydetailed by Warship Support Agency (WSA)/Marine Electrical Systems 4 (MLS4)and the SRD.

2. NATIONAL/INTERNATIONAL REGULATIONS

This DEF STAN contains no National/International Regulations information.

3. MILITARY STANDARDS/REQUIREMENTS

See Annex A for a full list of Related Documents.

3.1 Drawing X

a . Details of the installation for a particular vessel are shown on Drawing X, which isto be provided or approved by WSA/MLS4. Drawing X will include details of therequired layout of the coils, cabling routes, types of cable to be used and methods ofconnection.

b . Drawings, if required, will be defined by the SRD. The preparation and submissionof drawings is to be in accordance with DEF STAN 02503.

c . Drawing X is unique to each installation and complementary to the SRD. Unlessprovided by WSA/MLS4, Drawing X is to be prepared by the Shipbuilder andsubmitted to WSA/MLS4 for approval/acceptance.

3.2 Permissible Deviations of Coil/Cable Location and Routeing

3.2.1 General Principles

a . No alternative route is to be considered unless that shown on Drawing X isimpossible. IT IS NOT SUFFICIENT THAT AN ALTERNATIVE ROUTE IS


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EASIER; IT MAY BE MUCH WORSE MAGNETICALLY. Covering approval isto be obtained if any proposed departures are greater than the limits of permissibledeviations given in Clauses 4.2.1 to 4.2.6. Any deviations from routes shown onapproved drawings are to be brought without delay to the attention of the ProjectManager or Authorised Representative. In some cases, the coil routes shown onDrawing X will have been arrived at as a result of model experiments and therelaxations in Clauses 4.2.1 to 4.2.6 may not entirely apply. In general, diversions,where absolutely necessary, should avoid any reduction of the DG Coil area.

3.3 Cable Installation

3.3.1 General

a . The cables comprising the DG Coils, unless otherwise stated, are to be multicoresselected from DEF STAN 02512. They are to be run and supported in accordancewith DEF STAN 02502, unless specifically approved otherwise by the ProjectManager or Authorised Representative. Should coils be specified to be run on theopen deck the cables are to be secured and protected as shown onSDN 006 050 182.

3.4 Special Compartments

a . Where cables pass through compartments covered by Magazine Regulations, theyare to be run in accordance with DEF STAN 02502.

b . DG cables passing through oil or water tanks and insulated compartments are to berun in accordance with DEF STAN 02502.

c . Where DG cables pass through ships chain cable lockers, they are to be run at aheight of at least 0.6 metre above the maximum height of stowage of the shipschain cable, on 6 mm solid plate and protected with 6 mm plating. Stud welding isnot to be used for securing cable clips or protective plating in these compartments.

d . Where DG cables are shown passing through radio offices, they are to becompletely encased in electrically continuous metal trunking. This trunking is tobe electrically bonded to the outside bulkhead of the office at the points where thecables enter and emerge.

3.5 Marker Plates

3.5.1 General

a . Suitable marker plates are to be fitted by the Shipbuilder to all items of equipmentnot so marked by the manufacturer for the purpose of identification. The DG Coilletter or letters associated with each item of equipment is to be on the marker plate,together with the descriptive name of the item and any essential operatinginstructions. (See Clauses 3.5.2 to 3.5.4).


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3.5.2 Junction Boxes

a . For reversing turn and supply junction boxes the marker plate is to state:

*COIL (or COIL RE-ENTRANT LOOP)REVERSING TURN AND SUPPLY JUNCTION BOX

ADJUSTMENT OF EFFECTIVE TURNS IS TO BECAR-RIED OUT BY REVERSING TURNS IN THIS BOX

* Insert appropriate DG Coil designation.

In addition each of these boxes is to be provided with an approved form ofindicating marker plate upon which the appropriate number of effective turns canbe set and locked each time an adjustment is made.

3.5.3 Reversing Switches

a . The marker plates on reversing switches are to be amplified by the Shipbuilder toread, as appropriate:

*COIL (OR COIL RE-ENTRANT LOOP) SWITCHSWITCH UP FORWARD CURRENT (+FP QP) or (+LP) or (+AP) or (+M*)

SWITCH OFF OFF

SWITCH DOWN REVERSE CURRENT (FP +QP) or (LP) or (AP) or (M*)

* Insert appropriate DG Coil designation.

3.5.4 Course Correction Indicator Plate

a . In ships fitted with an automatic five-step course correction system, a coursecorrection indicator plate, as shown on SDN 006 050 194 is to be supplied by theshipbuilder and fitted in the Officer of the Watch position. This plate is to show thecurrents required in the heading coils for any heading of the ship, and is for usewhen in hand control.

3.6 Inspection and Testing

3.6.1 Degaussing Installation Certificate

a . The complete DG installation is to be inspected and tested to the satisfaction of theProject Manager or Authorised Representative and the DG Inspecting Officer. Therelevant Degaussing Installation Certificates, specified in BR 825(2), are to becompiled by the Inspecting Officer and copies distributed in accordance withcurrent instructions.

3.7 Supply of Equipment and Spare Gear

3.7.1 Packaging

a . Packaging of equipment is to conform to the requirements of DEF STAN 02724 orthe relevant SRD, Contract or Order.


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3.7.2 Spare Gear

a . The supply of spare gear is to be arranged in accordance with the procedurescontained in DEF STAN 0254.

b . All spare parts are to be subjected to the same testing as if incorporated in anequipment, unless exemption is given at the time of ordering.

4. DESIGN REQUIREMENTS/GUIDANCE

See Annex A for a full list of Related Documents.

4.1 Coil/Cable Location and Routeing

4.1.1 M Coil

a . The M Coil is to embrace the interior of the whole vessel. Except where otherwisespecified on Drawing X this coil is to be:

(1) in a plane following the sheer of a continuous deck;

(2) close to the ships side and extending as far as possible to the ends of the ship;

(3) at a continuous level between one third and one quarter of the distance fromthe uppermost continuous deck of the ship to the keel;

(4) the re-entrant loop, when specified, is to embrace the forecastle and is tofollow the same route as the M Coil.

4.1.2 Three-part M Coils

a . MF, MM and MQ Coils are to cover the forward, centre and after thirds of the vesselrespectively, the three coils collectively embracing the whole vessel. Except wherespecified otherwise on Drawing X, these are to be:

(1) in planes following the sheer of a continuous deck;

(2) close to the ships side, the MF and MQ Coils extending as far as possible tothe ends of the ship;

(3) the MM Coil is to be rove immediately under the uppermost continuous deckand the MF and MQ Coils at a level between one quarter and one third of thedistance down from the uppermost continuous deck to the keel;

(4) when the MF Coil and/or the MQ Coil is required to have a re-entrant loopthis is to embrace the extreme forward or after ends of the ship and is to followthe same routes as the parent coils.

4.1.3 FIQI and FPQP Coils

a . The cables for FIQI and FPQP Coils are to embrace the forward and after portionsof the vessel, generally following the sheer of a continuous deck. They are toextend as near to the ends of the vessel as possible and are to be rove under and close


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up to the uppermost continuous deck. Unless otherwise shown on Drawing X, thepositions of the athwartship limbs completing these coils are to be approximatelyone third the length of the ship from the bow and stern respectively.

4.1.4 LI and LP Coils

a . LI and LP Coils are to consist of a number of separate coils fitted in the verticalplane and lying athwartships. The separate coils are to be spaced along the length ofthe ship as shown on Drawing X and connected as required. The coils are to be runclose to the ships side or, in the case of the athwartship limbs, close to the decks.

4.1.5 AI and AP Coils

a . AI and AP Coils are each to consist of two separate coils of cable rove lengthwisethrough the ship in a vertical plane, the upper limbs of the two coils being just belowthe upper deck level and the lower limbs as low as possible amidships. The port andstarboard parts are to be parallel and separated by a distance equal to half the beamwidth. The cables which form each coil are to be rove so that the separationbetween the upper and lower limbs is reduced approximately in proportion to themean beam at any cross section of the ship. The forward and after ends of the coilsare not to extend further towards the bow and stern of the ship than those stationswhere the beam is one third the maximum beam of the ship. Care is to be taken toensure that the two separate coils of cable comprising an AP or AI Coil are as far aspossible symmetrical about the fore and aft centre vertical plane of the ship and thatthe length of the cable used in each coil is approximately the same.

4.2 Permissible Deviations of Coil/Cable Location and Routeing

4.2.1 M, MF, MM, MQ, FIQI and FPQP Coils

a . The optimum level of these coils is to be that shown on Drawing X. If the routeshown is not practicable, the coil is to be run on a route as near that shown aspossible. Where proposed alternative routes are at equal distances above or belowthe correct height the more convenient of the two may be taken, provided thechange of route does not involve raising the coil above, or lowering it below, a deck.

b . Change of level of the MM Coil within the diversions permitted in the followingclauses is to be made at a distance not greater than half a maximum beam from thecross-over positions of the MF and MQ Coils. A change of level within half abeams distance from the ends of the ship, as, for instance, for the M Coil to rise overthe collision bulkhead, is also permissible.

c . Where the fitting of the M or MF Coil will be simplified by not extending it into thebows of the vessel, the coil may be shortened providing the area lost by suchshortening is not greater than B2/16 square metres (where B is the maximum beamin metres). The area is to be measured at the normal level of the coils.

d . The effect of diversions away from the ships side is to reduce the area of the coilconcerned. A total reduction of area of more than 12 per cent is not permissible.Wherever diversions are made, it is essential that the length of cable used for anycoil (and its feeders) is within the limits stated on Drawing X and no departurefrom this is to be made without approval. Where limits are not stated on DrawingX, they are to be between 10 and +10 per cent of the stated length of cable.


13

e . A horizontal diversion of width not greater than b/20 metres (where b is the meanbeam of the ship in the region of the diversion) and of any length is permissible, butif the length of the diversion is greater than twice the maximum beam it isrecommended that the coil be run inboard at a constant distance for the whole of itslength. When running cables around obstructions, the route is to be chosen so as tomake the magnetic effect of the diversions as small as possible.

f . A vertical diversion is always to be preferred to a horizontal provided it does notpass through a deck. The effect of a vertical diversion which passes through a deckis proportional to 1.2L (where L is the length in metres of the vertical diversion) andthe effect of a horizontal diversion is proportional to its area A (where A is in squaremetres). The choice of a horizontal or vertical diversion which has to pass through adeck will depend upon whether A or 1.2L is the smaller, unless circumstances makethe more efficient route impracticable. It is not essential for diversions to be madeat right angles and they may be diagonal if desired.

4.2.2 LI and LP Coils

a . Any instances where it is desired to depart from the routes of the coils, as shown onDrawing X, are to be submitted to WSA/MLS4 for approval.

4.2.3 AI and AP Coils

a . A considerable reduction in distance between the upper and lower limbs at one endof the ship, but not at the other, is to be avoided.

b . A general reduction in height between the upper and lower limbs is permissibleprovided the reduction is compensated by a proportional increase in ampere turns,but approval for this is to be obtained.

c . Small diversions to avoid individual compartments etc are permissible, over a totallength not greater than the beam of the ship.

d . A diversion which has to be made in the vicinity of large ferrous masses, such asboilers or engines, is to be in a direction which will reduce the vertical distancebetween the upper and lower limbs of the coil.

e . In the absence of large ferrous masses, any diversion is to be made so as to avoidreducing the vertical distance between the upper and lower limbs.

f . Where a significant diversion from the coil route shown on Drawing X iscontemplated, the proposal for the diversion is to be referred to WSA/MLS4 forapproval. A significant diversion is defined as one causing a change of coil areaexceeding:

(1) B2/8 square metres for the upper limbs;

(2) B2/16 square metres for the lower limbs

where B = the maximum beam of the ship (including bulges), in metres.


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4.2.4 Athwartship Cable Runs

a . The cables comprising the athwartship limbs of any coil are to be rove in the mostdirect manner possible and no portion is to be rove in the fore and aft line. Theathwartship limbs of any adjacent coils are invariably to be run on the same side of asteel bulkhead so as not to induce an unwanted magnetic component in thatbulkhead.

4.2.5 Supply Cables

a . If single core cables are used to supply the coil junction boxes they are to be runnon-inductively, i.e. the feeder and return cables are to be as close together aspossible.

4.2.6 Safe Distances from Magnetically Sensitive Equipments

a . If the DG Coils do not embrace the superstructure on which a magnetic compassstands the athwartship cables of these coils are to comply with one of the followingrequirements:

(1) Not pass within 3 metres (measured horizontally), of a structure on which amagnetic compass stands;

(2) Be rove so that at least one existing steel deck lies between the coil and thedeck on which a magnetic compass stands.

b . The cables comprising any DG Coil are not to be rove nearer to a gyro compass thanthe distance given by the formula D = AT/490 (where D is the normal distance in airin metres from the DG cables and AT is the maximum available ampere turns in thecoil).

c . The DG cables are not to be run nearer the chronometers than the above distance D.If, however, the chronometers are housed in boxes shielded with soft iron, thedistance may be reduced to D/3.

4.3 Control and Correction

4.3.1 M Coil Systems

a . The M Coil, or each part of a multi-part M Coil system, is to be supplied with directcurrent by control gear which sets and regulates the currents required. The type ofcontrol gear will depend primarily upon whether the ships main supply system isdirect or alternating current. A typical system is shown on SDN 006 050 172. Therequirements for the control equipment are covered in DEF STAN 02614.

4.3.2 Automatic Five-Step Course Correction Systems

a . The coils are to be supplied with direct current by means of a contactor panel inconjunction with a ballast and regulating resistance unit for each group of the FIQI(or LI) and AI coils. The sensing control for the contactors is to be derived from aminiature five-step course correction transmission unit supplied from the shipsgyro compass system. A typical system is shown on SDN 006 050 171. Therequirements for the control equipment are covered in DEF STAN 02614.


15

4.3.3 Automatic Continuous Course Correction Systems

a . The system is to comprise a continuous course correction transmission unit,supplied from the ships gyro compass system and arranged to drive an amplifiercontrol system in conjunction with a motor-generator set or static rectifier. Themotor-generator set (or static rectifier), is to have two, independently controlled,direct current outputs: one for FIQI (or LI) Coils and one for AI Coils. A typicalsystem is shown on SDN 006 050 178. The requirements for the control equipmentare covered in DEF STAN 02614.

4.3.4 Compass Correction

a . The magnetic fields set up in ships by the currents in the DG Coils will causedeviation of the magnetic compasses. This deviation is to be compensated byfitting sets of corrector coils to the compass binnacles, and energizing those coilsin such a manner that the current flow is proportional to and opposes the fieldproduced by the current in the pertinent DG Coil. This compass correction isapplied in the form of three components mutually at right angles, viz fore and aft,athwartships and vertically (perpendicular to the keel). These components areknown as B, C and HE (Heeling Error) corrections respectively.

b . For centre-line binnacles, HE and B corrections only are normally arrangedfrom DG Coils other than AI and AP, whereas C correction is normally arrangedfrom AI and AP Coils. For binnacles off the centre-line of the ship, HE, B andC corrections are required from all the DG Coils which are liable to affect thecompasses. The particular configuration is to be shown on Drawing X.

c . The supply to the corrector coils from any given DG Coil is to be obtained via adropping resistor in the output supply to the DG Coil. This resistor, known as thecompass correction series resistor, is to be fitted in the particular equipmentenclosure as shown on the relevant drawings. It is normally to be arranged toprovide a supply of 6 Volts when carrying the maximum stated current for the DGCoil concerned, and any change in this requirement will be specifically stated onDrawing X. Consideration is to be given to the provision of these series resistorsin the initial purchase of control gear, even if a compass correction system is notspecified, to cater for the possible fitting of a magnetic compass at a later date.

d . Adjustment of the current in the compass correction coils to provide the correctdegree of compensation is effected by means of compass corrector regulatingresistors, which are to be located under cover in the vicinity, and within sight ifpossible, of the binnacle concerned. Details of wiring and diagrams of connectionsfor the correction of various patterns of binnacles, in conjunction with variousconfigurations of DG Coils, are given on SDN 006 050 190.


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4.3.5 Alarm Circuits

a . Auxiliary contacts are to be provided on equipment as necessary to provide remotealarm facilities at a Versitile Console Units (VCS) unit.

b . The requirements of these alarm contacts, for the particular equipment concerned,are detailed in DEF STAN 02614.

4.4 Electrical Power Supplies

4.4.1 Alternating Current Supply

a . The supply to the M Coil, or to each part of a multi-part M Coil, is normally to beobtained from a regulating rectifier, supplied from the ships main power supply.

b . Exceptionally, a bulk supply rectifier, with regulating and ballast resistances foreach M Coil may be approved for the supplies to a small M Coil system.

c . In either case, independent alternative ac supplies are to be arranged for theconversion equipment.

d . A bulk supply rectifier, with individual regulating and ballast resistances for theFIQI (or LI) and AI Coils, is to be provided for the supplies to an automaticfive-step course correction system. Independent alternative ac supplies to therectifier are to be provided.

e . The supplies to the FIQI (or LI) and AI Coils, which form a part of a continuouscourse correction system are to be provided from equipment detailed in DEF STAN02614 supplied from the ships main power supply. Independent alternative acsupplies are to be provided.

f . The 440 V 3Phase 60 Hz ac supplies provided from the ships main power supplysystem will be in accordance with DEF STAN 615 Part 4, unless otherwisedefined in the SRD.

g . Supplies to systems requiring conditioning heaters are to be 115 V 1phase60 Hz unearthed to DEF STAN 615 Part 4.

h . Auxiliary supplies for alarms and remote indication may be required. Therequirements for these will be covered in the relevant SRD.

4.4.2 Direct Current Supply

a . In ships having dc main power supplies, the DG System is to be supplied viaregulating and ballast resistors direct from the ships system. The detailedrequirements will be specified in the relevant SRD.

4.5 Cable Installation

4.5.1 Cable Joints

a . The number of joints in the cables comprising the DG Coils is to be kept to aminimum, and all joints are to be made in junction boxes approved for degaussingpurposes. These junction boxes, the requirements of which are detailed in DEFSTAN 02614, are of the following three types:


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(1) Supply Box;

(2) Reversing turn and supply box;

(3) Straight through box.

b . Normally one junction box in each of the coils, M, MF, MM, MQ and AI is to be asupply box and one box in each of the coils FP, QP, FI and QI, in each limb of LI, LPand AP, and in each re-entrant loop, is to be a reversing turn and supply box. Anyother boxes fitted are to be of the straight through type, unless specified to thecontrary on Drawing X.

c . DG Junction Boxes, particularly reversing turn and supply types, are to beaccessible without having to remove stores or other items and none are to be fittedin compartments which are liable to intentional flooding for damage controlpurposes.

d . The multicore cables comprising each coil and re-entrant loop, having been reevedinto their respective junction boxes, are to be connected so that all the cores in aparticular coil are in series, unless parallel connection is specified as in Clause4.5.1e when connecting the cables, care is to be taken to ensure that the continuityof the cores is preserved, that no cross-over takes place, and that the same sequenceis followed for all cables in any one coil to ensure that current flows in the samedirection in all cores as specified in Clauses 4.6.6a and 4.6.6b .

e . It may be necessary in some installations, for reasons of current carrying capacityand ohmic values, to make each series turn of a DG Coil consist of two or morecores in parallel. In such circumstances, additional junction boxes are to be fitted ateach supply point, and elsewhere if necessary. The junction boxes are to bearranged so as to ensure that each parallel component of the relevant DG Coil iscontained in a separate box. To enable these components to be paralleled, a suitablelooping-in box is to be supplied and fitted by the shipbuilder.

f . The actual arrangement of connections required for each coil and details of anyseries and parallel configuration will be stated on the relevant Drawing X.

g . The ends of the completed coils and loops are to be connected to the supply cables inthe supply junction box and thence to the dc supply for the DG System as shown onDrawing X.

h . In reversing turn boxes, provision is to be made for the reverse of up to 50 per centof the series cores in the coil or loop. The methods for arranging this are stated onthe relevant drawings of the boxes.

i . Unless otherwise stated, the FP and QP Coils and the FI and QI Coils respectivelyare to be connected in series. The FP and FI Coils are to be of opposite polarity toQP and QI Coils respectively. The associated limbs of the AI and AP Coils and theLI and LP Coils are to be connected in series.

j . The re-entrant loops are to be connected in series with their associated parent coils,but each loop is to be supplied through an approved design of reversing switch inorder that its polarity may be changed in relation to that of the parent coil.

k . The normal polarity of all coils and re-entrant loops is to be as stated inClause 4.6.6b . A diagram of connections and, in the case of reversing turn boxes,


18

instructions for the reversal of turns is to be affixed to the inside of the junction boxcover and protected by a coat of clear varnish. An approved form of indicator toshow the number of effective turns is to be provided on or adjacent to eachreversing turn junction box. The actual requirement for reversal of turns in eachcoil or loop is determined after each DG ranging of the ship.

4.6 Equipment Installation

4.6.1 Equipment Location

a . The various items of equipment are to be located as required by Drawing X forany particular ship, but, in general, the rules laid down in this section are to beapplied.

b . The ballast and regulating resistance units, reversing switch and local ammeter forany given DG Coil are to be grouped together, due allowance being made for theheat dissipated from the resistors, when selecting the position.

c . For an automatic five-step system, the two sets of control gear are to be groupedtogether.

d . In selecting positions for the DG rectifiers, particular attention is to be given to theneed for adequate ventilation, since these are naturally cooled.

e . For an automatic continuous course correction system, the DG control panel is to besited adjacent to the amplifier cubicle, care being taken that the location is suitablefor electronic equipment.

f . In ships with course correction systems, the transmission unit and the remotemetering and indication panel are to be sited at the Central DG Control Position,which is normally the primary steering position. In other ships, the remotemetering and indication panel is to be fitted at the Officer of the Watch position.

g . All control equipment, wherever located, is to be readily accessible for localoperation and maintenance. The DG reversing switch associated with anyre-entrant loop is to be located near the appropriate reversing turn and supplyjunction box.

h . Attention is to be given, when selecting the locations of coil junction boxes, toensure that these are readily accessible after any adjacent gear is installed. This isparticularly important for reversing turn and supply boxes, which need to beopened for adjustment whilst the vessel is on a DG range.

i . Alarms associated with the DG control or supply equipment are to be located asindicated on Drawing X or other appropriate drawing for the ship.

4.6.2 Control Equipment

a . The control equipment to be fitted in a given installation is to be as stated on therelevant Drawing X, based on SDN 006 050 171, SDN 006 050 172 and SDN 006050 178 or any other drawings that may be specifically issued.

b . The detailed requirements for all normal control gear are detailed in DEF STAN02614, but these may be varied for particular installations.


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c . When connecting the DG Coil reversing switches, care is to be taken to ensure thatthe discharge resistors are connected across their respective coils when the switch isin the OFF position. It should be noted that reversing switches are not specifiedfor FP, QP, LP or AP Coils, since reversal of these is to be achieved byinterchanging the supply leads in the junction box. Reversing switches are notnormally specified for M Coils supplied from their own rectifiers, since reversing iscatered for by the provision of output links as shown on SDN 006 050 177.

4.6.3 Compass Correction Equipment

a . All compass corrector coils and the associated regulating resistor units are providedby commercial suppliers, available through Fleet Wide Systems (FWS)Commodity Manager and are to be fitted by the shipbuilder. The shipbuilder is alsoresponsible for the provision of the fuse boxes as shown on Drawing X and SDN006 050 190, or the equivalent cabling diagram. Drawings showing the methods offitting compass corrector coils will be supplied by QinetiQ , Land MagneticFacilities, Portland Bill, Portland, Dorset, DT5 2JT., on receipt of a request statingthe NATO Stock Number (NSN) or type of the binnacle and corrector coilsconcerned.

b . In selecting the site for the compass corrector regulating resistors (and fuse boxes ifseparate), the need for maintaining visual contact with an operator at the binnacle isto be borne in mind, to facilitate adjustment of the gear.

c . No electrical apparatus (i.e. switchgear, resistors, lamps, cables, etc.) other than thecorrector coils and their cables, are to be fitted closer to the magnetic compassesthan the distances laid down in BR 100. BR 100 also contains further informationon compass correction.

d . The metal cases of compass corrector coils, regulating resistors and fuse boxes areto be earthed in accordance with DEF STAN 02502.

4.6.4 Remote Metering and Indication Panels

a . Where called for on Drawing X, these panels are to be provided to group theremote ammeters and indication lights from each part of the DG System.

b . The detailed requirements for these remote indication panels are given in DEFSTAN 02614.

c . When connecting ammeters the total resistance of the leads from the shunt to eachmeter is to be adjusted to 0.5 ohm by a fudge resistor to SDN 006 050 173. Shouldthe resistance of proposed leads exceed 0.5 ohm, a larger conductor or paralleledcores of a multicore cable are to be used. The fudge resistor is preferably to be fittedin the control gear, but may, exceptionally, be fitted at the remote meter.

4.6.5 Emergency Connectors

a . Emergency connectors (as shown on drawing SDN 007 504 988), of the pattern tosuit the conductors in the DG cables actually installed, are to be placed on board theship on the basis of two connectors per core, together with one gross of grub screwsof the correct size. These connectors are provided to effect a quick repair to any DGcable in an emergency.


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4.6.6 Coil Polarity

a . It is essential that correct direction of current flow is obtained in each DG Coil.Before connecting the DG Coils to the supply terminals, the latter are to be testedfor polarity using a reliable moving coil voltmeter of known polarity. It is not to beassumed that because terminals or supply points are painted red, they are of positivepotential.

b . With the reversing switches in the Forward Current or + (UP) position and theswitches on the course correction contactor panel in the Forward position, theammeters are to indicate Forward Current or +, and the direction of current flow inthe DG Coils is to be as follows:

(1) M, MF, MM, MQ, FP, FI Coils (and their re-entrant loops). The current is toflow in an anti-clockwise direction when looking down on top of the coils orloops, i.e. North seeking polarity (red pole) on the upper side;

(2) QP, QI Coils (and their re-entrant loops). The current is to flow in a clockwisedirection when looking down on top of the coils or loops, i.e. South seekingpolarity (blue pole) on the upper side;

(3) LI, LP Coils. The current is to flow in an anti-clockwise direction whenlooking from aft to forward, i.e. North seeking polarity (red pole) aft;

(4) AI, AP Coils. The current is to flow from forward to aft in the upper runs ofthese coils, i.e. North seeking polarity (red pole) to starboard.

c . The polarities of the DG Coils are to be checked with a portable compass ofconfirmed polarity (a pocket compass NSN 6605995220223 is suitable). Withforward current flowing in the DG Coil, and the compass held half to one metrevertically above or below the coil cables as indicated, the compass needle shouldpoint as follows:

(1) M, MF, MM, MQ, FP, FI Coils (and their re-entrant loops). With the compassheld above the coil cables, the North seeking (red) end of the needle shouldpoint away from the centre of the coil or loop;

(2) QP, QI Coils (and their re-entrant loops). With the compass held above thecoil cables, the North seeking (red) end of the needle should point towards thecentre of the coil or loop;

(3) LI, LP Coils. With the compass held below the upper run of coil cables, theNorth seeking (red) end of the needle should point aft;

(4) AI, AP Coils. With the compass held below the upper run of coil cables, theNorth seeking (red) end of the needle should point to starboard.

d . Each DG Coil is to be tested separately, i.e. when testing one DG Coil, there is to beno current flowing in the other coils, except those in series. Coils having re-entrantloops are to be tested at a point remote from the loop, and the polarity of the loopitself is to be tested on the mid point of its athwartship run. Each limb of the AI, AP,LI and LP Coils is to be tested to ensure that all the limbs in a given coil are of thesame polarity.


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e . The ammeters fitted in the FIQI and FPQP circuits respectively are intended toindicate the polarity of the FI or FP Coil only. The QI Coil is always to be soconnected as to be of opposite polarity to the FI Coil. On first fitting, theQP Coil is to be connected to be of opposite polarity to the FP Coil, althoughsubsequent DG range recommendations may require this to be altered.

f . After the installation has been checked for polarities as above, all positive terminals(with Forward Current) are to be clearly marked with RED paint in such a mannerthat the marking will not become easily defaced.

4.6.7 Internal Communications

a . In ships fitted with course correction systems, speech communications are to beprovided from the Central DG Control Position to the Bridge, Emergency ConningPosition and each compartment containing DG Control Equipment. Details are tobe shown on the relevant communications diagrams.

4.7 Inspection and Testing

4.7.1 All Ships

a . On completion, the installation is to be subjected to a thorough visual inspection toensure that it has been connected in accordance with the ships Drawing X, theappropriate cabling diagrams and as detailed in this Standard. Guidanceinformation for inspection officers is detailed in BR 825(9).

b . Any zero position errors found in ammeters are to be corrected. The total resistanceof the leads for each meter is to be checked and, if necessary, adjusted to the correctvalue of 0.5 ohm (see Clause 4.6.4c ). An accurate portable ammeter is to beconnected in series with each DG Coil in turn to prove the polarity and accuracy ofthe ammeters fitted in the system.

c . The DG Coils are to be energized for a current stabilizing warming up period, ofnot less than three hours, at the stipulated supply voltage and with the followingpre-conditions:

(1) Contactor panels set to FULL FORWARD CURRENT;

(2) Reversing switches or links set to FORWARD CURRENT;

(3) Ballast Resistor or links set to ALL RESISTANCE IN;

(4) Latitude Regulator set to ALL RESISTANCE OUT (maximum studnumber).

All ammeters are to indicate forward current flow. Local and remote ammeters areto show identical readings for the same coil.

CAUTION

POWER SUPPLY MUST BE SWITCHED OFF BEFORE ANYADJUSTMENTS ARE MADE.

d . After the warming up period each ballast resistor or tapping link is to be adjusted,until the current required for the maximum ampere turns specified on Drawing X


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is indicated on the portable meter. The same current value is to be indicated by theDG Coil ammeters.

e . The maximum current value, or the nearest approximation actually obtained byadjusting the ballast resistor, is to be marked on the last stud (No 20) of theappropriate Latitude Regulator. The adjusted position of the ballast resistor is nowpermanent, all subsequent regulation of DG Coil current is to be achieved by meansof the appropriate Latitude Regulator.

f . A check is to be carried out on all DG Coils fitted with a reversing switch to verifythat the correct value and direction of current is obtained in both positions of theswitch.

g . The polarity of all DG Coils and loops is to be checked as detailed in Clause 4.6.6b .A check is to be made to ensure that all marker plates specified in Clauses 3.5.1 and3.5.3 have been fitted. Provision for padlocking the following items is also to bechecked:

(1) The covers on the ballast resistor and regulating resistor adjusters;

(2) Reversing switches (in each position of each switch);

(3) The LOCAL/REMOTE changeover switches on the contactor panels (in theREMOTE position).

h . All deficiencies are to be made good by the Shipbuilder.

4.7.2 Course Correction

a . The magnitude and direction of the AI and FIQI (or LI) Coil currents is to be varied,by an appropriate current control system, with reference to the ships course (seeFigure 4.1).

b . The type of course correction (i.e. automatic, manual, continuous or stepped) andthe accuracy of current control to be achieved will be stated in the SRD.

c . The inspecting officer is to ensure that the transmission of ships head bearing issuch that the reversal of coil current and the point of maximum current takes place,within the tolerances stated, at the appropriate bearing.

d . Test procedures for the obsolescent automatic continuous course correctionsystem, at present fitted in the fleet, are detailed in BR 825(8C).

e . The adjustment for Magnetic Variation is to be checked and set to the valuespecified by the ships Navigation Officer.


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ForwardCurrent

ReverseCurrent

ShipsCourse

AI CoilFIQI (or LI) Coil

090 180 270

Figure 4.1 Coil Current/Ships Course Relationship

5. CORPORATE KNOWLEDGE AND EXPERIENCE

This DEF STAN contains no Corporate Knowledge and Experience information.


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ANNEX A.

RELATED DOCUMENTS

A1. The following documents and publications are referred to in this Standard:

JSP 430 Ship Safety Management System Handbook:

Volume 1: Policy and Guidance on MOD Ship and Equipment SafetyManagement

DEF STAN 0254

(NES 54)

Supply of Information to Determine the Ship-fit of Equipment andIdentification of Parts and Spares (Obsolescent)

DEF STAN 02502

(NES 502)

Requirements for Electrical Installations

DEF STAN 02503

(NES 503)

Requirements for Electrical Installation Diagrams and Associated Data

DEF STAN 02512

(NES 512)

Guide to Cables, Electrical and Associated Items

DEF STAN 02614

(NES 614)

Requirements for Degaussing Equipment for HM Surface Ships

DEF STAN 02724

(NES 724)

Packaging

DEF STAN 615 Electrical Power Supply Systems below 650 Volts

Part 4: Power Supplies in HM Warships

BR 100 Rules for Arrangement of Structures and Fittings in the Vicinity ofMagnetic Compasses

BR 825(2) Degaussing Folder for HM Ships (other than MCMV)

BR 825(9) Handbook for the Guidance of Degaussing Inspecting Officers

BR 825(8C) Automatic Continuous Course Correction Equipment

A2. The following drawings are referred to within this Standard:

Drawing X Position of Coils and Details of Cables and Arrangements of ElectricalSupplies.(This drawing is provided separately for each individual ship)

SDN 006 050 171(DEE 23825)

Typical Diagram of Connections for Miniature Automatic 5-StepCourse Correction Degaussing Systems

SDN 006 050 172(DEE 23834)

Typical Diagram of Connections for Permanent and Induced (SplitCoil) Degaussing Systems

SDN 006 050 173(DEE 36427)

Fudge Resistance Unit for Ammeters

SDN 006 050 177(DEE 37865)

Typical Rectifier Equipment for Degaussing Supplies


25

SDN 006 050 178(DEE 37935)

Typical Diagram of Connections for Automatic Continuous CourseCorrection Degaussing Systems

SDN 006 050 182(DEE 20000)

Standard Arrangements for Degaussing Installations

SDN 006 050 190(DEE 11357)

Diagrams of Connections for Compass Corrector Coils supplied fromthe Degaussing System

SDN 006 050 194(DEE 11307)

Indicator Plate for 5-step Course Correction Degaussing System

SDN 007 504 988(DEE 6753)

Emergency Connector for Multicore Degaussing Cables

ANNEX B.

ABBREVIATIONS AND DEFINITIONS

B1. For the purpose of this Standard the following abbreviations apply:

BR Book of Reference

DEF STAN Defence Standard

DERA Defence Evaluation and Research Agency

DG Degaussing

DLO Defence Logistic Organisation

DPA Defence Procurement Agency

DUS Director Underwater Systems

FWS Fleet Wide Systems

HE Heeling Error

MF Main Forecastle

MLS Marine Electrical Systems

MM Main Midships

MOD Ministry of Defence

MQ Main Quarterdeck

NATO North Atlantic Treaty Organisation

NES Naval Engineering Standard

NSN NATO Stock Number

PM Project Manager

SDN Service Drawing Number

SRD System Requirement Document

VCS Versitile Console Units

WSA Warship Support Agency


26

B2. For the purpose of the Standard the following definitions apply:

Ballast Resistor Used to set up a DG Coil System to its designed maximum current,and thereafter not used for routine DG purposes.

Latitude Regulator Enables the DG coil current to be adjusted, up to its maximumdesigned value, to compensate for changes in the ships magneticzone of operation.

DG Ammeter A centre zero ammeter, scaled in ampere/turns or amperes. Byconvention a deflection to the right indicates forward current.

ANNEX C.

PROCUREMENT CHECK LIST

Notes:

C.1 This Check List is to ensure that certain aspects of this Defence Standard are consultedwhen preparing a Procurement Specification for a particular application.p p g p p pp

C.2 Clauses where a preference for an option is to be used or where specific data is to beadded are included in the Check List.

C.3 Each item is to be marked either:

= included

NA = not applicable

Check No Check Clause No or NA

1 DEF STAN 02613 to be invoked in SRD.

2 Include any necessary departures from DEF STAN02613.

3 Related Documents. List any necessary documents ordrawings not already in DEF STAN 02613.

Annex A

4 State drawings required. 3.1

5 State type of degaussing system required. 1.2.1a. 1.2.1b.1.2.1c.

6 Power supplies (ac) Requirements other than thosecovered by DEF STAN 615 Part 4 to be stated.

4.4.1f

7 Alarms and Remote Indication. State if Auxiliarysupplies are required.

4.4.1h

8 Specify the detailed requirements for the regulating andballast resistors for dc power supplies

4.4.2

Clauses shown below are to be considered and applied as appropriate in the Preparation ofDrawings X

Clauses: 1.1.1a, 1.2.1a, 3.1a, 3.2.1a, 4.1.1a, 4.1.2a, 4.1.3a, 4.1.4a , 4.2.1a, 4.2.1d , 4.2.2a,4.2.3f , 4.3.4b , 4.3.4c , 4.5.1b , 4.5.1f , 4.5.1g , 4.6.1a, 4.6.1i, 4.6.2, 4.6.3a , 4.6.4a ,4.8.1a, 4.8.1d .


27

ALPHABETICAL INDEX

(NOTE: Page nubers are given)

Aac ships, electrical supplies, 16

Alarm circuits, 16

Automatic continuous course correction, 15

Automatic fivestep course correction, 14

CCables

general, 9Joints, 16reeving, 14

Coilsdegaussing, 7designation, 7details, 8deviation, 8installation, 9location, 11polarity, 20safe distance from compasses or chrono-

meters, 14

Communications, 21

Compasscorrection, 15corrector equipment, 19course correction, 8, 22

Control equipment, 18

Ddc ships, electrical supplies, 16

Degaussingcertificate, 10coils, 7systems, 8

Designation of coils, 7

Details of coils, 8

Drawingsdrawing X, 8permissible diversions, 8preparation and submission, 8

EElectrical supplies

ac ships, 16dc ships, 16

Emergency connectors, 19

IInspection and testing, 21

Installation of coils/cableschain lockers, 9magazine regulations, 9radio offices, 9tank and insulated compartments, 9

JJointing of cables, 16

Junction boxes, 17

LLocation of coils, 11

Location of equipment, 18

MM coil system, 14

Marker plates, 9

PPolarity of coils, 20


28

RReeving of cables, 14

Remote metering and indication panels,, 19

SSafe distance from compasses or chronometers,

14

T

Testing and Inspection, all ships, 21

Tests for continuous course correction, 22

Inside Rear Cover

Crown Copyright 2002

Copying Only as Agreed with DStan

Defence Standards are Published by and Obtainable from:

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GLASGOW G2 8EX

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File Reference

The DStan file reference relating to work on this standard is D/DStan/69/02/613.

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Revision of Defence Standards

Defence Standards are revised as necessary by up issue or amendment. It is important thatusers of Defence Standards should ascertain that they are in possession of the latest issue oramendment. Information on all Defence Standards is contained in Def Stan 00-00 Standardsfor Defence Part 3 , Index of Standards for Defence Procurement Section 4 Index of DefenceStandards and Defence Specifications published annually and supplemented regularly byStandards in Defence News (SID News). Any person who, when making use of a DefenceStandard encounters an inaccuracy or ambiguity is requested to notify the Directorate ofStandardization (DStan) without delay in order that the matter may be investigated andappropriate action taken.

CONTENTSTITLE PAGESCOPEFOREWORDSponsorshipConditions of ReleaseCategories of Defence StandardRelated DocumentsHealth and SafetyAdditional Information

1. PERFORMANCE SPECIFICATION1.1 Degaussing Systems1.1.1 Introduction1.1.2 Coil Designation

1.2 Control and Correction1.2.1 Introduction

2. NATIONAL/INTERNATIONAL REGULATIONS3. MILITARY STANDARDS/REQUIREMENTS3.1 Drawing X3.2 Permissible Deviations of Coil/Cable Location and Routeing3.2.1 General Principles

3.3 Cable Installation3.3.1 General

3.4 Special Compartments3.5 Marker Plates3.5.1 General3.5.2 Junction Boxes3.5.3 Reversing Switches3.5.4 Course Correction Indicator Plate

3.6 Inspection and Testing3.6.1 Degaussing Installation Certificate

3.7 Supply of Equipment and Spare Gear3.7.1 Packaging3.7.2 Spare Gear

4. DESIGN REQUIREMENTS/GUIDANCE4.1 Coil/Cable Location and Routeing4.1.1 M Coil4.1.2 Three-part M Coils4.1.3 FIQI and FPQP Coils4.1.4 LI and LP Coils4.1.5 AI and AP Coils

4.2 Permissible Deviations of Coil/Cable Location and Routeing4.2.1 M, MF, MM, MQ, FIQI and FPQP Coils4.2.2 LI and LP Coils4.2.3 AI and AP Coils4.2.4 Athwartship Cable Runs4.2.5 Supply Cables4.2.6 Safe Distances from Magnetically Sensitive Equipments

4.3 Control and Correction4.3.1 M Coil Systems4.3.2 Automatic Five-Step Course Correction Systems4.3.3 Automatic Continuous Course Correction Systems4.3.4 Compass Correction4.3.5 Alarm Circuits

4.4 Electrical Power Supplies4.4.1 Alternating Current Supply4.4.2 Direct Current Supply

4.5 Cable Installation4.5.1 Cable Joints

4.6 Equipment Installation4.6.1 Equipment Location4.6.2 Control Equipment4.6.3 Compass Correction Equipment4.6.4 Remote Metering and Indication Panels4.6.5 Emergency Connectors4.6.6 Coil Polarity4.6.7 Internal Communications

4.7 Inspection and Testing4.7.1 All Ships4.7.2 Course CorrectionFigure 4.1 Coil Current/Ships Course Relationship

5. CORPORATE KNOWLEDGE AND EXPERIENCEANNEX A. RELATED DOCUMENTSANNEX B. ABBREVIATIONS AND DEFINITIONSANNEX C. PROCUREMENT CHECK LISTALPHABETICAL INDEX