NES 339 Requirements For Steering and Stabilizer Systems For HM Surface Ships and Royal Fleet Auxiliaries - Category 1

Ministry of Defence
INTERIM Defence Standard 02-339

Issue 2 Publication Date 15 August 2002
Requirements for Steering and Stabilizer

Systems for HM Surface Ships and Royal
Fleet Auxiliaries
NOTE
This standard is Provisional
If you have difficulty with its application
Please advise UK Defence Standardization
Category 1
AMENDMENTS ISSUED SINCE PUBLICATION

AMD NO
DATE OF
ISSUE
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 02-339 Issue 1
Def Stan 02-340 Issue 1
NES 339 Issue 1
NES 340 Issue 1
1 April 2000
1 April 2000
December 1989
November 1989
Sponsor (MDMS8a3):
UK Defence Standardization
Standards Programme Manager 9
Room 1138
Kentigern House
65 Brown Street
Glasgow G2 8EX
Your Reference :
Our Reference : D/DStan/69/02/339
Date : 15 August 2002
INTERIM DEFENCE STANDARD - INVITATION TO COMMENT

Interim Defence Standard 02-339/Issue 2
Title: Requirements for Steering and Stabalizer Systems for HM Surface Ships and Royal Fleet
Auxiliaries.
Any comments on this INTERIM document are to be returned to the above address.
The purpose of this form is to solicit any beneficial and constructive comment that will assist
the author and/or working group to finalise the above standard for full publication.
Comments are to be entered below and any additional pertinent data which may also be of use
in improving the standard should be attached to this form and returned to writer at the above
address. A full review of the document will take place within one year of being published as
an Interim standard.
No acknowledgement to comments received will normally be issued.
NAME: B McALISTER SIGNATURE:
BRANCH: DSTAN
___________________________________________________________________________
1. Does any part of the standard create problems or require interpretation:
YES
NO
If yes state under section 3:

a. the clause number(s) and wording;
b. the recommendation for correcting the deficiencies.
2. Is the Defence Standard restrictive:
YES
NO
If yes in what way, state under section 3.
Continued over
3. Comments, general or any requirement considered too rigid:

Page
Clause
Comments
Proposed Solution
4. I/We agree that this Interim Standard, subject to my/our comments being taken into consideration, when
published in final form will cover my/our requirements in full. Should you find my/our comments at
variance with the majority, I/we shall be glad of the opportunity to enlarge upon them before final
publication.
Signature.................................................................Representing.......................................................
Telephone number:
Submitted by (print or type name and address)
Date:
Our Ref:
INTERIM DEFENCE STANDARD 02339 (NES 339)
REQUIREMENTS FOR STEERING AND STABILIZER

SYSTEMS FOR HM SURFACE SHIPS AND ROYAL FLEET
AUXILIARIES
ISSUE 2
This Defence Standard is

authorized for use in MOD contracts
by the Defence Procurement Agency and
the Defence Logistics Organization
Published by:
Defence Procurement Agency
An Executive Agency of The Ministry of Defence
UK Defence Standardization
Kentigern House
65 Brown Street
Glasgow G2 8EX
1
INT DEF STAN 02339 / Issue 2

(NES 339)
SCOPE
1.
This Defence Standard (DEF STAN) 02339, in conjunction with the documents referred to
herein, specifies the design requirements for Steering and Stabilizer Systems in HM Surface
Ships and Royal Fleet Auxiliaries (RFA).
2.
This Defence Standard provides guidance on the environmental conditions in which the
equipment shall operate and remain fully functional. It also provides guidance on safety,
testing, installation, inspection Setting to Work (STW), trials and preservation requirements.
3.
Details of hydrodynamic parameters of Rudder and Stabilizer Fin design are not covered in
this Standard, Where relevant, reference shall be made to the requirements of the System
Requirement Document (SRD).

(NES 339)
FOREWORD
Sponsorship
1.
This Defence Standard is sponsored by the Warship Support Agency (WSA), 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 made to the publishing authority identified on Page (i), and those directly applicable to a
particular contract 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 writing

of 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
similar terms, means by the MOD in writing.
6.
Any significant amendments that may be made to this Standard at a later date will be indicated
by a vertical sideline. Deletions will be indicated by 000 appearing at the end of the line
interval.
7.
This standard has been reissued to reflect changes in Departmental Nomenclature due to the
MOD reorganization and the changes to technical requirements.
Conditions of Release
General
8.
This Defence Standard has been devised solely for the use of the MOD, and its contractors in
the execution of contracts for the MOD. To the extent permitted by law, the MOD hereby
excludes all liability whatsoever and howsoever arising (including but without limitation,
liability resulting from negligence) for any loss or damage however caused when the Standard
is used for any other purpose.
9.
This document is Crown Copyright and the information herein may be subject to Crown or
third party rights. It is not to be released, reproduced or published without written permission
of the MOD.
10.
The Crown reserves the right to amend or modify the contents of this Standard without
consulting or informing any holder.
MOD Tender or Contract Process

11.
This Standard is the property of the Crown. Unless otherwise authorized in writing by the
MOD must be returned on completion of the contract, or submission of the tender, in
connection with which it is issued.
12.
When this Standard is used in connection with a MOD tender or contract, the user is to ensure
that he is in possession of the appropriate version of each document, including related
documents, relevant to each particular tender or contract. Enquiries in this connection may
be made to the authority named in the tender or contract.
13.
When Defence Standards are incorporated into MOD contracts, users are responsible for their
correct application and for complying with contractual and other statutory requirements.
Compliance with a Defence Standard does not of itself confer immunity from legal obligations.

(NES 339)
Categories of Naval Defence Standard
14.
The Category of this Standard 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
Annex A can be obtained as follows:
a.
British Standards
British Standards Institution,

389 Chiswick High Road,
London, W4 4AL
b.
Defence Standards

An Executive Agency of the Ministry of Defence
Directorate of Standardisation
Kentigern House
65 Brown Street
Glasgow, G2 8EX.
c.
Other documents
Tender or Contract Sponsor to advise.
16.
All applications to the MOD for related documents are to quote the relevant MOD Invitation
to Tender or Contract number and date, together with the sponsoring Directorate and the
Tender or Contract Sponsor.
17.
Prime Contractors are responsible for supplying their subcontractors with relevant
documentation, including specifications, standards and drawings.
Health and Safety

Warning
18.
This Defence Standard may call for the use of processes, substances and/or procedures that
are injurious to health if adequate precautions are not taken. It refers only to technical
suitability and in no way absolves either the supplier or the user from statutory obligations
relating to health and safety at any stage of manufacture or use. Where attention is drawn to
hazards, those quoted may not necessarily be exhaustive.
19.
This Standard has been written and is to be used taking into account the policy stipulated in
JSP 430: MOD Ship Safety Management System Handbook.
Additional Information
20.
(There is no relevant information included.)

(NES 339)
CONTENTS
Page No
SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FOREWORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sponsorship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conditions of Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Categories of Naval Defence Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Related Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SECTION
1.
1.1
1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.1.7
1.2
1.2.1
1.2.2
1.2.3
1.3
1.3.1
1.3.2
1.3.3
1.4
PERFORMANCE SPECIFICATION . . . . . . . . . . .
Steering Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Systems Aims and Concept . . . . . . . . . . . . . . . . . . . .
Overall System Accuracy . . . . . . . . . . . . . . . . . . . . . .
Rudder Movement . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Angle Indication . . . . . . . . . . . . . . . . . . . . . .
Electric Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overall System Performance . . . . . . . . . . . . . . . . . .
Course Keeping Accuracy . . . . . . . . . . . . . . . . . . . . .
Course Changing Accuracy . . . . . . . . . . . . . . . . . . . .
Stabilizer Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Aims and Concepts . . . . . . . . . . . . . . . . . . . .
Control Characteristics . . . . . . . . . . . . . . . . . . . . . . .
Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . .
9
9
9
9
9
9
10
10
10
10
10
10
11
11
11
11
11
12
SECTION
2.
2.1
2.2
NATIONAL/INTERNATIONAL REGULATIONS
Maritime Pollution Control . . . . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
12
SECTION
3.
3.1
3.2
3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
MILITARY STANDARDS/REQUIREMENTS . . . .
Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environmental and Operational Conditions . . . . . .
Electrical Power Control and Monitoring System .
Power Supplies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Controls and Remote Controls . . . . . . . . . . . . . . . . .
Operational Indications . . . . . . . . . . . . . . . . . . . . . . .
Fault Alarm Circuits . . . . . . . . . . . . . . . . . . . . . . . . .
Motor Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12
12
12
12
13
13
13
14
15

(NES 339)
Page No
3.3.6
3.3.7
3.4
3.4.1
3.4.2
3.4.3
3.4.4
3.4.5
3.4.6
3.4.7
3.4.8
3.4.9
3.4.10
3.4.11
3.4.12
3.4.13
3.5
3.6
3.7
3.8
3.9
3.10
3.10.1
3.10.2
3.10.3
3.10.4
3.11
SECTION
15
15
15
15
15
15
16
16
16
17
17
17
17
17
17
17
17
18
18
18
18
18
18
18
18
19
3.11.1
3.11.2
3.11.3
3.11.4
3.11.5
3.11.6
3.12
3.12.1
3.12.2
3.12.3
3.12.4
3.12.5
Electric Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Equipment Selection . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Screw Threads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Components . . . . . . . . . . . . . . . . . . . . . . .
Electrical Connections . . . . . . . . . . . . . . . . . . . . . . . .
Glands and Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Stops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pipework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves and Cocks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ball and Roller Bearings . . . . . . . . . . . . . . . . . . . . . .
Noise, Shock and Vibration . . . . . . . . . . . . . . . . . . . .
Electromagnetic Compatibility . . . . . . . . . . . . . . . . .
Nuclear Hardening . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Castings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Welding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marker Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preservation and Maintenance . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance in Stores . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance on Board . . . . . . . . . . . . . . . . . . . . . . . .
Flexible Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing, Installation Inspections and
Setting to Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing Requirements . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Testing After Manufacture . . . . . . . . . . . . . . . . . . . .
Installation Inspections . . . . . . . . . . . . . . . . . . . . . . .
System Preliminary Tests and Setting to Work . . . .
Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Preliminary Basin Trials . . . . . . . . . . . . . . . . . . . . . .
Basin Trials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Contractors Sea Trials . . . . . . . . . . . . . . . . . . . . . . . .
Final Machinery Demonstration . . . . . . . . . . . . . . . .
4.
4.1
4.1.1
4.1.2
4.1.3
DESIGN REQUIREMENTS/GUIDANCE . . . . . . .
Design Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fundamental Requirements . . . . . . . . . . . . . . . . . . .
Stabilizer System Aims and Concepts . . . . . . . . . . .
25
25
25
25
26
19
19
19
20
20
20
21
21
21
22
23
24
24

(NES 339)
Page No
SECTION
4.1.4
4.1.5
4.1.6
4.1.7
4.1.8
4.1.9
4.1.10
4.1.11
4.1.12
4.1.13
4.1.14
4.1.15
4.1.16
4.1.17
4.1.18
4.1.19
4.1.20
4.1.21
4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.3.7
4.3.8
4.3.9
4.4
4.4.1
4.4.2
4.4.3
4.5
Ship Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . .
Data Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . .
Environmental and Operational Conditions . . . . . .
General Design Objectives . . . . . . . . . . . . . . . . . . . . .
Upkeep Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintainability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vulnerability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interchangeability . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Equipment Interchangeability . . . . . . . .
Materials and Weight . . . . . . . . . . . . . . . . . . . . . . . . .
Economy of Space . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ease of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Emergency Hand Operation . . . . . . . . . . . . . . . . . . .
Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Equipment . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication System(s) . . . . . . . . . . . . . . . . . . . . . . . .
Steering Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Partitioning . . . . . . . . . . . . . . . . . . . . . . . . . .
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rudder Angle Indication . . . . . . . . . . . . . . . . . . . . . .
Rudder Angle Feedback Transmitter . . . . . . . . . . . .
Navigation System . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hand Steering Units . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Autopilot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Definition of the SubSystem . . . . . . . . . . . . . . . . . .
Physical Characteristics . . . . . . . . . . . . . . . . . . . . . . .
Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ship Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . .
Operator Displays and Controls . . . . . . . . . . . . . . . .
System Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting to Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Test Facilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizing Systems . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer System Partitioning . . . . . . . . . . . . . . . . .
Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stabilizer Fin Angle Indication . . . . . . . . . . . . . . . . .
Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
27
27
27
28
28
28
29
29
30
30
30
30
31
31
31
32
32
32
33
33
33
33
34
34
34
35
35
35
35
35
35
36
36
36
36
37
37
37
37
38
38
5.
5.1
5.2
5.2.1
CORPORATE EXPERIENCE & KNOWLEDGE .

Rudder and Stabilizer Fin Control . . . . . . . . . . . . . .
Electro Hydraulic Type System . . . . . . . . . . . . . . . . .
Rudder Servo System . . . . . . . . . . . . . . . . . . . . . . . . .
39
39
40
40

(NES 339)
Page No
5.2.2
5.2.3
5.2.4
5.2.4.1
5.2.4.2
5.2.5
5.2.6
5.2.7
5.2.8
5.2.9
5.2.10
5.2.11
5.2.12
5.2.13
5.2.14
5.2.15
5.2.16
5.2.17
5.2.18
5.2.19
Table 5.1
5.3
5.3.1
5.4
Rudder Servo Amplifier . . . . . . . . . . . . . . . . . . . . . .

Stabilizer Fin Servo System . . . . . . . . . . . . . . . . . . .
Facilities of the Stabilizer Central Control Unit . . .
Stabilizer Fin Local Control Unit . . . . . . . . . . . . . . .
Stabilizer Fin Angle Feedback Transmitter . . . . . .
Steering and Stabilizer Hydraulic System . . . . . . . .
Hydraulic Pumps and Controls . . . . . . . . . . . . . . . .
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heat Exchangers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hydraulic Fluid Reservoirs . . . . . . . . . . . . . . . . . . . .
Hydraulic System Cleanliness . . . . . . . . . . . . . . . . . .
Relief Valve Arrangement . . . . . . . . . . . . . . . . . . . . .
Pipework . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Valves and Cocks . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hand Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electric Motors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pump Drive Couplings . . . . . . . . . . . . . . . . . . . . . . . .
Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Previously used Materials and Welding Guidance .
System Manuals . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Preliminary Tests . . . . . . . . . . . . . . . . . . . . . .
41
41
42
43
43
44
44
45
45
45
46
46
46
46
46
46
47
47
47
47
48
48
48
49
ANNEX A
RELATED DOCUMENTS . . . . . . . . . . . . . . . . . . . .
50
ANNEX B
ABBREVIATIONS AND DEFINITIONS . . . . . . . .
54
ANNEX C
PROCUREMENT CHECK LIST . . . . . . . . . . . . . . .
57
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
59

(NES 339)
1.
PERFORMANCE SPECIFICATION
Related Documents: DEF STAN 07244; see also Annex ANNEX A.
1.1
Steering Systems
1.1.1
Systems Aims and Concept

a.
1.1.2
The function of the Steering System shall be to control the Rudder(s)

angle to within specified tolerance at all Ship's speeds from Full Astern to
Full Ahead. In addition, where an Autopilot is specified, this should
control Ship's head to within the required angle, from a minimum speed
to Full Ahead. A facility is required where various modes of operation can
be selected by the helmsman.
(2)
The helmsman at each control position shall be provided with manual

controls and relevant navigation indications to permit control of Rudder
angle and/or Ship's head as required by the Officer of the Watch (OOW).
The facilities that shall be provided are described in Clause 4.2. The
Rudder demand signal shall be fed to a Closed Loop Rudder Actuating
System.
(3)
When using the Autopilot, the course required is normally manually set
by the OOW or the Helmsman. Alternatively, the course to steer may be
provided from an external source, such as a Navigational Computer, or a
correction to the set course may be applied to maintain a given track.
(4)
The overall system aim when in Autopilot control shall maintain the
Ship's heading in accordance with the parameters laid down in Clause 1.2.
Unless otherwise specified, the Steering System shall be capable of positioning

the Rudder with an accuracy of 0.5 for Rudder angles up to 10 and
5 per cent for greater angles. The error is the difference between demand at
Primary Steering Position (PSP) or Secondary Steering Position (SSP) and the
actual Rudder angle measured at the Rudder Stock.
Rudder Movement
a.
1.1.4
(1)
Overall System Accuracy

a.
1.1.3
Steering System:
The required time and range of Rudder movement will normally be stated in the
System Requirement Document (SRD). Where no data is provided the
following figures shall be used:
(1)
Rudders shall be capable of moving from 35Port to 35 Starboard;
(2)
The time taken for the Rudder(s) to travel from 35 on one side to passing
30 on the other side shall be 16 seconds or less in normal operation;
(3)
The time taken for the Rudder(s) to travel from 35 on one side to passing
30 on the other side shall be 28 seconds or less with half of the normal
systems resources in operation.
Rudder Actuation
a.
For twin Rudder installations, the operating gear on one Rudder shall be
capable of operating both Rudders together via a suitable link when the
opposite operating gear is nonoperational for whatever reason.

(NES 339)
1.1.5
Rudder Angle Indication

a.
1.1.6
Electric Motors
a.
1.1.7
The Indication System shall have an overall accuracy of 0.5 between

Rudder(s) position and indicated value.
Motors shall be capable of developing maximum full load torque under all duty
cycle conditions. Unless otherwise stated, overload requirements shall be in
accordance with DEF STAN 07244.
Availability
a.
The probable usage of the equipment will vary between installations. However,
it should be assumed that the Steering Gear will be in continuous use whilst the
vessel is at sea, with a minimum mission time of 45 days, unless stated
otherwise in the SRD.
1.2
Autopilot
1.2.1
Overall System Performance
1.2.2
a.
For all operating conditions, the Closed Loop Gain and Phase Margins for the
Control Loop from Heading Error to Ship's Heading shall be at least 8 dB and
60 respectively.
b.
For all operating conditions, the Gain and Phase Margins for the Control Loop
from Rudder demand via Rudder, Ship and Autopilot, shall be at least 8 dB and
45 respectively.
c.
Control Loops shall not demonstrate conditional stability throughout the range
of operation of the system.
d.
The bandwidth of the Rudder Demand Signal shall be less than the bandwidth
of the Rudder Servo Loop.
e.
Small signal discontinuities shall be less than 0.25 of Rudder angle.
f.
The control characteristics shall be agreed with the Design Authority and
Defence Procurement Agency (DPA) at the earliest possible stage in the design,
together with the technology that shall be used for generating them.
Course Keeping Accuracy

a.
In sea conditions up to Sea State 4, with equivalent wind speeds, the maximum
course error shall be 1.5 at any Ship's heading with respect to the sea.
b.
In conditions between Sea State 4 and Sea State 7, the maximum course error
shall be 3 at any Ship's heading with respect to the sea.
c.
Above Sea State 7, the Autopilot shall continue to function and give the course
keeping performance in head seas (to 45 of Ship's head) as specified in
Clause 1.2.2b. At headings other than those specified, degradation in the above
performance standard is acceptable.
d.
The Autopilot shall achieve the above performance standards irrespective of

any steady torques imposed on the vessel, whether they be due to wind, current
or offset in the effective Rudder angle.
10

(NES 339)
1.2.3
e.
The characteristics of the Autopilot shall self adjust automatically, as necessary,

to maintain these performance standards within a Ship's speed range from
8 knots up to the Ship's maximum speed. Between 4 knots and 8 knots, and in
sea states below Sea State 5, the Autopilot shall operate satisfactorily with a
degradation in performance of only 1 on the figures in Clauses 1.2.2a. and
1.2.2b.
f.
Heading disturbances induced by the sea shall be attenuated by the Steering

System to the largest extent possible, consistent with minimum Rudder
activity. At frequencies where such heading disturbances are amplified by the
Steering System, the amplification shall be below 3 dB.
Course Changing Accuracy

a.
The Autopilot shall be capable of bringing the Ship's Head to any new set
course. All course changes are normally conducted the `shortest way around'.
However, where operational circumstances dictates, course changes may be
conducted using the `longest way round'.
b.
An overshoot of a maximum of 1 above the course keeping error shall be

allowed whilst changing course. The vessel shall settle on the desired course
with a maximum of two overshoots.
1.3
Stabilizer Systems
1.3.1
System Aims and Concepts
1.3.2
1.3.3
a.
The Primary Function of the Stabilizer System shall be to reduce roll to a

minimum at all forward speeds above some minimum value below which the
Stabilizer is ineffective. A facility shall be provided where various modes of
operation can be selected by the operator. Thereafter, the operation of the
system shall be entirely automatic, irrespective of Ship's speed or sea state.
b.
The Secondary Function of the Stabilizer System shall be to induce a Forced

Roll, as required, to facilitate, prewetting of the ship for Nuclear, Biological
and Chemical Defence (NBCD) purposes. See also Clauses 4.4.2e. and 5.2.4.
Control Characteristics
a.
Control Loop gain and phase margins for the control loop from roll disturbance
to the vertical shall be at least 8 dB and 60 respectively.
b.
Control Loops shall not demonstrate conditional stability throughout the range
of operation of the system.
c.
The bandwidth of the Stabilizer Fin Demand Signal shall be less than the
bandwidth of the Stabilizer Fin Servo Loop.
d.
Small signal discontinuities shall be less than 0.25 of Rudder angle.
e.
The control characteristics shall be agreed with the Design Authority and
Defence Procurement Agency (DPA) at the earliest possible stage in the design,
together with the technology that shall be used for generating them.
Availability
a.
The probable usage of the equipment will vary between installations. However,
it should be assumed that the Stabilizer System will be in continuous use whilst
the vessel is at sea, with a minimum mission time of 45 days, unless stated
otherwise in the SRD.
11

(NES 339)
1.4
2.
Emergency Operation
a.
A suitable means of steering the vessel by hand, in emergency situations,

capable of being operated by no more than two persons, shall be provided. It
shall be capable of moving the Rudder(s) to 10 at Ship speeds up to 10 knots.
b.
A suitable means of centralizing and locking a single Rudder or Stabilizer Fin at

zero Ships' speed shall be provided, which shall be capable of being operated by
no more than two persons.
NATIONAL/INTERNATIONAL REGULATIONS
Related Documents: MARPOL 73/78; LOLER 1998; see also Annex ANNEX A.
2.1
Maritime Pollution Control

a.
2.2
Safety
a.
3.
Steering and Stabilizer Systems, including all supporting systems, shall meet
the requirements of the International Convention for the Prevention of
Pollution from Ships (MARPOL 73/78).
All portable and fitted lifting equipment shall comply with the Lifting
Operations and Lifting Equipment Regulations 1998 (LOLER 1998).
MILITARY STANDARDS/REQUIREMENTS
Related Documents: MARPOL 73/78; BS EN 8371; BS 4518; DEF STAN 0052;
DEF STAN 015; DEF STAN 0232; DEF STAN 02324 Part 1; DEF STAN 02337
Parts 1, 2 and 3; DEF STAN 02341 Part 1; DEF STAN 02350; DEF STAN 02351;
DEF STAN 02352; DEF STAN 02353;DEF STAN 02354; DEF STAN 02360;
DEF STAN 02514; DEF STAN 02627; DEF STAN 02636; DEF STAN 02722;
DEF STAN 02723; DEF STAN 02732; DEF STAN 02745 Part 2; DEF STAN 02797
Part 1; DEF STAN 02862 Part 1; DEF STAN 02863; DEF STAN 07244;
DEF STAN 07251; DEF STAN 07254 Part 2; DEF STAN 08107; DEF STAN 08118
Part 1; DEF STAN 08123; DEF STAN 5936; DEF STAN 5941 Parts 2, 3, 4 and 7;
DEF STAN 615 Parts 1 and 4; DEF STAN 662; BR 3021(1); BR 3021(2); BR 3026;
BR 8470; BR 8471; BR 8472; BR 8473; DGS/PS 9023; see also Annex ANNEX A.
3.1
Drawings
a.
3.2
3.3
Drawing requirements shall be stated in the SRD and managed in accordance

with DEF STAN 02722.
Environmental and Operational Conditions

a.
Unless otherwise stated, the Steering and Stabilizer System(s) shall meet the
requirements for the design and testing of equipment as stated in
DEF STAN 08123 and the references contained therein.
b.
The range of climatic conditions in which the Steering and Stabilizer Systems
shall remain fully operational shall be as stated in the SRD.
Electrical Power Control and Monitoring System

a.
The Electric Power Control and Monitoring System (EPCMS) shall provide
power and surveillance to the Steering and Stabilizer System(s). These
functions may be incorporated in the overall Machinery Control and
Surveillance (MCAS) system.
12

(NES 339)
3.3.1
Power Supplies
a.
3.3.2
3.3.3
Connections from the vessel's Main Electrical Power Distribution System shall
be made at the Motor Starter Panels as follows:
(1)
Steering: In each of the Rudder Operating Systems. Each starter shall be

connected to normal and alternative supplies via an Automatic
Changeover Switch (ACOS). These shall be derived from separate
switchboards and where an emergency switchboard is fitted at least one
motor shall have its normal supply derived from it;
(2)
Stabilizers: In each of the Stabilizer Fin Operating Systems;
(3)
Isolators shall be provided.
b.
A suitable Low Power (LP) or other voltage supply, as required, shall be derived
at the Motor Starter Panel for distribution to related control and auxiliary
equipment, provided that the necessary reliability and vulnerability targets are
met.
c.
DEF STAN 615 Parts 1 and 4 applies for voltage and frequency tolerances,
transient excursions and other relevant characteristics.
Controls and Remote Controls

a.
Unless otherwise specified, starting and stopping of Motors shall be by remote

control from the Ship Control Centre (SCC) with local control for starting and
stopping available at Motor Starters.
b.
For Steering Systems, the facility to START/STOP Motors at the Emergency

Steering Position (ESP) shall be provided. Additionally, if the Starters and/or
Motors are located in another compartment/space, control for starting and
stopping shall be provided in the Steering Gear Compartment.
c.
For Stabilizer Systems, the facility to Start/Stop Motors at the Stabilizer Fin
Local Control Units (SFLCU) shall be provided.
Operational Indications
a.
As a minimum, the EPCMS shall provide visual indication of the following

conditions:
(1)
(2)
At the Bridge:
(a)
Steering and Stabilizer System Motors, RUNNING/STOPPED;
(b)
Steering mode, HAND/AUTOPILOT;
(c)
Steering Control System, PORT/STARBOARD;
(d)
Steering Control selected: PSP, SSP or ESP;
At the SCC:
(a)
Power available to Steering System Motors;
(b)
Power available to Stabilizer System Motors;
(c)
Steering System Motors, RUNNING/STOPPED;
(d)
Stabilizer System Motors, RUNNING/STOPPED;
(e)
Stabilization mode, NORMAL/QUIET;
13

(NES 339)
(3)
(4)
3.3.4
At the SSP:
(a)
Motors, RUNNING/STOPPED;
(b)
Steering Control, PORT/STARBOARD;
(c)
Steering Control selected: PSP, SSP or ESP;
At the SFLCU:
(a)
Power available to Stabilizer System Motors;
(b)
Motors, RUNNING/STOPPED;
(c)
Local/Remote control selected.
Fault Alarm Circuits

a.
As a minimum, the EPCMS shall provide indication of the following conditions:

(1)
(2)
(3)
At the SCC:
(a)
Steering System power failure;
(b)
Stabilizer System power failure;
(c)
Steering System fluid reservoir temperature and level

(if applicable);
(d)
Stabilizer System fluid reservoir temperature and level

(if applicable);
(e)
Steering System Motors overheat;
(f)
Stabilizer System Motors overheat;
(g)
Stabilizer Fin limit exceeded;
At the Bridge Only:

(a)
Log input to Autopilot failure;
(b)
Autopilot Òff Course' alarm;
(c)
Autopilot failure;
At the Bridge and SSP:

(a)
Steering System Port/Starboard Control Channel failure;
(b)
Steering System Motors tripped;
(c)
Steering System Port/Starboard Power Unit failure.
14

(NES 339)
3.3.5
3.3.6
Motor Controls
a.
Local and remote controlled Motor Starters are required.
b.
Positive temperature coefficient thermistors shall be incorporated in the

windings of the main motors to sense an overtemperature condition, in
c.
A motor thermal protection unit housed in the Motor Starter(s) shall raise an
alarm in the SCC should an overtemperature condition be sensed where only
one system is running. This shall initiate an Automatic Changeover (ACO) to
the standby system to be be activated and shall not cause loss of steering ability
at any time.
d.
Provision shall be provided in Motor Starter(s) for the installation of an Elapsed

Time Meter (ETM) where required.
e.
Contactors, relays, switches and fuses for the control of Motors in the Steering
and/or Stabilizer Systems shall be housed in the Motor Starters, the
construction of which shall be in accordance with DEF STAN 02636.
Electric Motors
a.
3.3.7
General requirements for the design and manufacture of rotating electrical

machinery shall be in accordance with DEF STAN 02627 and
DEF STAN 07244.
Electrical Safety
a.
Arrangements for the Safety of Electrical Equipment and the use of switches,
indicator lamps, fuses, safety devices and earth grounding arrangements shall
conform to the requirements of DEF STAN 08107.
3.4
Equipment Selection
3.4.1
General
3.4.2
a.
Selection of electrical and electronic components shall be in accordance with

DEF STAN 5936 where possible.
b.
The choice of all equipment in a system design should be made with full
knowledge of the conditions required for operation and should aim to reduce
the number of different equipments introduced into service. Where possible,
equipment should be selected from equipment already in service. Type tests of
new equipment should be undertaken by the Prime Contractor where required
to prove fitness for purpose or where called for in the SRD.
c.
Where fitted, Hydraulic Systems shall be capable of operating with OX 40 fluid.
Screw Threads
a.
3.4.3
Wherever possible, screwed fasteners and screw threads shall be selected from
DEF STAN 02862 Part 1.
Instrumentation
a.
Where required, Pressure Gauges shall conform to DEF STAN 662 and shall be
manufactured by DPA approved makers. No other gauges shall be used unless
prior approval has been obtained from DPA.
b.
Pressure Gauges for 60 bar and above shall be of safety pattern type with blow
out backs. A clearance of 20 mm shall be maintained at the rear of the gauge.
15

(NES 339)
c.
Pressure Gauges shall be provided with isolating cocks/valves at source,

conforming to the Working Pressure (WP) of the system.
d.
A Gauge Board carrying all system Pressure Gauges shall be provided and
installed in a position where it can clearly be seen for operational and
maintenance purposes. Where the Gauge Board is mounted òff' the
equipment, agreement between the System Designer and the Shipbuilder on its
size and siting shall be reached. The installation and testing of Pressure Gauges
shall conform to BS EN 8371.
e.
Where specified, Thermometers, Temperature

Temperature Sensors shall be as follows:
f.
3.4.4
and
(1)
Graduations/readouts in C;
(2)
Liquid in Glass Thermometers, Pockets and Holders shall conform to

DEF STAN 02732;
(3)
Overall temperature monitoring of any Hydraulic System(s) shall be

provided by a MOD approved Transducer situated in the fluid reservoir or
at a suitable point in the hydraulic circuit as appropriate. The transducer
shall provide a readout at the SCC and also operate the high temperature
warning;
(4)
Local temperature monitoring of any Hydraulic System(s) shall be

provided by MOD approved Thermometers adjacent to Hydraulic Pump
connections.
The Prime Contractor shall be responsible for arranging the instrumentation,

including Isolating Valves, Thermometer Pockets, facings and tapped bosses as
specified in the SRD.
All small electronic components shall be mounted on plugin Printed Circuit

Boards (PCB). Edge connectors are not acceptable and boards shall be fitted
with appropriately sized plug and socket connectors, with gold plated contacts.
The plugin PCB shall have test points brought out to pins accessible to the
maintainer.
Electrical Connections
a.
3.4.6
points
Electronic Components
a.
3.4.5
Tapping
The cable entries and terminations for input and output connections to all units
shall be selected from DEF STAN 02514 or MOD approved plugs and sockets
shall be used.
Glands and Seals

a.
Rudder Stock and Stabilizer Fin Hull Glands shall be of a form whereby
renewal or repairs do not necessitate docking the vessel.
b.
If stuffing box type glands are specified for valves in any part of the system,
gland stuffing boxes shall be of adequate depth for the purpose. Glands shall be
of generous proportions to preclude distortion during tightening down in
service.
c.
Sealing arrangements shall be suitable for the required duty, Naval Stores
Catalogue packings being used wherever possible.
They shall be
nonadjustable, and of a split design to facilitate maintenance.
d.
Finshaft hull glands are to be selected in accordance with Clause 3.4.6a.
16

(NES 339)
e.
3.4.7
Rudder Stops
a.
3.4.8
3.4.11
3.4.12
a.
Ball and Roller Bearings shall be to metric dimensions and shall conform to
BR 3026.
b.
Hydraulic pumps that contain rolling element bearings shall not be used (if
applicable).
Noise, Shock and Vibration

a.
All equipment shall be designed to meet the requirements for airborne noise,
shock and vibration as defined in DEF STAN 07254 Part 2,
DEF STAN 08118 Part 1, BR 3021(1), BR 3021(2), BR 8470, BR 8471, BR 8472
and BR 8473 as applicable. The noise and vibration reduction targets in any
Ship shall be stated in the SRD.
b.
All possible noise and vibration transmission paths shall be considered to

enable noise shorts to be eliminated.
c.
Equipment in the tiller flat in HM Surface Ships is subjected to high vibration

levels at high Ship speeds and while going astern. The higher vibration levels
that shall be required to be met will be included in the SRD.
Electromagnetic Compatibility
Electrical equipment shall be designed to meet the Electromagnetic
Compatibility requirements of DEF STAN 5941 Parts 2, 3, 4 and 7.
Nuclear Hardening
a.
3.5
Where required, Valves shall be in accordance with DEF STAN 02360 wherever
possible.
Ball and Roller Bearings
a.
3.4.13
All pipework shall conform to the requirements of DEF STAN 02797 Part 1.
Valves and Cocks

a.
3.4.10
Mechanical Rudder stops shall be fitted at 37.
Pipework
a.
3.4.9
Ò' Rings shall conform to DEF STAN 02337 Parts 1 to 3. The material shall be
fluorocarbon and the dimensions of Ò' Ring housing recesses shall conform to
BS 4518.
All components used in the Steering and Stabilizer System(s) control circuits
shall be hardened against Electromagnetic Pulse and Initial Nuclear Radiation
as specified in DEF STAN 08107.
Lubrication
a.
Hull Bearings and other external bearings shall be water lubricated to comply
with the requirements of MARPOL 73/78. See Section 2. However, other
lubrication mediums may be considered for use if it can be demonstrated that
they meet or exceed the requirements of this Standard and MARPOL 73/78.
17

(NES 339)
3.6
b.
A Lubrication System for Rudder and Stabilizer internal parts shall be provided
as required. The Lubrication System shall be automatic in operation and
capable of delivering sufficient quantities to meet all operational conditions.
c.
Requirements for oils and greases to be used for any purpose shall, wherever
possible, to be selected from those listed in DEF STAN 015. If this is not
possible it shall be brought to the attention of the Principle Contracts Officer
(PCO) and/or the Design Authority, as applicable.
Safety
a.
3.7
Castings
a.
3.8
Ferrous and Nonferrous castings shall be

DEF STAN 02745 Part 2 and DEF STAN 02863.
with
Marker Plates
a.
Equipment shall be provided with Marker Plates engraved with operating

instructions and necessary diagrams. The plates shall be of a material not
susceptible to corrosion and shall be mounted in a well illuminated position on,
or adjacent to, the equipment when installed.
b.
Marker Plates, Identification Plates and Modification Plates shall be in

accordance with the requirements of DEF STAN 02723.
Preservation and Maintenance
3.10.1
General
a.
3.10.3
accordance
Guidance on general welding requirements is contained in DGS/PS 9023.
3.10
3.10.2
in
Welding
a.
3.9
Assemblies or components which require to be lifted to aid maintenance and

repair shall be fitted with suitable means of lifting equipment, e.g. tapped holes
for eyebolts or permanent lifting lugs. (See Section 2).
For general cleaning and preservation of Steering and Stabilizer System(s)

equipment, reference shall be made to DEF STAN 02341 Part 1. For painting,
reference shall be made to DEF STAN 07251.
Maintenance in Stores
a.
All equipment shall be kept in clean and dry conditions.
b.
Annually from date of preservation, unpainted steelwork shall be cleaned down

and represerved in accordance with DEF STAN 02341 Part 1.
c.
DPA shall identify any equipment which requires regular testing or checking
while in stores.
Maintenance on Board
a.
Maintenance onboard shall be defined by the Prime Contractor in conjunction

with the System Designer and shall address the following points:
(1)
Rudder(s) and Stabilizer(s) Fin Bearings and otherwise unprotected

Bearings, such as those fitted to the Actuators, shall be greased at
intervals specified in the handbook;
18

(NES 339)
3.10.4
(2)
Where fitted, Pumps shall be turned electrically if power is available. If

power is not available, Pumps shall be turned by hand on a fortnightly
basis;
(3)
Fortnightly following the installation and testing programme, the

Rudder(s) and/or Stabilizers shall be tested. External bearings shall be
adequately prewetted and the internal lubrication system shall be in
operation as required. The Rudder(s) and Stabilzer Fins shall be checked
to be clear of any obstructions and, if clear, moved through their full
working travel;
(4)
Monthly following the installation and testing programme, following

actions from (3) above, the Rudder(s) and/or Stabilizers shall be tested.
External bearings shall be adequately prewetted and the internal
lubrication system shall be in operation as required. The Rudder(s) and
Stabilzer Fins shall be checked clear of any obstructions and, if clear,
moved approximately 5 in either direction and returned to the 0
position using the Hand Operating arrangements;
(5)
Arrangements shall be made to protect bare metal working parts from

dirt and dampness during the intervals between moving the equipment;
(6)
Where utilised, Hydraulic Systems shall be flushed to specification

following installation. Filters shall be changed as indicated by the
respective Filter Condition Indicators;
(7)
Where appropriate to ensure that the fluid meets the cleanliness standard
and conforms to the manufacturers' specifications in all respects, the
condition of Hydraulic System Fluid shall be sampled and tested every
four months.
Flexible Hoses
a.
Protective packaging on flexible hoses shall be retained as long as possible.

Where feasible, cages or boxes shall be built around them to protect them from
damage from external sources between installation and Setting to Work (STW).
3.11
Testing, Installation Inspections and Setting to Work
3.11.1
General
a.
3.11.2
Pretrial inspections shall be carried out in accordance with DEF STAN 02350.
Testing Requirements
a.
Each selfcontained unit or subsystem of the Steering and/or Stabilizer System

shall satisfy the tests laid down in a Production Test Specification (PTS). This
shall be a separate document from the Production Acceptance Specification
(PAS) written and used inhouse by the Manufacturer in the build of the unit.
b.
The PTS shall be written by the Designer and agreed with DPA at the
finalization of the design stage. The PTS shall be prepared in accordance with
DEF STAN 0052.
c.
An overall system test shall be conducted on the first off production or

development system in accordance with the PAS. Type tests of equipment new
to RN service shall be carried out where specified in the SRD.
19

(NES 339)
3.11.3
Pressure Testing
a.
3.11.4
(1)
The various parts of each installation which are subject to hydraulic

working pressure together with the corresponding items of spare gear
shall be tested before leaving the Manufacturer's works and after
installation on board. The pressures to which parts of the system shall be
tested are given in DEF STAN 02797 Part 1 with the exception of
pressure gauges. Pressure tests for parts not covered in this Standard are
to be determined and agreed with MOD(PE) during development.
(2)
After manufacture pressure gauges shall be pressure tested in accordance

with BS EN 8371. Thereafter pressure tests shall be restricted to the
limits of full gauge pressure for accuracy testing only. Pressure gauges
shall be positively isolated from pump and system test pressures.
(3)
Parts tested are to be clearly stamped or etched or, where special materials
are involved, painted by the Manufacturer with his identification marks,
the test pressure and test date.
(4)
The shop pressure tests are to be carried out after parts are completely
machined and prior to painting.
(5)
The test pressure shall be maintained for periods of time adequate to

permit a thorough inspection of all parts for leaks. For parts in which it is
especially important to ensure soundness, the test pressure shall be
maintained for at least 30 minutes. Certification that the pressure tests
have proved satisfactory shall be produced.
Testing After Manufacture

a.
3.11.5
The requirements for pressure tests are as follows:
Subsequent to manufacture and pressure tests but prior to shipboard

installation, tests shall be carried out in the Manufacturer's workshops in
accordance with the PTS. The tests shall record the performance of each
subassembly.
Installation Inspections
a.
System(s) installation inspections and tests shall be conducted by the Dockside

Test Organization (DTO) during the building/refit phase to ensure that
equipments are correctly sited and that alignment of Rudder(s) and Stabilizer
Fins with respect to the hull is in accordance with DPA approved drawings.
b.
In addition to the requirements listed in DEF STAN 02350, particular

attention shall be paid to the following areas when preparing test forms:
c.
(1)
Access for operation of controls;
(2)
Security, clarity and ease of monitoring of mechanical Rudder and

Stabilizer Fins position indications;
(3)
Door and panel openings;
(4)
Removal of equipment and subassemblies for repair and maintenance.
The installation of the equipment in Hydraulic Systems shall be in accordance

with the procedures specified in DEF STAN 02324 Part 1.
20

(NES 339)
3.11.6
System Preliminary Tests and Setting to Work

a.
System Preliminary Tests and STW shall be carried out by the Shipbuilder,
Dockyard or Contractor, as necessary, in accordance with approved
documentation produced by the Manufacturer. The equipment shall operate
within the requirements of Drawings and Production Acceptance
Specifications approved by DPA.
b.
Certification of satisfactory completion of STW by a contractor is required,

together with a report listing any outstanding defects after the following tests:
(1)
To check Rudder and Stabilizer Fin hull clearances, including mechanical

stops, as specified to allow full travel;
(2)
To check the actual Rudder and Stabilizer Fin angle(s) against those
indicated on the mechanical indicators;
(3)
To check Rudder and Stabilizer Fin centering and locking arrangements;
(4)
To confirm that the Ventilation System supplying relevant compartments

and equipment are complete and available for use;
(5)
To confirm that all operational and maintenance communication

facilities associated with the system are satisfactory;
(6)
Continuity checks on all cable cores and screens;
(7)
Insulation ResistanceContinuity of all cables. Insulation Resistance

testing shall be carried out after removal of individual electronic
subunits or plugs and sockets;
(8)
To confirm that the Conditioning Heater supplies are available and

connected correctly;
(9)
To check power supply voltage and frequency levels;
(10) Operational checks on Motors;

(11) Initial runs of power units;
(12) Check Rudder and Stabilizer Fin direction, zero and maximum angles.
3.12
Trials
3.12.1
General
a.
Trials of machinery and equipment shall be arranged and conducted in

accordance with DEF STAN 0232, DEF STAN 02350, DEF STAN 02351,
DEF STAN 02352, DEF STAN 02353 and DEF STAN 02354.
21

(NES 339)
3.12.2
Preliminary Basin Trials

a.
On completion of STW, detailed testing of the Steering and Stabilizer Systems

shall be carried out to satisfy the Project Manager/Equipment Support
Manager (PM/ESM) to ensure the correct functioning of equipment
components and systems, including remote and local controls. An Authorised
Representative may be requested to witness any processes. The Trials shall be
conducted by the Shipbuilder using his DTO and shall be a prerequisite for the
Basin Trial (DEF STAN 02351 refers). Specific Tests and Checks shall
included the following:
(1)
Check of internal power supplies;
(2)
Check of all Steering Control outputs at each Steering Position;
(3)
System tests to check correct operation of all indications and alarms;
(4)
Tests to check the accuracy and hysteresis of mechanical and electrical

indication;
(5)
Tests to confirm the correct operation and settings of Rudder and

Stabilizer Fin limit devices;
(6)
Test to determine the settings of safety and pressure relief valves (if
applicable);
(7)
Tests to determine Actuator pressures (if applicable);
(8)
Checks of Hydraulic Fluid temperatures at each Pump and Tank (if

applicable);
(9)
Checks to determine the starting and noload currents of Motors;
(10) System tests to confirm Rudder and Stabilizer Fin positional accuracy;
(11) System tests to confirm that Rudder and Stabilizer Fin Servo Control
Loops have been correctly tuned to provide the required response
characteristics to step inputs;
(12) Tests to check Rudder and Stabilizer Fin rates;
(13) Checks of Rudder(s) response in Autopilot control with simulated Ship's
head and log inputs;
(14) Two hour endurance runs, with Rudder(s) and Stabilizer Fins operated
through their full travel and control of Rudder(s) demonstrated from all
Steering Positions, operating the Steering and Stabilizer Systems to
simulate operational use as far as possible.
b.
Unless otherwise specified, a trial of the Steering and Stabilizer Systems and
equipment shall be carried out, in accordance with DEF STAN 07254 Part 2
and DEF STAN 08118 Part 1, to determine the following:
(1)
The airborne noise generated within the compartment;
(2)
The vibration of each Motor and Pump both above and below the resilient
mounting, if fitted;
(3)
Underwater noise shall be determined by means of an overtheside

hydrophone and in accordance with noise testing policy for the whole
Ship.
22

(NES 339)
3.12.3
Basin Trials
a.
In addition to the requirements contained in DEF STAN 02351, the following

clauses detail the requirements for Steering Systems. In all cases the
sponsoring authority is Warship Support Agency/Maritime Commissioning
Trials and Assessment (WSA/MCTA), Machinery Trials and Assessment Unit
(MTAU), who will be responsible for the conduct of all trials in Clauses 3.12.3b.
to 3.12.3i.
b.
The following trials shall be conducted on all vessels after Basin Trials and prior
to Contractors Sea Trials (CST):
(1)
Confirm the correct operation of the system in all modes of operation;
(2)
Check that the position of the Rudder(s) and all associated indications
agree with that demanded from all Steering Positions through the whole
range of operation, both increasing and decreasing Rudder angles;
(3)
Check that the Rudder(s) can be moved and centralised using the Hand
Pump.
c.
The MTAU Trials Officer will require assistance from the PM/ESM Authorised
Representative, the Shipbuilder and in some cases the Manufacturer.
d.
The MTAU Trials Officer, in association with the PM/ESM Authorised

Representative, will accept the system on behalf of DPA subsequent to
evaluation of trials data. Any system or equipment may be rejected or
conditionally accepted if it fails to perform within set limits of tolerance.
e.
Representatives from both the Hydraulic (if applicable) and Controls

Manufacturers shall attend the Basin Trial.
f.
All trials forms required for conducting and recording the tests shall be
produced by the DTO, in association with the PM/ESM Authorised
Representative, based on the following documentation:
(1)
The Build Specification of the vessel;
(2)
The SRD for the Steering System;
(3)
Drawings, and the Steering System Manufacturer's requirements.
g.
The Shipbuilder/Dockyard shall provide all necessary communications,

electrical supplies, temporary recording equipment and cabling requested by
the MTAU Trials Officer.
h.
Documentation required under Clause 3.7.5b. to confirm satisfactory

completion of Preliminary Tests and STW shall be presented to the MTAU
Trials Officer prior to commencement of the trial.
i.

Representative, shall be responsible for compiling trials data/reports and
system defect lists whether or not they result in degraded performance.
23

(NES 339)
3.12.4
Contractors Sea Trials

a.
In addition to the requirements contained in DEF STAN 02352, the following

clauses detail the trials requirements for Steering Systems during CST.
b.
The following trials shall be conducted on all Ships of the Class during CST:
Check the performance of the Steering System equipment under all
modes of operation, and from all Steering Positions;
(2)
Check correct operation of the Autopilot;
(3)
Monitor Hydraulic Fluid temperatures to confirm adequacy of cooling

arrangements;
(4)
Measure full load currents of Motors.
c.

Representative, shall conduct the trials.
d.

Representative, will accept the system on behalf of DPA subject to subsequent
evaluation of trials data. Any system or equipment may be rejected or
conditionally accepted if it fails to meet the contract specification.
e.
Representatives from both Hydraulic and Control Manufacturers shall attend

the CST.
f.
All trials forms required for conducting and recording the trials shall be
produced by the DTO, in association with the PM/ESM Authorised
Representative.
g.
The Shipbuilder/Dockyard shall provide all the necessary communications,

electrical supplies, temporary recording equipment and cabling requested by
the MTAU Trials Officer in association with the PM/ESM Authorised
Representative.
h.
The following conditions shall apply when carrying out the trial:
i.
3.12.5
(1)
(1)
Frequent and varying changes to the vessel's speed and course;
(2)
The vessel should be steered in hand control for initial trials;
(3)
When satisfied with the general behavior of the Steering System, the
Autopilot should be engaged and operated for a sufficient period at
varying speeds and courses to demonstrate its reliability and accuracy.

Representative, will be responsible for compiling the trials data/reports and
reporting any specific equipment or system performance which fails to meet the
required specification and tolerance.
Final Machinery Demonstration

a.
Following the Third Machinery Inspection and any necessary repairs, a Final
Machinery Trial and Final Machinery Demonstration shall be completed in
b.
On completion, the Trials Officer shall confirm in writing to the Commodore

Naval Ship Acceptance (CNSA), that a satisfactory demonstration has taken
place.
24

(NES 339)
c.
4.
In First of Class or First of Batch vessels with a new type of Steering and/or
Stabilizer System, additional trials shall be conducted to allow the Automatic
System(s) to be tuned to give optimum performance. These trials shall be
carried out by the System Designer and are the responsibility of the Prime
Contractor for the vessel. Ideally, these trials should be carried out during CST
and prior to the conduct of the System(s) Acceptance Trial(s). In any event, all
trials on the System(s) shall, wherever possible, be complete before vessel's
acceptance date. If this is not possible, any incompleted testing and tuning
trials shall remain the responsibility of the prime Contractor until
satisfactorily completed.
DESIGN REQUIREMENTS/GUIDANCE
Related Documents: DEF STAN 0040 Parts 1, 2, 3, 4, 5, 6 and 8; DEF STAN 0252;
DEF STAN 02109; DEF STAN 02324 Part 1; DEF STAN 02620; DEF STAN 08107;
DEF STAN 08123; DEF STAN 5936; see also Annex ANNEX A.
4.1
Design Parameters
4.1.1
General
a.
4.1.2
Overall System Design shall embody advances in design concept and new
developments in technology, which may lead to innovative and alternative
proposals or solutions. This may include, but is not to be limited to, systems
utilising Electric Actuation of Hydrodynamic Control Surfaces, either direct or
indirect, or other suitable, practicable means.
Fundamental Requirements
a.
The fundamental requirements for Steering and Stabilizer Systems shall be

derived from the Naval Staff Requirement (NSR) and the following
information given in the SRD:
(1)
A statement of the required Steering and Stabilizer performance:

(a) Steering:
Maximum range of angular Rudder movement,
maximum speed of movement and accuracy and the maximum
torque to move the Rudder through this range at any Ship's speed
(or a statement of the Manoeuvring performance required using the
Rudder(s) if the Rudder design shall be carried out by the Steering
System Designer);
(b) Stabilizer: Specified roll angle, which shall not be exceeded by more
than a given percentage of rolls in a stated wave spectrum, at a
specified Ship's speed and heading. The Stabilizer System shall
remain fully operational when subjected to the maximum
conditions of listing, rolling, trim or pitching as stated in
DEF STAN 08123;
(2)
The modes of operation that shall be available from the system;
(3)
The siting of control functions required;
(4)
Maximum continuous period of operation and the Availability and

Reliability required;
(5)
The frequency and duration of refit periods and maintenance periods;
(6)
Power supplies available and details of any interfaces required with other
systems;
(7)
Methods of control (e.g. local or remote).
25

(NES 339)
b.
In larger vessels (Frigates and above), there shall be three Steering Positions as
follows:
(1) Primary Steering Position (PSP)
- Bridge;
(2) Secondary Steering Position (SSP) - At a convenient location,
displaced from the Bridge;
(3) Emergency Steering Position (ESP) - Steering Gear Compartment.
c.
Consideration should be given to siting the SSP in the vicinity of the Steering
Gear Compartment or near the centre line of the Ship.
NOTE Where arrangements dictate, there may be two separate ESP. The
Changeover Switch (COS) which selects Primary or Secondary
control by direct switching of circuits shall be arranged at the lower
control level, i.e. the SSP. Additionally, a suitable COS shall be
provided in the Steering Gear Compartment to disable Remote
Steering when under ESP control. In smaller vessels the SSP may be
omitted with secondary control being switched directly to the ESP via
suitable COS in the Steering Gear Compartment.
4.1.3
Stabilizer System Aims and Concepts

a.
Stabilization of the vessel shall be achieved by means of Stabilizer Fins

projecting from each side of the hull. The Stabilizer Control System senses the
rolling motion of the vessel and causes the Stabilizer Fins to tilt so that the lift
forces, generated by virtue of the vessels forward speed, damp the roll motion of
the vessel.
b.
The roll angle is sensed by roll motion sensors, e.g. the vessels gyro from which a
roll angle signal is transmitted to the Stabilzer Control System. Alternatively a
dedicated roll motion sensor can be installed as part of the control system. A
typical controller being a Proportional Integral Derivation algorithm but other
techniques may be used. Means of tuning the system during sea trials shall be
incorporated into the the design.
c.
The Stabilizer Control System varies the overall gain of the fin angle demand
signal according to the vessels speed and also limits maximum fin angle
demands above a certain speed, according to an inverse speed squared law, in
order to protect the Stabilizer Fin Units from excessive loading at high speed.
Additional Stabilizer Fin angle limitations may be required, additional
requirements being detailed in the SRD.
d.
Stabilizer System:
(1)
In many vessels the system may comprise of more than one pair of
Stabilizer Fins;
(2)
Stabilizer Fin angle limitations, which may include a `quiet running'

operational mode, shall be indicated in the SRD;
(3)
If specified in the SRD, a method of controlling the amount of cavitation

produced by Stabilizer Fins shall be incorporated into the design, which
shall be capable of enduring up to Full Power Ahead or Astern without
seriously diminishing the expected availability or lifespan of the
equipment.
(4)
Methods of cavitation control may include air emission, the use of end
fences or by other suitable approved means. Details of how it is proposed
to control cavitation shall be produced within three months of the start of
contract date and shall be forwarded to MOD(PE) for appraisal.
26

(NES 339)
4.1.4
Ship Characteristics
a.
The following information shall be made available to the Steering and

Stabilizer Systems Designers by the vessel Designers:
(1)
(2)
(3)
4.1.5
4.1.6
Common Items:
(a)
Principal dimensions of Vessel;
(b)
Range of displacement and associated metacentric heights inside

which the Vessel is expected to operate;
(c)
Maximum speed Ahead and Astern;
(d)
Hull section offsets in way of the Rudder(s);
(e)
Electrical Power Supplies;
(f)
Ship's Speed Log interface data;
(g)
MCAS system interface details;
Steering:
(a)
Number of Steering Positions;
(b)
Number of Rudders, positions, maximum outreach, centre line and

angle of Rudder Stocks and line flow at each position.
(c)
Ship's heading Gyro Compass interface data;
(d)
The vessel Designer or DPA may also specify the shape of each
Rudder and the maximum torque and speed of operation required
for the Steering Gear;
Stabilizer:
(a)
Roll damping ratio over speed range;
(b)
Number of Stabilizer Fins, positions, maximum outreach, lines of

the Stabilizer Shafts and line flow at each position;
(c)
Availability and details of roll motion sensor signals.
Data Transmission
a.
Selection of the Data Transmission Mode within the Steering and Stabilizer
Systems shall be made at an early stage of development and will be defined in
the SRD.
b.
Data transmission within the Steering and Stabilizer System(s) may be

analogue or digital and may employ electrical, fibreoptics, hydraulic, air or
other means as required. Where Digital Data Transmission is used, the
protocols employed shall be fully defined at all levels in a separate Protocol
Document.
c.
Two separate lines shall be provided for each signal transmitted from one unit
to another. One line shall be for the signal and the other line shall be for the
return.
Environmental and Operational Conditions

a.
If it becomes apparent during the development of the design that a significant

weight or a cost saving could be achieved by acceptance of equipment to a
standard lower than that specified, DPA shall be made aware of this, together
with any penalties (real or anticipated) in performance, reliability, support, etc.,
which shall be identified and evaluated to the maximum possible extent.
27

(NES 339)
4.1.7
General Design Objectives

a.
The following major features, in addition to the fundamental requirements,

shall be considered in Steering and Stabilizer Systems:
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
4.1.8
4.1.9
Upkeep Policy;
Availability;
Reliability;
Maintainability;
Vulnerability;
Interchangeability;
Economy of weight;
Economy of space;
Ease of operation;
Noise and Vibration.
b.
The SRD shall detail the relative importance of the above features dependant
upon the vessel for which the systems are being designed.
c.
An Availability, Reliability and Maintainability (AR&M) programme shall be

conducted on the Steering and Stabilizer System(s) in accordance with
DEF STAN 0040 Parts 1, 2, 3, 4, 5, 6 and 8 as applicable.
Upkeep Policy
a.
Upkeep Policy shall be agreed between the Prime Contractor and DPA at an
early stage of the design. In general, the policy shall be that of Upkeep by
Exchange.
b.
Electronic equipment and subassemblies shall be designed to enable Ship's

Staff to carry out a policy of repair by replacement, down to Printed Circuit
Board or Card Level. The Upkeep Policy precludes the use of soldering irons
and the like and warrants minimum time for the diagnosis and replacement of a
defective unit (order of five minutes). Consideration shall be given to minimize
individual mounting of components and to group such components on readily
accessible plugin boards.
Availability
a.
The equipment shall be designed for a life of at least 25 years, unless otherwise
specified in the SRD.
b.
Mean Time Between Failure (MTBF) targets for `repairable at sea' and
`nonrepairable at sea' failures will be specified in the SRD. Separate figures for
the Rudder Operating Gear and the Control Systems may be set. A failure is
normally defined as follows:
c.
(1)
The inability of the Steering System(s) to operate the Rudder(s) under

Closed Loop Control;
(2)
Inability of one or more Stabilizing Systems to provide their designed

Stabilizing torque on the vessel.
Equipment availability targets will be specified in the SRD. The Mean Time To
Repair (MTTR) shall be calculated using this information and guidance given in
DEF STAN 0040 Parts 1, 2, 3, 4, 5, 6 and 8 as applicable. The systems shall be
designed to achieve the MTTR. The availability of Hand Steering Control from
the PSP shall achieve the maximum target given.
28

(NES 339)
4.1.10
4.1.11
Reliability
a.
The equipment shall be designed with the highest possible reliability. Studies
shall be included to demonstrate that the MTBF targets have been met.
b.
Equipment shall be designed to operate without the need for maintenance or

repair which would necessitate unscheduled Dry Docking of the vessel.
c.
On failure of control equipment or loss of power supplies, the normal failure

mode is for the Rudder(s)/Stabilizers to remain set in the final position.
Provision shall be made for the Rudder(s)/Stabilizers to subsequently be
returned to and locked in the midposition/zero angle, as detailed in
Clause 4.1.17b.
d.
Rudders:
(1)
The Control System for Primary and Secondary Positions shall be

designed with two electrically independent control channels routed
separately throughout the vessel on Port and Starboard runs;
(2)
At least two systems shall be provided to facilitate full control in the event
of failure of one system, albeit at reduced Rudder speed of movement.
Maintainability
a.
Recommendations for the outfit of spares and special tools to be held on board,
and spares to be held at shore establishments, shall be defined by the Design
Authority. Guidance is contained in DEF STAN 0252.
b.
Maintainability shall be ensured by careful attention to detailed design,

including the following:
(1)
Parts shall be capable of replacement with minimum disruption to the

rest of the system, with no requirement to remove major items to replace
other components;
(2)
Routine Planned Maintenance at the specified intervals;
(3)
Withdrawal and maintenance envelopes shall be specified and agreed by

System Designer and Shipbuilder early in the design;
(4)
Provision of a Technical Manual containing details as specified in the

SRD. See also Section 5.
c.
A maintenance evaluation shall be conducted on all equipment(s) to prove the

maintenance routines and to demonstrate that the above aims have been met.
d.
Defective equipment shall be capable of being diagnosed, isolated and repaired

or replaced without interfering with other Steering and/or Stabilizer
Equipment.
NOTE It is important to eliminate, wherever possible, a design arrangement
which would permit one component failure to affect more than one set
of equipment or more than one pair of Stabilizers in a multi set
installation.
e.
Equipment shall be designed with test points, test switches, meters and Builtin
Test Equipment/Routines to enable simple overall system confidence checks to
be performed. Complex Control Equipments shall be provided with Builtin
Diagnostic Equipment to indicate faulty items.
f.
The design shall recognize the continuing need to reduce manning levels on
board vessels. Frequent operator checks or routines requiring a manual input
shall be avoided wherever practicable.
29

(NES 339)
4.1.12
Vulnerability
a.
4.1.13
Control facilities at the Steering Positions are lost;
(2)
Circuits connecting the Control Equipment to the Operating Gear are

lost;
(3)
The Main Electrical Power Supplies to the system are lost;
(4)
The Operating Gear or Rudders are damaged.
Consideration shall therefore be given to the vulnerability of the various units

in the Steering System(s). The overall System Design shall ensure that a single
failure does not cause a complete loss of Steering.
c.
Owing to the nature of the Ship's Stabilizer System(s), i.e. multiple units,
reduced stabilisation may result from action damage causing failure of a single
unit. Consideration shall therefore be given to the vulnerability of all system
units to ensure that the complete Stabilizing System is not immobilized by local
damage or a fire.
Interchangeability
b.
c.
The following general requirements shall be met:

(1)
Equipment shall be interchangeable with equipment of the same design

fitted in any other vessel;
(2)
Jigs shall be used to ensure that the position of critical interfaces are
within agreed tolerances and to ensure the interchangeability of all
similar equipments.
The policy for individual assemblies is as follows:

(1)
For the replacement of individual complete assemblies, e.g. Pumps and

Electric Motors. The use of shims or liners is permitted to obtain
alignment;
(2)
Where technical considerations require fitted bolts to be used, clear

instructions regarding fitting limits shall be included on relevant
drawings;
(3)
Where alignment of complete assemblies is maintained by spigoted joints,

the faces and spigots shall be made to such tolerances as to ensure
maintenance of alignment without hand fitting;
(4)
The requirements expressed in Clause 4.1.13a. also apply to complete

assemblies specified as spare gear.
No machining or hand fitting shall be necessary for operational replacement of

subassemblies. Any components specified as Spare Gear, which require
machining or fitting allowances, shall only be used with the approval of DPA.
Electronic Equipment Interchangeability

a.
4.1.15
(1)
b.
a.
4.1.14
Action damage could result in the loss of Steering under the following
conditions:
Electronic equipment shall, as far as possible, be modular in construction. All

assemblies shall be interchangeable down to the lowest replacement assembly.
Materials and Weight

a.
Special consideration shall be applied when designing for systems which have a
low magnetic requirement.
30

(NES 339)
b.
c.
4.1.16
Previously used materials for major components, which are shown in

Table 5.1;
(2)
Alternative materials may be considered. However, their fire resistance

shall be suitable for the application, environmental conditions and any
assessed fire risk. The use of Aluminium is undesirable where prolonged
contact with sea water is possible due to susceptibility to corrosion.
Where alternative materials are proposed, they shall be submitted to the
Design Authority for approval early in the design stage.
Within three months of the date of receiving the contract, or at such earlier date
as may be specified in the contract, the Prime Contractor shall provide the
Design Authority with a detailed list of the estimated weights. These
preliminary estimates shall be continuously reviewed and revised figures
supplied to the Design Authority. The grouping of items in these lists shall
conform to the requirements of DEF STAN 02109.
The main considerations are as follows:

(1)
The volume and siting of Steering Gear and associated systems and
supplies shall be carefully considered to optimize the use of compartment
space;
(2)
When designing equipment for minimum space and its location in a

compartment, due account shall be taken of the withdrawal envelopes for
components, subassemblies and assemblies necessary to permit
inspection, maintenance and repair by replacement. The effective
utilization of space allotted for such purposes shall be checked on the
machinery mockup or model where this is available.
Ease of Operation
a.
4.1.18
(1)
Economy of Space
a.
4.1.17
When choosing materials, the Designer(s) shall consider the following:
Simplicity of operation, under all lighting conditions is required and the

arrangement of controls, levers, hand wheels, instruments and gauges shall be
designed with this objective in view and for the minimum number of operating
personnel. The Designers' aim shall be to plan the controls such that no
condition of operation can be achieved other than that intended by the
Designer.
Emergency Hand Operation

a.
Rudders:
(1)
Emergency Hand Steering arrangements shall be mounted in a readily

accessible position in the Steering Gear Compartment. See Clause 1.4;
(2)
Investigations shall be conducted to establish the maximum time to meet

the stated requirements. If there is a requirement to operate the
Emergency Hand Steering whilst going Astern, then performance targets
shall be stated;
NOTE This facility is not intended to provide a means of steering the
ship for more than a very short period of time whilst overcoming
a major emergency. Emergency Hand Operation should be
considered as a means of centralising the Rudder(s) only.
31

(NES 339)
(3)
b.
4.1.19
The facility to mechanically lock the Rudder(s) amidships;
(b)
Where more than one Rudder is fitted, it shall be possible to lock

each Rudder individually whilst still allowing use of the other
Rudder.
Stabilizers:
(1)
Readily accessible Emergency Hand Operating arrangements shall be

provided. In the absence of electrical power, these arrangements shall be
capable of centralizing the Stabilizer Fins whilst the Ship is stopped in the
water. See Clause 1.4;
(2)
Arrangements shall be provided to mechanically lock the Stabilizer Fins

in the midposition.
All software incorporated in Steering and Stabilizer Systems shall be designed

and documented in accordance with DEF STAN 02620.
Electrical Equipment
a.
4.1.21
(a)
Software
a.
4.1.20
Other requirements for emergency conditions are:
Guidance on Design Requirements is contained in DEF STAN 08107. Any

variations shall be brought to the attention of the Equipment Sponsor for
approval.
Lubrication System(s)
a.
The Lubrication System(s) shall be automatic in operation and be capable of

delivering sufficient quantities to meet all operational conditions and any
Regulations Controlling Maritime Pollution; see Section 2.
b.
Where Grease Lubrication is required, it shall be distributed by suitable

pumping arrangements feeding to Lubrication Points through pipework
incorporating flexible lengths. The System(s) shall allow metered quantities to
Lubrication Points, with each point being capable of isolation. Lubrication
Points shall be specified by the overall System Designer, together with the
Lubrication requirements for each point. (See Clause 3.5). They should include
the following:
(1)
(2)
c.
Steering Systems:
(a)
Rudder Bearings/Stocks;
(b)
Actuator Bearings;
Stabilizer System:
(a)
Finshaft inner and outer Bearings;
(b)
Actuator linkages, if fitted;
(c)
Hull Gland rings.
Controls for any Automatic Lubrication Pump may be contained within Motor
Starters where applicable and may, if necessary, include a timer.
32

(NES 339)
4.2
Steering Systems
4.2.1
System Partitioning
4.2.2
a.
For the purpose of design, the overall Steering System shall be considered on a
functional basis as being made up of a number of interconnecting systems.
More detailed descriptions are given in the following clauses.
b.
The function of the Control System(s) and the Autopilot is to:

(1)
Provide a manually driven Rudder Demand Signal;
(2)
Convert Ship's head and speed into a signal of Rudder Angle Demand and
transmit them to the Rudder Operating System.
c.
The Rudder Operating System comprises a number of units and subsystems,

whose function shall convert the Rudder Angle Demand into the required
movement of the Rudder(s). There will normally be at least two Rudder
Operating Systems.
d.
The EPCMS shall provide the following functions to the Control System(s),
Autopilot and Rudder Operating System(s):
(1)
Power to drive the Operating System(s);
(2)
Power supply to the Control Units;
(3)
The means of starting up and shutting down the overall system;
(4)
The Alarms, Warnings and Interlocks to protect the overall system;
(5)
The system Running and Fault Indication.
Control System
a.
The Control System shall comprise of at least the following:

(1)
(2)
(3)
At the PSP:
(a)
Autopilot;
(b)
Hand Steering;
(c)
Hand/Auto Changeover;
(d)
Steering System Monitors;
At the SSP:
(a)
Hand Steering;
(b)
PSP/SSP Changeover;
At the ESP:
(a)
4.2.3
Emergency Hand Steering control facilities.
Rudder Angle Indication

a.
Visual mechanical indication of Rudder Angle shall be provided on each Rudder

Unit. This indication shall be visible from the ESP.
b.
A Rudder Angle Indication System, independent from the Steering Control

System, shall be provided to allow indication at positions specified in the SRD.
Normally these will be:
(1)
PSP;
(2)
SSP;
(3)
Bridge Wings;
33

(NES 339)
c.
4.2.4
4.2.5
SCC;
(5)
Operations Room;
(6)
ESP;
(7)
In addition, an indication signal may be required by some weapon(s)

systems.
Where two Rudders are fitted, consideration shall be given to the need to
provide a Rudder Angle Transmitter on each Rudder to allow for Single Rudder
Operation.
Rudder Angle Feedback Transmitter

a.
Duplicate and independent Rudder Angle Feedback Signals are required to each
control system, which shall be obtained from separate Port and Starboard
Rudder Angle Feedback Transmitters.
b.
Each Rudder Angle Feedback Transmitter shall be coupled to its own Rudder
Unit. The Transmitter Unit shall be designed so that it may easily be set at zero
(i.e. zero output from its transducer) so that its output at other angles Port and
Starboard can be checked to the design specification and adjusted if necessary.
c.
The Transmitter Unit shall also be designed with regard to the environmental
conditions where it will be fitted. It shall be robust, watertight and resistant to
oil ingress.
Navigation System
a.
b.
4.2.6
(4)
The following functions, independent from the Steering System, shall be

provided at the PSP and SSP:
(1)
A Ship's heading indicator, which can be viewed by the helmsman when

operating the Manual Steering Unit;
(2)
A visual indicator of the angle of the Rudder(s).
The ESP shall be provided with the following functions:

(1)
A visual indication of Ship's heading;
(2)
A visual indication of Rudder Angle that does not involve electrical

transmission.
Hand Steering Units

a.
A Hand Steering Unit (HSU) shall be fitted at the PSP and SSP to provide
position control of the Rudder(s) in a followup mode of operation. The unit
shall be of an ergonomic design approved by DPA and wherever possible the
PSP and SSP HSU shall be identical.
b.
The HSU shall have a weatherhelm facility whereby it will automatically return
to a preset position when released by the helmsman. The preset position
should be capable of being easily adjusted by the helmsman over a range of at
least 10. The Rudder demand shall remain fixed when the HSU is released by
the helmsman. Sufficient damping/friction shall be included in the HSU to
ensure that reasonable effort is required to operate it.
c.
An illuminated scale, calibrated in one degree divisions, shall indicate the

Rudder Angle Demand.
d.
Connections to the HSU shall be confined to power supplies for its own use,
transmission of Rudder Angle Demand, control signals to and from the
Autopilot and any essential indication/warning circuits.
34

(NES 339)
4.2.7
e.
Duplicate transmissions of Rudder Angle Demand shall be provided, designated

Port and Starboard.
f.
The following indications and controls shall be provided on the HSU or on a

separate panel/unit adjacent the HSU:
(1)
A switch to select either Port or Starboard transmission circuits;
(2)
A switch to select Hand Steering or Auto Steering;
(3)
Indication of whether Hand Steering or Auto Steering is in operation;
(4)
Indication of which Steering Position is in control;
(5)
Indication of which Control Channel is in operation.
Test Facilities
a.
External test points shall be provided for the connection of test equipment to
record the following functions, without affecting the normal operation of the
Autopilot:
(1)
Course error;
(2)
Rudder demand;
(3)
Other functions as specified, depending on the form of control equations

and the technology employed.
4.3
Autopilot
4.3.1
Definition of the SubSystem
4.3.2
4.3.3
4.3.4
a.
Automatic operation of the Steering System shall be controlled by the

Autopilot.
b.
The Autopilot shall carry out the function of converting both course keeping
and course changing requirements into a signal of Rudder Angle Demand. In
order to fulfil this requirement it shall have separate course keeping and course
changing modes.
Physical Characteristics
a.
The Autopilot shall be a physically separate unit which can be removed from its
housing or cabinet without any consequent effect on any other part of the
Steering System.
b.
Autopilots shall be fitted at the Steering Positions specified in the SRD.
Inputs
a.
Each Autopilot shall be provided with separate Compass Transmissions from

each Transmitting Compass in the Ship's Navigation System.
b.
Each Autopilot shall be provided with a Ship's speed input.
c.
In some systems there may be a requirement for the Autopilot to accept a

remote input of course to steer. If required this will be specified in the SRD.
Outputs
a.
Each Autopilot shall provide an Output Rudder Angle Demand Signal

compatible with the remainder of the Steering Control System. Offcourse and
failure alarm outputs shall be provided for indication at the Bridge/SCC.
35

(NES 339)
4.3.5
Ship Characteristics
a.
b.
4.3.6
4.3.7
4.3.8
In addition to the Ship Characteristics listed at Clause 4.1.3a., the following

information shall be made available to the Autopilot Designer by the Ship
Designer:
(1)
Space allocation for Autopilot;
(2)
Turning characteristics of the vessel based on model tests or calculations.
Where the Autopilot is being provided by a different supplier from the

remainder of the Steering Control System, then details of the Steering Control
System and the interfaces between the Autopilot and Control System shall be
supplied in addition to the details listed above.
Operator Displays and Controls

a.
A continuous display of Set and Ship's Head shall be given. These shall be by an
approved analogue scale in order to allow a simple assessment of course error.
b.
The operator shall be provided with a facility to control the rate of change of
course, a method of selecting the maximum Rudder Angle that can be applied by
the Autopilot and the means of selecting the number of steps available and the
means of implementation.
c.
Illuminations of indications shall be controllable. They shall also to meet the

night adaptive illumination requirements specified for the vessel.
d.
A means shall be provided for the operator to select an appropriate Ship's Speed
Signal to be fed to the Autopilot in the event of a failure of the signal from the
Ship's Log.
e.
The control facilities available to the operator shall be agreed with DPA at the
earliest possible stage of design. The system should automatically revert to
hand control if an Autopilot failure is detected or if the hand steering unit is
moved to either Full Port or Full Starboard.
f.
Arrangements shall be provided to prevent the normal Steering Control being

switched from Hand Control to Autopilot unless the difference between Ship's
Head and course to steer is less than 5.
g.
A misalignment alarm shall be fitted to provide an audible and visual alarm in

the event of the set and achieved course being more than 5 apart.
System Testing
a.
In order to adequately test the Autopilot, prior to installation, the Autopilot

shall be assessed by the designer against a representative model derived from
data provided by the Ship Designer. Sufficient tests shall be conducted to
enable a full assessment of the Autopilot's performance against the above
specifications to be carried out.
b.
Harbour and Sea Trials shall be conducted in accordance with Clause 3.8.
Setting to Work
a.
Suitable adjustments required for STW or tuning the Autopilot shall be

provided. These shall be in addition to the operator controls at Clauses 4.3.9a to
4.3.9e and shall be accessible only when the unit is removed from its housing or
it is mounted on an extension rack. Any adjustments provided shall be lockable
or not subject to variation due to vibration.
36

(NES 339)
4.3.9
Test Facilities
a.
External test points shall be provided for the connection of test equipment to
record the following functions:
(1)
Course Error;
(2)
Rudder Demand.
4.4
Stabilizing Systems
4.4.1
Stabilizer System Partitioning

a.
For the purpose of design, the overall Stabilizer System shall be considered on a
functional basis as being made up of a number of interconnecting systems.
More detailed descriptions are given in the following clauses.
b.
The function of the Control System shall convert roll motion and Ship's speed
into an electrical signal of Stabilizer Fin Angle Demand and transmit the signal
to the Stabilizer System(s).
c.
The function of the Stabilizer System is to convert the Stabilizer Fin Angle
Demand into the required movement of the Stabilizer Fin. There would
normally be at least one Port and one Starboard System.
d.
The function of the Electrical Power and Supervisory System shall provide:
e.
4.4.2
(1)
Power Supplies to the System;
(2)
The means to START and STOP the system;
(3)
The alarms, warnings and interlocks to protect the system;
(4)
System running and fault indications.
Power supplies shall be in accordance with Clause 3.3.1.
Control System
a.
The Control System shall normally consist of a Stabilizer Central Control Unit
(SCCU) which houses the circuits used to compute Stabilizer Fin Angle
Demands, which, with the Stabilizer System(s), automatically stabilize the
Ship.
The performance of the SCCU combined with that of other
components/systems of the Stabilizer System(s) shall meet the requirements of
the relevant Sections of Clause 4.1.
b.
The electronic circuits in the SCCU shall process the roll motion information
using a suitable algorithm which should include a ship's speed term to provide
the required fin angle demands to the Fin Servo Systems to stabilize the ship.
The computations shall enable the stabilizer to operate automatically in
normal duty without further operator adjustment.
c.
The performance of the SCCU shall be such that when combined with that of
the Stabilizer Systems the overall performance of the Stabilizer System meets
the requirements of Clause 4.1.2 and Clause 4.1.10.
37

(NES 339)
d.
The design of the SCCU is such that shall operate continuously, when sea
conditions require, at a 100% duty cycle without excessive temperature rise.
Components shall be suitable for the temperature within the enclosure, when
due allowances have been made for the compartment ambient temperature,
and shall meet the requirements of DEF STAN 5936.
e.
The SCCU shall provide the following facilities:

(1)
Maintenance of normal stabilization about a datum defined in the SRD;
(2)
An automatic forced roll facility with adjustable roll amplitude and

frequency; the controls for which shall be readily accessible to the
operator and shall permit easy adjustment of amplitude and frequency of
roll;
(3)
Manual setting of Ship's speed under fault conditions;
(4)
A `quiet running mode' Stabilizer Fin Angle limitation will be defined in

the SRD;
(5)
A method of aligning the Stabilizer Fin to the line of flow (Zero Fin
condition);
(6)
Comprehensive Builtin Test (BIT) and Fault Diagnosis Facilities, which

shall include a method of recording the following functions without
affecting the normal operation of the Stabilizers:
(7)
4.4.3
4.5
(a)
Roll Angle;
(b)
Stabilizer Fin Angle for each Stabilizer Unit;
(c)
Stabilizer Fin Demand Angle for each Stabilizer Unit;
Calibration facilities for Roll Angle and Ship's Speed.
Stabilizer Fin Angle Indication

a.
Visual mechanical indication of the Stabilizer Fin Angle shall be provided on

each unit.
b.
Provision shall be made for indication of individual Stabilizer Fin angles at the
SCCU for maintenance or STW purposes. This can be made by means of a
selectable meter or indicator or by a special purpose hand held unit capable of
being used without interfering with system operation.
Safety
a.
Guards shall be fitted to protect personnel from moving parts such as

Actuators, Connecting Rods, Pump Drive Couplings, etc.
b.
Arrangements for the safety of electrical equipment shall conform to

DEF STAN 08107 and where Hydraulic Equipment is fitted,
38

(NES 339)
5.
CORPORATE EXPERIENCE & KNOWLEDGE

Related
Documents:
BS
ISO
6194
Part
4;
BS
EN
10087;
BS EN 10277 Parts 1, 2, 3, 4 and 5: BS EN 10278; BS 970 Part 1 and 2;
BS 7780 Parts 1, 2 and 3; DEF STAN 02324 Parts 1, 5 and 6; DEF STAN 02706;
DEF STAN 02729 Parts 1 2, 3, 4 and 5; DEF STAN 02769; DEF STAN 02773;
DEF STAN 02780 Part 3; DEF STAN 02849; DEF STAN 0542; DEF STAN 07244;
DEF STAN 08105; DEF STAN 5936; DEF STAN 615 Parts 1 and 4; BR 2000(53)(2);
DGS/PS 9023; see also Annex ANNEX A.
NOTE
5.1
Section 5 does not include mandatory requirements; it should be looked

upon as how systems have been designed in the past.
Rudder and Stabilizer Fin Control

a.
It is convenient to consider Rudder(s) and Stabilizer Fin Control separately

from the Hydraulics and the Associated Power System. Rudder and Stabilizer
Fin Control is dealt with in the following clauses of this section. The Hydraulic
System is covered by Clause 5.2.5 and the EPCMS is covered by Clause 3.3.
b.
The Rudder Servo Amplifier (RSA) received a Rudder Angle Demand Signal
from a HSU or Autopilot Unit. It also to receive a Rudder Feedback Signal from
the Rudder Feedback Unit.
c.
The SFLCU received a Stabilizer Fin Angle Demand Signal from the Stabilizer
Control System. It also received a Stabilizer Fin Feedback Signal from the
Stabilizer Fin Feedback Transmitter.
d.
The RSA and SFLCU had provision for presetting the magnitude of these
signals for scaling purposes or for initial setting up. These controls would not be
readily available to the operator.
e.
The output stage was designed to eliminate parasitic high frequency oscillation,
which was normally achieved by limiting the Amplifier Open Loop Gain at high
frequencies.
f.
The output stage contained limiting circuits, preferably active, which limited
the signal to a preset value. The error at which this limitation operated being
fixed at a value depending on the maximum speed of Rudder and/or Stabilizer
Fin movement/speed required and on the characteristics of the Hydraulic
System.
g.
Components for new equipment were designed and selected to keep variable
resistors and other means of adjustment to a minimum. Any adjustment or
variable resistors used were connected such that failure of that device would at
worst cause reduced performance of the Steering and/or Stabilizer System(s)
and would not cause complete loss of Steering and/or Stabilization.
h.
Ease of access was required to be provided for maintenance and setting up of

installed equipment.
i.
`Select on test' components were not permitted to be used without permission

from the Design Authority.
39

(NES 339)
j.
k.
l.
Test facilities at the RSA, when not sited in the proximity of the HSU, and the
SFLCU included means to:
(1)
Center the Rudder(s) and/or Stabilizer Fins to amidships/zero angle;
(2)
Position the Rudder(s) and/or Stabilizer Fins to full angle or to

intermediate angles.
Accessible test points, to facilitate system level maintenance and onboard

testing, were provided for the purpose of measuring the following signals:
(1)
Rudder(s) and/or Stabilizer Fins Angle Demand Signal;
(2)
Rudder(s) and/or Stabilizer Fins Angle Feedback Signal;
(3)
Error Signal;
(4)
Control Valve Input Signal.
In addition to the above, test points were provided to enable fault diagnosis to be
conducted down to the lowest replaceable assembly or major component.
5.2
Electro Hydraulic Type System
5.2.1
Rudder Servo System

a.
Rudder Servo Systems have consisted of:

(1)
Rudder Servo Amplifiers;
(2)
Hydraulic Power Units (HPU) comprising Motor Driven Hydraulic

Pumps (MDHP), Hand Pump, Fluid Tank, Servo Filters and
Electrohydraulic Control Valve;
(3)
Rudder Actuators and Rudder Units, including Rudder Angle Feedback

Transmitters;
(4)
Hydraulic Pump Motor Starters.
b.
Items were interconnected to form a Closed Loop Position Control System for
the purpose of positioning the Rudder, in accordance with the Rudder Angle
Demand Signal received from the Control System, to the required performance.
c.
Overtravel Limit Switches were fitted to raise an alarm if the Steering Position
in control of the Rudder(s) moved 2 past the maximum designed angle.
d.
The Rudder Feedback Transmitter returned a signal to the RSA, which was
compared with the Rudder Demand Signal. The output from the RSA
controlled the Hydraulic Power Circuit to drive the Rudder Actuators in
proportion to the demand. Any limited response was fully accounted for in the
overall system response.
e.
Each RSA received a separate Rudder Demand Signal from the Control System
(i.e. one Port, one Starboard). The Hydraulic Pumps being capable of being
operated by either of the Servo Amplifiers, but not by both Servo Amplifiers at
the same time.
f.
Each Rudder Servo Loop was self monitoring with a signal available from the
RSA to indicate the status of the Rudder Servo Loop.
g.
The components within the Rudder Servo Loop were designed and arranged
such that failure of any component would not result in damage to any other
component.
40

(NES 339)
5.2.2
Rudder Servo Amplifier

a.
5.2.3
Two RSA were commonly used, one for each Control System. They were located
at the SSP or in the Steering Gear Compartment and contained the following
functions:
(1)
Power distribution to Rudder Demand System;
(2)
Rudder Servo Fault Detection Circuits;
(3)
Rudder Servo ìn control' and `standby' changeover circuits;
(4)
Rudder Servo Test and Monitor facilities.
b.
Each RSA derived its power via the Main Electrical Distribution System.
DEF STAN 615 Parts 1 and 4 applied for voltage tolerances, transient
excursions and other relevant parameters.
c.
Low voltage and regulated power supplies required within the RSA were
derived from the 60 Hz supply.
d.
Selection of the noncontrolling channel automatically turned the controlling

channel OFF.
Stabilizer Fin Servo System

a.
The Stabilizer Fin Servo System(s) consisted of the following:

(1)
SFLCU;
(2)
HPU comprising a MDHP, Hand Pump, Fluid Tank, Electrohydraulic

Control Valve;
(3)
Stabilizer Fin Actuator and Stabilizer Fin Unit, including a Stabilizer Fin
Feedback Transmitter (FFT);
(4)
Hydraulic Pump Motor Starter.
NOTE
In some installations the functions of the SFLCU were incorporated in

the Stabilizer Central Control Unit (SCCU).
b.
Items were interconnected to form a Closed Loop Position Control System for
the purpose of positioning the Stabilizer Fin, in accordance with the Stabilizer
Fin Angle Demand Signal received from the Control System, to the
performance required.
c.
The FFT returned a signal to the SFLCU which compared it with the Stabilizer
Fin Demand Signal.
The output from the SFLCU controlled the
Electrohydraulic Control Valve so that the magnitude and direction of the
Hydraulic fluid flow to the Actuator was proportional to the demand from the
SFLCU.
d.
Each Stabilizer Fin Servo System operated completely independently of the

other units.
e.
The Stabilizer Fin Servo System was located and constructed to comply with
the requirements of this Standard and the relevant system SRD.
41

(NES 339)
5.2.4
Facilities of the Stabilizer Central Control Unit

a.
The SCCU maintained normal stabilization about a natural list datum, i.e.
about the ship's natural laden orientation, which might be a small angle to port
or starboard of the true vertical depending on load, wind and sea.
b.
Additional provision in the SCCU for stabilization about the true vertical, was
not required unless specifically included in the SRD.
c.
The SCCU would provide an automatic forced roll facility. It was readily
accessible and would have easy to use operator controls which allowed the
amplitude and frequency of the roll to be adjusted.
d.
The SCCU contained electronic computation circuits to compute the required

angle. The control algorithm used was unambiguous, and a simple means to
change essential constants in the algorithm during tuning at sea was provided.
This could be implemented using digital or analogue electronics.
e.
The initial settings for constants were derived after a computer evaluation of
the overall system transfer function and performance for the particular ship.
f.
In the event of failure of a ship's speed signal to the SCCU, an alternative means
was provided for the ship's speed to be set manually. Selection was made by a
preset programme or switches or by using the fixed inputs described in
Clause 5.2.4m.
g.
In addition to the speed dependent fin angle limitation described in

Clause 5.2.4, a further `Quiet Running' operational mode may have been
required, selected by a switch on the SCCU panel. The fin angle limitations
required for this mode of operation would be specified in the SRD.
h.
The SCCU provided multiple fin angle demand outputs for operating all the fins
on the ship.
i.
Means were provided to enable fin angle demand signal to be switched to a `Zero
Fin' condition. The stabilizing signal was removed and replaced with a
connection that causes the fin to align to the line of flow (zero fin).
j.
The SCCU contained builtin test and fault diagnosis facilities for major
assemblies. This may have been in the form of a test meter, operators switches
and fault diagnosis lamps or a handhelp test unit as required. A test diagnosis
card relating to the switch position and meter indications was provided, which
was preferably located with the equipment.
k.
Provision was made on an accessible panel within the SCCU or on each

assembly/printed circuit board for test points which enabled each lowest
complete replaceable assembly and each critical component to be evaluated for
its functioning.
l.
If a processor was included in the SCCU it was provided with a self monitoring
facility and built in test equipment to allow easy fault diagnosis to board level.
m.
For system test purposes the SCCU contained a calibration facility for both roll
angle and ship speed, whereby fixed inputs corresponding to a specified roll
angle and speed could be switched into circuit. The roll angle and ship speed
magnitudes were evenly spread over the allowable range.
n.
All small electronic components were mounted on plugin printed circuit

boards. Edge connectors were not acceptable, and boards were fitted with
appropriately sized plug and socket connectors, with gold plated contacts,
selected from DEF STAN 5936. The plugin printed circuit boards had test
points brought out to pins.
42

(NES 339)
5.2.4.1
o.
The cabinet would preferably have had an outer panel carrying pushbuttons
and lights comprising the minimum for operation of the equipment and had an
inner panel for sensitivity, calibration and test switches used for setting to
work, maintenance and fault diagnosis.
p.
For the purpose of fault finding and maintenance, provision is was made for
internal illumination without the cabinet.
q.
Indicating lamps are to be provided in the outer panel to display the Running
and Not Running state of each of the Port and Starboard fin motors. They are to
be readily visible. If the SCCU cannot be installed in the SCC, data from the
outer control panel is to be relayed to the SCC and displayed on a dedicated
panel unless the Statement of Technical Requirements calls for these functions
to be carried out by the MCAS system, in which case the interface details will be
specified by the Ship Design Authority.
Stabilizer Fin Local Control Unit

a.
5.2.4.2
The SFLCU contained the necessary equipment to achieve the following

functions:
(1)
Stabilizer Fin Servo System Test and Monitor Facilities;
(2)
Stabilizer Fin Control in response to Stabilizer Fin Angle Demand and

Stabilizer Fin Feedback Signals;
(3)
Fault Diagnosis facilities.
b.
The SFLCU was located in the same compartment as the HPU, Stabilizer Fin
Actuators and Stabilizer Fin Unit which it served.
c.
The SFLCU derived its power from the 440 V 60 Hz power supply to its
associated Motor Starter. DEF STAN 615 Parts 1 and 4 applied for voltage
tolerances, transient excursions and other relevant parameters.
d.
Low voltage and regulated power supplies required within the SFLCU were
derived from the 60 Hz supply.
e.
If 400 Hz was required for ac data transmission, it was derived internally in the
SCCU or SFLCU unless it was only a reference for roll or speed signal inputs.
f.
Referring to Clause 5 2.3.1a, it is convenient to consider Stabilizer Fin control

separately from the Hydraulics and the associated Power System. The
requirements for Stabilizer Fin Control are dealt with in the Clause 5.1. The
Hydraulic System is covered by Clause 5.2.4 and the Electric Power Control and
Monitoring System is covered by Clause 3.3.
Stabilizer Fin Angle Feedback Transmitter

a.
The Stabilizer Fin Angle Feedback Transmitter was coupled to the Stabilizer
Fin Unit. The Transmitter Unit was designed to allow ease of setting at zero
(i.e. zero output from its transducer) so that its output at other positive and
negative angles could be checked to the design specification and adjusted if
necessary.
b.
The Transmitter Unit was designed with regard to the environmental

conditions of where it was to be fitted and was designed to be robust, watertight
and resistant to oil ingress.
43

(NES 339)
5.2.5
Steering and Stabilizer Hydraulic System

a.
The Steering and Stabilizer Hydraulic System(s) contained at least two

Hydraulic Power Packs, each capable of providing a supply of hydraulic power
to either or both Systems on receipt of a signal from either the RSA or SFLCU.
Hydraulic Fluid OX40 (HS200X) was used unless otherwise specified in the
SRD. Overall system design was in accordance with DEF STAN 02324 Parts 5
and 6.
b.
The Hydraulic System was capable of providing an adequate supply of

hydraulic fluid under all operating conditions, such that the Steering and
Stabilizer System(s) Actuators were capable of sustaining the required rate of
operation to meet the specified time of hardovertohardover.
NOTE The required time was calculated by the Prime Contractor for the
optimum Stabilizer Fin performance to be achieved. The design times
formed an important part of overall Ship performance, being notified
at an early stage as part of the Tender Response.
c.
A typical Steering and Stabilizer Hydraulic System comprised of the following

equipments:
(1)
Hydraulic Power Unit(s) complete with means to vary the flow rate to the
Actuators in response to the electrical signals;
(2)
Steering and Stabilizer Actuators, Rotary or Linear, one set on each

Rudder and Stabilizer Fin;
(3)
Locking Valve(s);
(4)
Hydraulic Fluid Heat Exchanger (if required);
(5)
Dedicated Hydraulic Fluid Reservoir for each pump, or alternatively a

common reservoir with dividing weir(s);
(6)
Pipework as required incorporating Flexible Hoses;
(7)
Hand Pump;
(8)
Hydraulic noise attenuators to achieve the specified noise performance

levels (if required).
NOTE Rudders were mechanically linked. They were also capable of operating in
single mode (i.e. one Rudder only) with the other, mechanically locked,
amidships, with its actuator isolated from the Hydraulic System. A facility
for locking both Rudders amidships during extended harbour periods was
also provided.
5.2.6
Hydraulic Pumps and Controls

a.
Hydraulic Pump Units were of a constant speed and capable of continuous

operation. They were of any standard type, although innovative designs may be
submitted to DPA for prior approval.
In addition to environmental
requirements, the following features were considered when designing the
system:
(1)
A Boost Pump to supply servo control pressure, and replenishment boost

pressure to the Main Hydraulic Circuit to avoid cavitation and to
replenish any fluid losses. The Charge Pump could be driven direct by the
main pump drive shaft;
44

(NES 339)
b.
5.2.7
5.2.8
The arrangements fitted to the Hydraulic System for controlling fluid

flow rate and direction were of a proven and reliable type/design;
(3)
The need to use a pump with integral crossline relief valves;
(4)
A Control and Monitoring System to form part of a logical system capable

of recognizing, identifying and isolating a single failure fluid loss in the
Hydraulic Systems. Associated warnings and alarms were provided,
normally in the SCC;
(5)
Provision was made for the Motor(s) to be stopped automatically should a

fluid low level alarm occur in the Stabilizer System.
Unless otherwise specified, provision was made to enable the pumping unit to
be rotated by hand without disconnecting any part.
Actuators
a.
Actuators were of linear or rotary type, which convert high pressure fluid into a
torque at the crosshead shafts. If linear actuators were specified, they were
secured to a substantial bedplate forming part of the Ship's structure.
See DEF STAN 02-324 Part 1.
b.
The Actuator on each Rudder was capable of operating both Rudders together
via the mechanical link; the other Actuator having been put into a bypass
condition.
c.
Positive mechanical stops were fitted to limit the angle of Rudder and Stabilizer
Fin movement to the maximum Rudder and/or Stabilizer Fin operating angle
plus 2 degrees.
d.
Each Actuator was provided with the following for flushing, sampling and
charging purposes:
(1)
An approved selfsealing coupling, fitted at the bottom of the unit at the

furthest point from the fluid inlet;
(2)
An air venting connection, fitted at the highest point of the system.
Heat Exchangers
a.
5.2.9
(2)
Where required, and unless otherwise specified, Heat Exchangers were sea
water cooled in accordance with DEF STAN 08105. Maximum coolant
temperatures were stipulated in the SRD.
Hydraulic Fluid Reservoirs

a.
Bulk storage of Hydraulic Fluid was arranged in accordance with

b.
A local storage tank was provided for Hydraulic Fluid, sited so that it could run
down by gravity to the Hydraulic Fluid Reservoirs. Its capacity was at least
twice that of both reservoirs:
(1)
Rudders:
(a)
Separate header tanks for each Hydraulic Power Unit were

connected to suit the requirements of the Hydraulic System.
However, they were arranged such that damage to either one (or its
associated pipework) would not cause loss of both Units.
45

(NES 339)
(2)
Stabilizers:
(a)
5.2.10
5.2.11
5.2.12
Hydraulic System Cleanliness

a.
The design included flushing arrangements, as defined in DEF STAN 02324

Part 1.
b.
Filtration arrangements met the requirements of DEF STAN 02324 Part 1.
c.
Cleanliness standards for Hydraulic Systems was decided by the System

Designer, taking due regard of the components to be used. System standards
were stated in the Tender Response and not changed without prior agreement
with DPA. Particulate contamination classes for fluids in Hydraulic Systems
are defined in DEF STAN 0542.
Relief Valve Arrangement

a.
The Hydraulic System was protected from over pressure conditions by Pressure
Relief Valves, arranged in a crossed line configuration, i.e. either line to be
capable of relieving the other in the event of an excess pressure condition
arising. The valves operating at 10 per cent above WP and were capable of
relieving full system flow.
b.
Relief Valves were fitted on the delivery side integral with or adjacent to the
Hydraulic Pump(s) to relieve the pressures specified in the SRD. No other
valves were fitted between Pump(s) and Relief Valves.
Pipework
a.
5.2.13
5.2.15
All Hydraulic System pipework

was
designed
in
accordance
with
Valves and Cocks

a.
5.2.14
Local reservoirs were connected to suit the requirements of the

Hydraulic System. However, they were provided with a means of
isolation under damage conditions.
Cocks that had direct metal to metal contact between body and plug, whether
lubricated or not, were used only where the static head is less than 0.7 Bar, e.g.
in the suction lines between fluid reservoirs and hydraulic pumps.
Filtration
a.
Filters were installed in accordance with DEF STAN 02324 Part 1 and as
considered necessary by the System Designer.
b.
A suitable filtration rig was always used when filling or topping up a Hydraulic
System. See BR 2000(53)(2).
Hand Pump
a.
A hand pump was fitted to each Hydraulic System, capable of moving the
Rudder(s) when the Ship is underway and a single Stabilizer Fin at zero Ship's
speed. The Hand Pump was capable of operation by not more than two persons.
See Clauses 1.4 and 4.1.18.
46

(NES 339)
5.2.16
5.2.17
Electric Motors
a.
Each Motor was to be capable of developing the maximum Full Load Torque
imposed by the pump under all duty cycle conditions for a period of one hour.
b.
Each Motor was capable of developing not less than 120 per cent of full load
torque on starting, or developing the maximum torque to start and accelerate
the pump under the most severe conditions, whichever is the greater. The
motor reaching full speed within 10 seconds after being switched ON, in
Pump Drive Couplings

a.
5.2.18
Seals
a.
5.2.19
Flexible Couplings, of an approved design, were fitted between the Electric

Motors and Hydraulic Pumps, which were capable of accommodating minor
misalignment.
Seals for hydraulic pump shafts were of the rotary shaft lip type which was in
accordance with BS 7780 Parts 1 to 3 and BS ISO 6194 Part 4 (where
applicable).
Materials
NOTE
Electrohydraulic Equipment for use on Ships where a Low Magnetic

Signature is required, e.g. Single Role Minehunters and Mine
Countermeasure Vessels, were manufactured from nonmagnetic
materials.
47

(NES 339)
Component
Material
Specification
Linear Actuator Piston Rod;

Cylinders and Pins;
Rotary Actuator rotor and stator;
Distribution manifold;
Rudder locking valve block.
Rudder Stock CrossHead
Connecting Rod;
Rudder Stock overlay in way
Bearing Journals.
Rudder Stock and Hull Glands.
Forged Steel
Proposed by the Prime

Contractor and submitted
to DPA for approval
Forged Steel with

Stellite 306 N overlay or as
approved by DPA
Proposed by the Prime

Contractor and submitted
to DPA for approval
Mechanical Seals or
Traditional Glands
Cast Steel and Steel Plate
Steel
As approved by DPA
Rudder(s).
Baseplate;
Mechanical Linkages.
Fluid Reservoirs.
Stainless Steel
Bearings:
Rudder Stock (inboard and
outboard);
Rudder Stock Thrust Rings
Pintle.
Piping (Rigid);
Piping (flexible).
DEF STAN 02849

As required to meet Ship
standards
BS 970 Parts 1 and 2,
BS EN 10087, BS EN
10277 Parts 1 to 5 and
BS EN 10278
Mild Steel with Stellite facing; Stellite 306 N facing

Phenolic Resin bearings may
be used in smaller Ships where
approved by DPA
70/30 Copper Nickel;
DEF STAN 02780 Part 3;
Reinforced Rubber
DEF STAN 02324 Parts 5
and 6
Welding:
Machinery;
Structures;
Consumables;
Acceptance Standards;
Nondestructive Examination.
DGS/PS 9023
DEF STAN 02706
DEF STAN 02769
DEF STAN 02773
DEF STAN 02729
Parts 1 to 5 as applicable
Table 5.1 Previously used Materials and Welding Guidance

5.3
System Manuals
5.3.1
Typical Contents
a.
Manuals for Systems contained the following details:

(1)
Illustrated and detailed descriptions of the overall system and its

subsystems;
(2)
Illustrated and detailed descriptions of the units, subassemblies and

components in the subsystems;
(3)
General, functional and operational description of the Steering or

Stabilizer System;
(4)
Operating Instructions;
(5)
Hydraulic system cleaning and flushing procedures;
48

(NES 339)
5.4
(6)
Maintenance Procedures;
(7)
Fault Finding;
(8)
Installation Instructions;
(9)
STW.
System Preliminary Tests

a.
b.
The DTO was responsible for the production of all test documentation to certify
that the Hydraulic System(s) had been installed and connected correctly. The
test documentation covered the following tests:
(1)
To fill and vent Hydraulic Systems;
(2)
To pressure test Hydraulic Systems;
(3)
To confirm that the Hydraulic System had been cleaned and flushed to the
level of cleanliness required after pressure testing;
(4)
To demonstrate Hand Pump operation;
(5)
To ascertain that any cooling services associated with the Hydraulic

Equipment were complete and available for use;
(6)
To prove correct operation of Power Units, Servo, Regulating and Relief

Valves;
Documentation covering the above tests was required to be submitted to MOD

Overseers or QA organization for approval.
49

(NES 339)
ANNEX A.
A.
RELATED DOCUMENTS
ANNEX A1. The following documents and publications are referred to in this Standard:
MARPOL 73/78
International Convention for the Prevention of Pollution from

Ships
LOLER 1998
Lifting Operations and Lifting Equipment Regulations (1998)
BS ISO 6194
Rotary shaft lip type seals:

Part 4: Performance Test Procedures
BS EN 8371
Specification for Bourdon Tube pressure and vacuum gauges
BS EN 10087
Free cutting steels. Technical delivery conditions for

semi-finished products, hot rolled bars and rods
BS EN 10277
Bright steel products. Technical delivery conditions:

Part 1: General;
Part 2: Steels for general engineering purposes;
Part 3: Free cutting steels;
Part 4: Casehardening steels;
Part 5: Steels for quenching and tempering
BS EN 10278
Dimensions and tolerances of bright steel products
BS 970
Specification for wrought steels for mechanical and allied

engineering purposes:
Part 1: General inspection and testing procedures and specific
requirements for carbon, carbon manganese, alloy and
stainless steels;
Part 2: Requirements for steels for the manufacture of hot
formed springs
BS 4518
Specification for metric dimension of toroidal sealing (Ò') rings

and their housings
BS 7780
Specification for rotary shaft lip type seals:

Part 1: Nominal dimensions and tolerances;
Part 2: Vocabulary;
Part 3: Storage, handling and installation
JSP 430
Ship Safety Management System Handbook:

Volume 1: Policy and Guidance on MOD Ship and Equipment
Safety Management
50

(NES 339)
DEF STAN 0040
Reliability and maintainability:

Part 1: Management responsibilities and requirements for
programmes and plans;
Part 2: General application guidance on the use of Part 1;
Part 3: Application of national R and M documents;
Part 4: Guidance for writing NATO R and M requirements
documents;
Part 5: Guidance on R and M training;
Part 6: Inservice R and M;
Part 8: Procurement of offtheshelf equipment
DEF STAN 0052
General requirements for product acceptance and maintenance

test specifications and test schedules
DEF STAN 015
Fuels, lubricants and associated products
DEF STAN 0232

(NES 32)
Requirements for Arrangements and Conducting Inspections and

Trials During the Construction and Conversion of HM Surface
Ships
DEF STAN 0252

(NES 52)
Requirements for the Preparation of Ship System and Equipment

List (SS&E List)
(Obsolescent, to be incorporated into NES 48 Part 3)
DEF STAN 02109

(NES 109)
Stability Standards for HM Surface Ships
DEF STAN 02324

(NES 324)
Requirements for Hydraulic Systems:

Part 1:
General;
Part 5:
Flexible Hose, Multiple Spiral Wire Reinforced Rubber
Hose Assemblies;
Part 6:
Flexible Hose, 2 Layer Wire Braid Reinforced Rubber
Hose Assemblies
DEF STAN 02337

(NES 337)
Requirements for Elastomeric Tordial Sealing Rings (Ò' Rings):

Part 1: General and Surface Finish Standards Relative to
Manufacturer;
Part 2: List of Preferred Elastomeric Toroidal Sealing Rings;
Part 3: AntiExtrusion Rings (Back Up Rings)
DEF STAN 02341

(NES 341)
Requirements for Cleaning of Items, Components and Equipment

for Fluid Systems:
Part 1: Cleaning
DEF STAN 02350

(NES 350)
Guidance for the PreTrial Inspections of Machinery

Compartments and Installations in HM Surface Ships
DEF STAN 02351

(NES 351)
Requirements for First Machinery Inspections and Official Basin

Trial of Propulsion Machinery in HM Surface Ships
DEF STAN 02352

(NES 352)
Secondary Machinery Inspections and Contractors Sea Trial of

Propulsion Machinery in HM Surface Ships
DEF STAN 02353

(NES 353)
Examination of machinery in HM Surface Ships on Completion of

Contractors Sea Trials
DEF STAN 02354

(NES 354)
Third Machinery Inspection, Final Machinery Trial and

Demonstration of Propulsion machinery in HM Surface Ships
51

(NES 339)
DEF STAN 02360
(NES 360)
List of Preferred Standard Valves (Metric) (Low Pressure)
DEF STAN 02514

(NES 514)
Guide to Cable Entry, Termination and Junction Components for

Equipment
DEF STAN 02620

(NES 620)
Requirements for Software for use with Digital Processors

(to be withdrawn on the publication of ISSI42)
DEF STAN 02627

(NES 627)
Requirements for General Application to Rotating Electrical

Machinery
DEF STAN 02636

(NES 636)
Requirements for ac and dc Starting and Control Gear
DEF STAN 02706

(NES 706)
Welding and Fabrication of Ship's Structure
DEF STAN 02722

(NES 722)
Requirements for the Preparation, Identification and

Management of Drawings
DEF STAN 02723

(NES 723)
Requirements for Marker Plates
DEF STAN 02729

(NES 729)
Requirements for NonDestructive Examination Methods:

Part 1: Radiographic;
Part 2: Magnetic Particle;
Part 3: Eddy Current;
Part 4: Liquid Penetrant;
Part 5: Ultrasonic
DEF STAN 02732

(NES 732)
Thermometers, Liquid in Glass Expansion Type and

Thermometer Pockets
DEF STAN 02745

(NES 745)
Classification, Inspection Requirements and Acceptance

Standards for Castings:
Part 2: Steel Castings
DEF STAN 02769

(NES 769)
Approval Systems for Welding Consumables for Structural Steels
DEF STAN 02773

(NES 773)
Minimum Acceptance Standards for Welds in HM Surface Ships

and Submarines
DEF STAN 02780

(NES 780)
Requirements for 70/30 Copper Nickel Alloy Material:

Part 3: Tubes
DEF STAN 02797

(NES 797)
Pipework Engineering:
Part 1: General
DEF STAN 02849

(NES 849)
Steel Castings for Structural, Engineering and Pressure Purposes
DEF STAN 02862

(NES 862)
Fasteners:
Part 1: General
DEF STAN 02863

(NES 863)
Requirements for the Classification, Dimensions, Tolerances and

General Standards of Acceptance for Copper and Nickel Alloy
Castings
DEF STAN 0542
Particulate Contamination Classes for Fluids in Hydraulic

Systems
DEF STAN 07244

(NES 632)
Requirements for ac and dc Motors
52

(NES 339)
DEF STAN 07251
(NES 763)
Requirements for the Preparation and Painting of Compartments

in HM Surface Ships
DEF STAN 07254

(NES 810 Part 2)
Design Guide on the Reduction of Acoustic Noise in HM Surface

Ships:
Part 2: Reduction of Internal Airborne Noise
DEF STAN 08105

(NES 329)
Requirements for Heat Exchangers (Restricted)
DEF STAN 08107

(NES 501)
General Requirements for the Design of Electrotechnical and

Naval Weapon Equipment
DEF STAN 08118

(NES 810 Part 1)
Design Guide on the Reduction of Acoustic Noise in HM Surface

Ships:
Part 1: Reduction of Noise Radiated Underwater
DEF STAN 08123

(NES 1004)
Requirements for Design and Testing of Equipments to meet

Environmental Conditions
DEF STAN 5936

(NES 581)
Selection of electronic and electrical components for use in

defence equipment
DEF STAN 5941
Electromagnetic Compatibility:
Part 2: Management and Planing Procedures;
Part 3: Technical Requirements, Test Methods and Limits;
Part 4: Large Equipment Testing;
Part 7: Code of Practice for HM Ships Installation Guidlines
DEF STAN 615
Electrical power supply systems below 600 volts/650 volts:

Part 1: Terminology and definitions;
Part 4: Power supplies in HM Warships
DEF STAN 662
Gauges Pressure Dial Indicating (Bourdon Tube Type)
BR 2000(53)(2)
Hydraulic Engineering Practice
BR 3021(1)
Shock Manual
BR 3021(2)
Shock Manual, Volume 2 Metric
BR 3026
Ball and Roller Bearing Manual
BR 8470
Shock and Vibration Manual
BR 8471
Mounting System Design Installation and Maintenance
BR 8472
Design Report Core Cartridge Comp. Assembly in the Submarine

Refit Complex Devonport
BR 8473
Miscellaneous Mounts for Equipment Installation (to Attenuate

Mechanical Shock or Vibration)
DGS/PS 9023
Welding for Machinery Purposes
53

(NES 339)
ANNEX B.
B.
ABBREVIATIONS AND DEFINITIONS
ANNEX B1. For the purpose of this Standard the following abbreviations and definitions apply.
ACO
Automatic Changeover
ACOS
Automatic Changeover Switch
AR&M
Availability, Reliability and Maintainability
BIT
Built in Test
BR
Book of Reference
BS
British Standard
BS EN
British Standard European
CNSA
Commodore, Naval Ship Acceptance
COS
Changeover Switch
CST
Contractor's Sea Trials
dB
Decibel
DEF STAN
Defence Standard(s) (as text dictates)
DPA
DTO
Dockside Test Organization
EPCMS
Electrical Power Control and Monitoring System
ESM
Equipment Support Manager
ESP
Emergency Steering Position
ETM
Elapsed Time Meter
FFT
Fin Feedback Transmitter
HPU
Hydraulic Power Unit
HSU
Hand Steering Unit
LOLER
Lifting Operations and Lifting Equipment and Regulations
LP
Low Pressure
MARPOL
International Convention for the Prevention of Pollution

from Ships
MCAS
Machinery Control and Surveillance
MCTA
Maritime Commissioning Trials and Assessment
MDHP
Motor Drive Hydraulic Pump
MOD
Ministry of Defence
MTAU
Machinery Trials and Assessment Unit
MTBF
Mean Time Between Failures
MTTR
Mean Time to Repair
NBCD
Nuclear, Biological and Chemical Defence
NES
Naval Engineering Standard(s)
NSR
Naval Staff Requirement
OOW
Officer of the Watch
54

(NES 339)
PAS
Production Acceptance Specification
PCB
Printed Circuit Boards
PCO
Principle Contracts Officer
PM
Project Manager
PSP
Primary Steering Position
PTS
Production Test Specification
QA
Quality Assurance
RN
Royal Navy
RSA
Rudder Servo Amplifier
rsm
Root Mean Square
SCC
Ship Control Centre
SCCU
Stabilizer Central Control Unit
SFLCU
Stabilizer Fin Local Control Unit
SSP
Secondary Steering Position
SRD
System Requirement Document
STW
Setting to Work
WP
Working Pressure
WSA
Warship Support Agency
ANNEX B2. For the purpose of this Standard the following definitions apply:
Design Authority
The approved firm, establishment or branch responsible for all

aspects of design of the system or subsystem which is
authorized to sign a certificate of design or certify drawings.
Prime Contractor
The Prime Contractor is that company or person to whom the

DPA give responsibility for total system design and for
procurement. The Prime Contractor may delegate some or all
of his responsibilities but will remain liable. The Prime
Contractor may be the Shipyard responsible for overall ship
design. The Prime Contractor may employ Subcontractors,
but the Prime Contractor will retain overall responsibility for
correctness of design.
Steering System
All interconnected equipment installed in a ship exclusively to

provide controlled movement of the rudder(s) from all steering
positions.
Steering Gear
An arrangement or a combination of equipment which may

include actuators, pumps, electric motors, fluid systems,
which together is designed to provide torque to move the
rudder(s).
The Hydraulic System
The equipment which provides a supply of hydraulic power to

the steering actuator(s) on receipt of a signal from the control
system.
The Control System
The equipment necessary to control the steering gear and

associated operating equipment from all steering positions.
Steering Position
A compartment or area in a compartment where facilities are

provided to control ship's head through controlled rudder
movement.
55

(NES 339)
Primary Steering Position The nominated steering position for normal operation,
consisting of a Hand control facility and generally an Autopilot
control.
Secondary Steering
Position
The alternative steering position to be used subsequent to loss

of control from the Primary Position. Mode of control to be
hand only.
Hand Control
The steering mode in operation when a Helmsman

continuously controls, by hand, the rudder angle and hence
ship's head, using the facilities provided at the Primary or
Secondary Steering Position.
Emergency Steering
The form of control to be effected from the Steering Gear

Compartment following total loss of control from the Primary
and Secondary Steering Positions, but with electrical power
supplies available.
Emergency Hand
Operation
A hand facility providing controlled movement of the

rudders(s), within the limits specified, when no electric power
is available.
Ship Control Centre
A central compartment which is provided with facilities for

remote control of Main and Auxiliary Machinery together with
surveillance systems for such machinery.
56

(NES 339)
ANNEX C.
C.
PROCUREMENT CHECK LIST
This Standard contains no Procurement Check List information.
Notes:
1
1.
Thi Check
This
Ch k List
Li t is
i to
t ensure th
thatt certain
t i aspects
t off thi
this D
Defence
f
St
Standard
d d are consulted
lt d
when preparing a procurement specification for a particular application.
2.
Clauses where a preference for an option is to be used or where specific data are to be added
are included in the Check List.
List
3.
Each item is to be marked either:

included
NA
not applicable
Check No.
Check
Clause No.
Is the level of requirements for drawings stated?
3.1
Have all environmental and operational been stated?
3.2
Has the steering performance been defined?
4.1.2
Are the modes of operation defined?
4.1.2
Are the methods of control stated?
4.1.2
Is the siting of the control function required stated?
4.1.2
Has the maximum period of operation been stated?
4.1.2
Are the availability and reliability targets stated?
4.1.2
Are the frequency and duration of maintenance periods and

refits stated?
4.1.2
10
Have the overriding features of the general design

objective been highlighted?
4.1.7
11
Has the designed length of life been stated?
4.1.9
12
Have the MTBF targets been stated?
4.1.9
13
Have the requirements for technical and maintenance

publications been stated?
4.1.11
14
Have the available power supplies been listed?
3.3.1
15
Have the data transmission requirements been stated?
4.1.5
16
Is the type of data transmission stated?
4.1.5
17
Are the positions where Autopilots are to be fitted stated?
4.3.2
18
Is the provision of all external test points on the Autopilot

stated?
4.3.9
19
Is the hardover to hardover time stated?
1.1.3
20
Do the motor starters

START/STOP facilities?
21
Are hull glands required to be maintained afloat?
3.4.6
22
Have the details of instrumentation requirements been

stated?
3.4.3
require
57
additional
remote
3.3.2
or NA

(NES 339)
Check No.
Check
Clause No.
23
Are the nature of cabling and terminations of ship supplies

and signal lines identified?
3.4.5
24
Have the pressure test requirements been established

where applicable?
3.11.3
58
or NA
DEF STAN 02339 / ISSUE 2

(NES 339 )
Electrical Components, 16
ALPHABETICAL INDEX
Printed Circuit Boards, 16

Electrical Connections, 16
Cable Entries and Terminations, 16
Actuators, 45
Electronic components, 42
Availability, 10, 11
F
B
Fault diagnosis, 42
Filtration, 46
Bearings, 17
Flushing, 46
Fin angle limitation, 42
C
Cocks, 46
Controls, 36
Glands, 16
Operator Controls, 36
Guage Board, 16
Operator Displays, 36
Heat Exchangers, 45
Data Transmission, 27
Hydraulic System, 44, 45, 46
Design Parameters, 25, 27, 28, 29, 30, 31, 32
Contamination, 46
Availability, 28
Fluid Reservoir, 45
Design Objectives, 28
Hand Pump, 46
Ease of Operation, 31
Pumps, 44
Economy of Space, 31
Relief Valve, 46
Emergency Hand Operation, 31
Fundamental Requirements, 25
Lubrication System, 32
Installation, 20
Maintainability, 29
Instrumentation, 15
Materials and Weight, 30

Reliability, 29
Ship Characteristics, 27
Lubrication System, 18
Software, 32
Bearings/Stocks, 18
Vulnerability, 30
Marker Plates, 18
Electric Motors, 10
Materials, 18
Castings, 18
Standard Range, 10
59
DEF STAN 02339 / ISSUE 2

(NES 339 )
Welding, 18
S
Safety, 18
Lifting, 18
Protective Guard, 18
Navigation System, 34
Screw Threads, 15
Noise shorts, 17
Seals, 16
Setting to Work, 21
Shop pressure test, 20

Socket connector, 42
Packings, 16
Pipework, 46
Preservation and Maintenance, 18, 19

Flexible Hoses, 19
Test meter, 42
General, 18
Test Requirements, 19
Maintenance in Stores, 18
Testing after manufacture, 20

Trials, 21, 22, 23, 24
Maintenance On-board, 18
Basin Trials, 23
Pressure gauge, 20
Contractors Sea Tials, 24
Pressure Testing, 20
Final Machinery Demonstration, 24
Pressure testing, 20
General, 21
Printed circuit boards, 42
Preliminary Basin Trials, 22
Pump Drive Coupling, 47
U
Q
Upkeep, Maintainability and

Interchangeability, 28, 30
Quiet running, 42
Equipment Interchangeability, 30
Interchangeability, 30
Upkeep Policy, 28
Rudder Angle Indication, 10, 33
Rudder Hydraulic System, 9
Valves and Cocks, 17
Rudder Servo System, 34, 39, 41

Rudder Control, 39
Rudder Feedback Transmitter, 34
Zero Fin condition, 42
Rudder Servo Amplifier, 41
60
Inside Rear Cover
Crown Copyright 2002

Copying Only as Agreed with DStan
Defence Standards are Published by and Obtainable from:

An Executive Agency of The Ministry of Defence
Directorate of Standardization
Kentigern House
65 Brown Street
GLASGOW G2 8EX
DStan Helpdesk
Tel 0141 224 2531/2
Fax 0141 224 2503
Internet e-mail enquiries@dstan.mod.uk
File Reference
The DStan file reference relating to work on this standard is D/DStan/69/02/339.
Contract Requirements
When Defence Standards are incorporated into contracts users are responsible for their correct
application and for complying with contractual and statutory requirements. Compliance with
a Defence Standard does not in itself confer immunity from legal obligations.
Revision of Defence Standards
Defence Standards are revised as necessary by up issue or amendment. It is important that
users of Defence Standards should ascertain that they are in possession of the latest issue or
amendment. Information on all Defence Standards is contained in Def Stan 00-00 Standards
for Defence Part 3 , Index of Standards for Defence Procurement Section 4 Index of Defence
Standards and Defence Specifications published annually and supplemented regularly by
Standards in Defence News (SID News). Any person who, when making use of a Defence
Standard encounters an inaccuracy or ambiguity is requested to notify the Directorate of
Standardization (DStan) without delay in order that the matter may be investigated and
appropriate action taken.

NES 339 Requirements For Steering and Stabilizer Systems For HM Surface Ships and Royal Fleet Auxiliaries - Category 1

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NES 339 Requirements For Steering and Stabilizer Systems For HM Surface Ships and Royal Fleet Auxiliaries - Category 1

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Ministry of Defence

INTERIM Defence Standard 02-339

Requirements for Steering and Stabilizer

AMENDMENTS ISSUED SINCE PUBLICATION

INTERIM DEFENCE STANDARD - INVITATION TO COMMENT

If yes state under section 3:

2. Is the Defence Standard restrictive:

If yes in what way, state under section 3.

3. Comments, general or any requirement considered too rigid:

INTERIM DEFENCE STANDARD 02339 (NES 339)

REQUIREMENTS FOR STEERING AND STABILIZER

This Defence Standard is

INT DEF STAN 02339 / Issue 2

INT DEF STAN 02339 / Issue 2

If it is found to be unsuitable for any particular requirement MOD is to be informed in writing

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

MOD Tender or Contract Process

INT DEF STAN 02339 / Issue 2

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

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

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

British Standards Institution,

Defence Procurement Agency

Tender or Contract Sponsor to advise.

Health and Safety

(There is no relevant information included.)

INT DEF STAN 02339 / Issue 2

Categories of Naval Defence Standard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

INT DEF STAN 02339 / Issue 2

INT DEF STAN 02339 / Issue 2

CORPORATE EXPERIENCE & KNOWLEDGE .

INT DEF STAN 02339 / Issue 2

Rudder Servo Amplifier . . . . . . . . . . . . . . . . . . . . . .

ABBREVIATIONS AND DEFINITIONS . . . . . . . .

PROCUREMENT CHECK LIST . . . . . . . . . . . . . . .

INT DEF STAN 02339 / Issue 2

Systems Aims and Concept

The function of the Steering System shall be to control the Rudder(s)

The helmsman at each control position shall be provided with manual

Unless otherwise specified, the Steering System shall be capable of positioning

Overall System Accuracy

Rudders shall be capable of moving from 35Port to 35 Starboard;

INT DEF STAN 02339 / Issue 2

Rudder Angle Indication

The Indication System shall have an overall accuracy of 0.5 between

Overall System Performance

Small signal discontinuities shall be less than 0.25 of Rudder angle.

Course Keeping Accuracy

The Autopilot shall achieve the above performance standards irrespective of

INT DEF STAN 02339 / Issue 2

The characteristics of the Autopilot shall self adjust automatically, as necessary,

Heading disturbances induced by the sea shall be attenuated by the Steering

Course Changing Accuracy

An overshoot of a maximum of 1 above the course keeping error shall be

System Aims and Concepts

The Primary Function of the Stabilizer System shall be to reduce roll to a

The Secondary Function of the Stabilizer System shall be to induce a Forced

Small signal discontinuities shall be less than 0.25 of Rudder angle.

INT DEF STAN 02339 / Issue 2

A suitable means of steering the vessel by hand, in emergency situations,

A suitable means of centralizing and locking a single Rudder or Stabilizer Fin at

Maritime Pollution Control

All small electronic components shall be mounted on plugin Printed Circuit

Ferrous and Nonferrous castings shall be