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1. Purpose
2. General Description
3. Components of the Degaussing System
4. Technical Specifications
5. Degaussing Coil Data
6. Degaussing Coil Systems
7. Magnetic Ship Protection
8. Functional Principle of the Probe Controlled Degaussing System
9. TECHNICAL DESCRIPTION
9.1. Probe System
9.2. FUNCTIONAL PRINCIPLE
9.3. Excitation and Measuring Coil
9.4. Feedback Coil
9.5. Compensation Coil
9.6. Feedback Compensation Coils
9.7. Probe Mast Adjustment Device
9.8. Probe Connection Box
9.9. Degaussing Control Cabinet
10. POWER SUPPLY AND DISTRIBUTION
10.1. Power Supply AC
10.2. Power Supply DC
11. FUNCTIONAL DESCRIPTION
11.1. General
11.2. Automatic Operation
11.3. Manual Operation
12. Alarm Signals
13. Lamp Test
14. Insulation Test
15. Safety Regulation

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DEGAUSSING EQUIPMENT OF DW-2000 H

Purpose

1. The degaussing system is designed to reduce the ship’s magnetic field in order to
prevent the triggering of magnetic weapons (mines etc.).

General Description

2. The degaussing system forms an additional magnetic field, which opposes the original
magnetic field of the ship. As a result, interference of the flux density of the earth’s magnetic
field caused by the ship is avoided as far as possible.

3. The added required magnetic field is generated by means of coil systems, which are
located within the three axes of the ship (vertical, athwartship and longitudinal) and supplied
with DC-currents. Each coil system is divided into the P-components, which are used to
compensate for the steady ‘’Permanent’’ ship’s field and the I-components, which are used to
compensate for the transient ‘’Induced’’ ship’s field.

4. The required current in the I-components are controlled as a function of the

geographic latitude of the ship’s location, i.e. strength of the earth’s magnetic field, the ship’s
heading and the ship’s own movements. The current in the P-components are fixed as a
function of the residual magnetism of the magnetic materials of the ship.

5. The triple probe measures the earth magnetic field values (magnetic flux density).
These measured values are fed to the control cabinet where conversion to analogue voltages
is accomplished. These voltages are used for control of exciting currents of associated
rotating converters. These converters generate the corresponding current required for the coil
system fitted to the ship’s hull. The magnetic flux density measured by means of the triple
probe and the current of the degaussing coils is linear proportional.

6. The degaussing system is controlled automatically; however, it may also be manually

controlled with a few restrictions.

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Components of the Degaussing System

7. The degaussing system comprises the following major units:

Earth Magnatic Field Compass

Triple
Probe

FIGBox
ECC Terminal 1.1 DW

ECC ECC Manual course Bridge control

switchbox switchbox comp. switch unit
Probe AI-LI P - VI
connection
box

Control and
Megneto- V monitoring device
meter unit
A

V A L
I - channels P – Channels

V A L V A L

V A L V A L
Converter Converter
Set I Set P

Coil subsystem 4 Coil subsystem 4 Coil subsystem 4

switch boxes switch boxes switch boxes
VI , VP AI , AP LI , LP

a. Triple probe
b. Probe connection box
c. Degaussing control cabinet
d. Degaussing converter set-I
e. Degaussing converter set-P
f. Manual course compensation switch
g. Electrical compass compensation switchbox Al, LI
h. Electrical compass compensation switchbox P, VI
j. Electrical compass compensation terminal box
k. Bridge control unit
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m. Degaussing switchboxes
n. Degaussing coil system

Technical Specifications
Probe Current Consumption: 35 mA at + 15V
Protection: IP 56
Probe Connection Box Protection: IP 56
Degaussing Control Cabinet Protection: IP 23
Operating Voltage & Power Consumption: 415V 50
Hz 3 Phase appox 80 KW
24V DC , appox 50W
3-Phase Asynchronous Output: 32 KW
Motor Voltage: 415V 50Hz 3Phase 54 A,delta-connected
Speed: 1470 rpm
Insulation Class: F
Protection: IP 44
Thermistor Protection: 150 degrees C
DC Generator VI Output: 886 KW
Voltage: 385 V DC ; Current : 23 A
Excitation: Separately Excited
Insulation Class: F
Protection: IP 23
DC Generator AI Output: 646 KW
Voltage: 170 V DC; Current : 38 A
Excitation: Separately Excited
Insulation Class: F
Protection: IP 23
DC Generator LI Output: 245 KW
Voltage: 240 V DC ; Current : 102 A
Excitation: Separately Excited
Insulation Class: F
Protection: IP 23
3-Phase Asynchronous Output: 32 KW
Motor Voltage: 415V 50Hz 3Phase 69 A,delta-connected
Speed: 1470 rpm
Insulation Class: F
Protection: IP 44
Thermistor Protection: 150 degrees C
DC Generator VP Output: 644 KW
Voltage: 330 V DC; Current : 195 A
Excitation: Separately Excited
Insulation Class: F
Protection: IP 23
DC Generator AP Output- 611 KW
Voltage- 165 V DC; Current : 37 A
Excitation: Separately Excited
Insulation Class: F
Protection: IP 23
DC Generator LP Output- 198 KW
Voltage- 330 V DC; Current : 60 A
Excitation: Separately Excited
Insulation Class: F
Protection: IP 23

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Manual Course Protection: IP 54

Compensation Switch
ECC Switch Box AL-LI Protection: IP 23
ECC Switch Box P-VI Protection: IP 23
ECC Terminal Box Protection: IP 56
Degaussing Switch Boxes Protection: IP 44

Degaussing Coil Data

Coil Length No of turns and cross-section

(m)
P I
V1 69 66X1.5 66X1.5
V2 83 66X1.5 66X1.5
V3 78 66X1.5 66X1.5
V4 73 66X1.5 66X1.5
A1.1 60 33X1.5 66X1.5
A1.2 60 33X1.5 66X1.5
A2.1 73 33X1.5 66X1.5
A2.2 73 33X1.5 66X1.5
A3.1 86 33X1.5 66X1.5
A3.2 86 33X1.5 66X1.5
A4 73 33X1.5 66X1.5
L1 36 132X1.5 99X3
L2 37 132X1.5 99X3
L3 38 132X1.5 99X3
L4 40 99X1.5 99X3
L5 45 99X1.5 99X3
L6 43 99X1.5 99X3
L7 41 99X1.5 99X3
L8 40 99X1.5 99X3
L9 38 132X1.5 99X3
L10 36 132X1.5 99X3
L11 32 132X1.5 99X3

Degaussing Coil Systems

8. The degaussing coil systems produce a magnetic field in opposition to the original
magnetic field of the ship.

9. The ship is equipped with a VAL-coil configuration consisting of three independent coil
systems. They are named according to the ship’s axes in which they are effective:

a. Vertical (V) coil system

b. Athwartship (A) coil system

c. Longitudinal (L) coil system

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V Component

A Component

L Component

10. Each of the V, A and L systems consist of a number of coils distributed throughout the
whole ship. By this arrangement a casual orientated compensation is obtained. Therefore a
configured induced magnetic field will be compensated for in each different axis of the ship

11. The V-windings are installed horizontally i.e. parallel to the waterline and act in a
vertical direction. The A-windings are also installed vertically but parallel to the ship’s
longitudinal axis and act in an athwart ship direction. The L-windings are also installed
vertically but parallel to the ships athwart axis and act in a longitudinal direction. Each of the
three coil systems (VAL) is again subdivided into permanent (P) and induced (I) windings.
Additionally eddy-current windings are used for ships of non-magnetic construction only. The
windings are named according to the type of magnetism, which they compensate.

12. Permanent (P) windings are supplied with a constant DC current and compensate for
the ship’s permanent magnetism. Induced (I) windings are supplied with a variable DC
current and compensate for the ship’s induced magnetism. The current flow is normally
automatically controlled by probes proportional to the instantaneous induced magnetism

Magnetic Ship Protection

13. The more one succeeds in compensating for the magnetic moments or ship’s
magnetic field, the less will be the interference on the earth’s magnetic field in the
surroundings of the ship, and the less will be the probability that mines with magnetic fuses or
other weapons or detection systems reacting to interference of the earth’s magnetic field will
respond.

Functional Principle of the Probe Controlled Degaussing System

14. Normally, the degaussing system is automatically controlled, however, with few
restrictions, it may also be manually controlled. The external field changes acting on a ship

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can only be compensated for in an optimum manner by a probe- controlled system.

Therefore, the degaussing system consists of system components and units for:

a. Generating, regulating and controlling direct currents, required for the

degaussing system.

b. Operating and monitoring the entire degaussing system.

15. Three flux gate field probes (sensors) fitted within the triple probe, which is mounted in
the mast are used as reference value transmitters. They convert the picked-up values of the
magnetic flux density outside the ship’s hull into electrical signals.

(F.1-6) DW BR

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16. Each of these probes is aligned with one of the three ship’s axes in such a manner, so
that the three components of the earth’s field, based on the ship’s axes, is picked up. The
probe signals are processed in the corresponding control unit and control the direct currents
in the coil system VI, AI and LI. Therefore, these currents are controlled directly proportionally
to the flux density of the earth’s magnetic field components, depending on the geographic
latitude of the ship’s position, heading and motion. On the other hand, the currents for the
coils VP, AP and LP will be kept constant in accordance with the set values.

17. The manual course compensation switch permits a restricted course dependent
manual control for the AI and LI channel if the automatic system of the degaussing system
partially or completely fails.

TECHNICAL DESCRIPTION

Probe System

18. The probe system picks up the magnetic flux density of the earth’s magnetic field
existing at the ship’s position. Respective probe converts the horizontal or vertical
components of the respective earth’s field into an electrical signal. The three probes are
arranged independent of each other. The basic V-probe is fitted vertically for the vertical
component. Above this, the A-prove is fitted horizontally for the athwart ship component. The
L-probe is fitted horizontally above A-probe for the longitudinal component. Thus their axes
form a three-dimensional system of coordinates (orthogonal). Such a probe system is
designated as triple probe. The axes of this system are exactly aligned to the corresponding
ship’s axes.

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19. Three individual field probes (sensors) are solidly mounted in a common cylindrical
probe housing. The mast adjustment device is provided for exact alignment of the probes in
parallel with the ship’s axes by means of a bearing block, on which the triple probe is located,
and which is part of the triple probe equipment. The probe connection cable in routed from
the triple probe to the probe connection box and from there to the degaussing control cabinet.

20. The probes are identical in design and function. Each probe contains two cores of a
highly permeable metal, which are located in longitudinal grooves of a cylindrical coil form.
Each core in surrounded with the measuring coil and the excitation coil. That means that
each core acts as an individual probe. Seven compensating coils are wound over these both
coils into the coil form.

FUNCTIONAL PRINCIPLE

21. Field measuring is effected for each probe by using the harmonic of an excitation
signal fed to the following probe coils:

a. 2 excitation coils
b. 2 measuring coils
c. 1 feedback coil for ship’s magnetism
d. 1 permanent compensation coil
e. 1 feedback compensation coil

22. Excitation and Measuring Coil. As mentioned before each of the three probes
consist of two individual probes arranged in parallel but acting in different magnetic
directions. Exciting current at a frequency of 10 kHz flows through the excitation coils of the
probes. It forces the probe cores into saturation. As a result of the interconnection of the
probe and as long as there in no external magnetic field acting on the probe no voltage will
be induced in the measuring coils. On the field direction If an external magnetic field is acting
on the longitudinal axis of the probe, voltages of an even-numbered multiple of the exciting
frequency will be induced. The first harmonic (double exciting frequency) is used for
measurement. Its amplitude is strictly proportional to the external field. The first harmonic
called measuring signal, is filtered out by means of the LC-circuit. The 20 kHz oscillating
signal is amplified and fed to the phase controlled rectifier. The measuring voltage is
compared with the half sine wave signal (20 kHz) of the 10 kHz- oscillator. The DC-output is
proportional to the phase difference. The DC-control voltage is fed via amplifier to the
magnetometer-PCB, which in connected to the feedback coil of the triple probe. The control
voltage is proportional to the magnetic flux density of the measured earth magnetic field. This
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voltage is fed via the buffer to the magnetometer-PCB and represents the magnetometer
voltage of the respective channel.

23. Feedback Coil. The current flowing through the feedback coil produces a field
opposite to the external field. A control loop creates a difference between the instantaneous
earth magnetic field and the feedback signal. This is called the measuring signal. The
characteristic of the feedback coil and the corresponding feedback series resistor determine
the sensitivity of the magnetometer.

24. Compensation Coil. The permanent compensation coil of each probe enables the
compensation of a steady influence of interference. The adjustment of the necessary coil
exciter voltage, is obtained, by the symmetry adjuster of the magnetometer unit.
Independently of this adjustment an exciter voltage of approx. ±2.5V can be supplied to this
permanent compensation coil by a calibration device that will cause a field deviation of ±100
mOe.

25. Feedback Compensation Coils. Only the first of the four feedback compensation coils
of each probe may be used to check function of probe by means of sockets to ground.

26. Probe Mast Adjustment Device. The cylindrical housing of the triple probe is located
on an adjustment device with mounting plate to be attached to the mast. The adjustment
device has to be adjusted in two planes within a range of ±5 0 and turned by 3600 (1 full
rotation). Upon attachment to the mast the three axes of the triple probe are accurately
aligned with the respective ship’s axes.

27. Probe Connection Box. The probe connection box is located on the mast in the vicinity
of the probe. The probe connection cable is connected to the cable routed via the connector
at the mast module to the degaussing control cabinet.

Degaussing Control Cabinet

28. The degaussing control cabinet accommodates all operating, monitoring and control
facilities for automatic and manual operation of the system, with the exception of the
degaussing converter sets, the coil system with its switch boxes and the manual course
compensation switch.

29. The degaussing control cabinet is mechanically divided into two panels, each
accessed by a door. The left panel (panel 1) serves for DC current distribution and
accommodates all assemblies required for energizing the degaussing coils. All control and
indicating elements for the operation of the system are located at the door.

30. The front door of the right panel (panel 2) is fitted with two inspection windows and an
air inlet with electrical fan. The air inlet is equipped with a replaceable filter insert. The two
inspection windows permit monitoring of the control facilities by the operating personnel
whilst the door is locked. Cooling air leaves the cabinet from the top of the unit.

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31. The right panel accommodates the switching components for the power supply and
the control facilities for “automatic” and “manual” operation. A hinged mounting frame in the
right panel, containing modularly designed plug-in units, enables an excellent accessibility to
components assembled behind the hinged mounting frame.

POWER SUPPLY AND DISTRIBUTION

Power Supply AC

32. The 415V 50 Hz 3 Phase main supply voltage is routed from the shipboard power
supply via the line filters (C201-C203) to the bus bars (L1, L2, L3). If the main switch S108 is
in position ‘DEGAUSSING SYSTEM ON’ the control voltage is fed to transformer (T203),
which generates 115V secondary voltage. The 115V are routed to the fan (M201) and to
relay (K203). Fan M201 is in operation and relay K203 is energized. The 415V control voltage
is fed to the contractor K201 via contracts 3-4 of K203. K201 energizes and feeds the 415V
supply voltage to the motor of degaussing converter set I via contacts 1-2, 3-4, 5-6 and fuse
F210.

Fig Asadullah 1

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33. Via contact 13-14 of K201, 115V are routed to the elapsed time meter P108 and to the
transformer T204. Indicator light H102 (DEGAUSSING SYSTEM ON) is illuminated.
Simultaneously the 115V control voltage is routed to time relay K204 via contacts 7-8 of
K203. After a time delay of approximately 5 seconds relay K204 will be energized and the
voltage to relay K205 will be energized and contactor K202 feeds the 415V supply voltage to
the motor of degaussing converter set P via fuse F212 (80A) as well as to transformer T210-
T212 and T214-T222 via fuses F214-F217, F219-F227.

34. Transformer T210 generates 24V by one of the three separate three-phase secondary
windings and supplies the phase indication lamps via fuse F230. The phase indication lamps
are fitted to the alarm unit A203 on PCB A11 and serve for indication of all three phases
being available when the degaussing system is in operation. The other two separate three-
phase secondary windings of transformer T210 are supplying PCB A11 inside the
magnetometer unit A206 with 2 X 19V 50 Hz.

35. Transformer T211 generates 2X19V 50 Hz by two separate three-phase windings and
supplies PCB A15 inside the magnetometer unit A206 via fuse F216. 24 V are provided by
means of transformer T212 and its fuses F217 and F231 for the supply of indicator light H1
(MAGNETOMETER ON) installed in the magnetometer unit, and for scale illumination H1 in
the manual course compensation switch. Furthermore the 24V supply of buffer amplifiers A11
in the control units I and P are performed by transformer T212.

36. Transformer T214 through T220 produces voltages of 220V 50 Hz each. During
automatic operation of the individual I-and P-channels this voltage will be used for power
supply of the exciter units.

37. Transformers T221 and T222 produce also voltages of 220V 50 Hz each. During
manual operation of the individual I-or P-channels this voltage will be adjusted, rectified and
fed to the exciter winding (s) of the individual generator by the use of the CURRENT
REGULATOR MANUAL T3 in the corresponding control unit. In the AI-and LI-channels and
additional adjustment of the exciter current is performed by use of the manual course
compensation switch via the adjustable resistors R211-R215, R221-R225.

Power Supply DC

38. The 24V DC shipboard power supply is connected to terminals X230.11/13, 15/17 via
fuses F234 and F235. This voltage is provided for the alarm unit A203 for the use as control
voltage for voltage vault monitoring and acknowledgement. LED “24V-VOLTAGE” in the fuse
PCB A67 indicates the presence of 24V DC. Indicator light H1 “ FAILURE” and the buzzer
H10 are supplied in case of faults by 24V DC.

FUNCTIONAL DESCRIPTION
General

39. Actuating the main switch S108 415V 50 Hz are fed to the degaussing control cabinet
and with the 24V DC supply the complete degaussing system is ready for operation. Indicator
light H102 and the phase indication lamps H1-H3 indicate the presence of 415V 50 Hz 3
Phase. The LED (positioned on the alarm unit), indicates the presence of 24V DC. Operation
is signalled to the external alarm system.

40. The mode of operation of the individual channels has to be selected by means of the
selector switch S2 AUTOMATIC/MANUAL of the associated control unit. The assigned
indicator lights H1 AUTOMATIC or H2 MANUAL indicate the chosen mode of operation. The
mode of operation is signalled to the external alarm system.
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41. De-energizing of channels may be separately performed for each channel by means of
the corresponding generator main switch S110 (VI), S120 (VP), S130 (LI, S145 (LP), S160
(AI), or S175 (AP), interrupting the supply of the individual generator voltage to the
associated coil system.

42. Whether automatic or manual operation, ammeters P101 – P106 indicate the
individual coil system load whilst the generator main switches are in ON-position. Thereby the
individual checked coil will be selected by means of the measuring point switches S101 –
S106. In switch position 1 the complete coil system load is checked. In the other switch
positions the currents of the individual coils are indicated. During this check of individual coil
current the indicated value by the ammeter has to be multiplied by the conversation factor as
labelled next toe the measuring point switch.

43. The elapsed time meter P10 indicates the operating hours of the system (when the
main switch S108 is in DEGAUSSING SYSTEM ON position.

44. Note. During trouble-free operation the selector switches S2 of the control units are
always switched to AUTOMATIC. Switching to MANUAL or de-energizing by individual
channels may only be performed on request by the ship’s command.

Automatic Operation

45. In automatic operation the value of the flux density of the earth’s magnetic field is
automatically determined by the triple probe and the magnetometer and will be applied to the
I-channels as means of a reference value for generating the opposite compensation field,
while a stationary adjusted reference value for generating the compensation field is used for
the P-channels. The functions of AI and VI automatic operations are identical.
46. The function of LI automatic operation is as follows:

a. Selector switch S2 of control unit A221 (LI) must be in AUTOMATIC position.

b. The voltage delivered by the magnetometer unit A206, magnetometer PCB A37
LI output 16 a, c is proportional to the horizontal component of the flux density of the
earth’s magnetic field. The voltage acts on the associated probe arrangement
(output 18) and is routed to the CURRENT REGULAR AUTOMATIC R1
via contact plugs X206, 36/37 and X221, 27/26.

c. A differential signal for triggering the exciter units A233 and A234 is formed in
the amplifier PCB A21 by the reference value of the coil current and by the current
regular R1 in accordance with the result of the degaussing range. The actual value of
the coil current is tapped at shut R1 30 and amplifier in buffer amplifier PCB
A11.

d. Exciter unit A234 via contact plug X221.7 or exciter unit A233 via contact plug
X221.6 are triggered with this differential signal in accordance with the signal
polarity.

e. In case of dynamic operation of this system, i.e. when the differential signal for
the regulation from zero has disappeared, the working points of the units are
displaced proportionally and in opposite direction resulting in increase or decrease
of the excitation current for each exciter winding of the respective generator. This
again results in a proportional generator current output (coil current), which is
directly dependent on the probe signal.
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g. Exciter winding –1F1 –1F2 of generator Ll is supplied via contact plugs

X221.71/74 and contacts P3/5 and P4/7 of selector switch S2 from exciter unit A233.
Supply of exciter winding 2F1 – 2F2 is performed via contact plugs X221.82/85 and
contacts P1/3 from exciter unit A234.

h. Varistors connected in parallel to each generator exciter winding are to protect

contacts and electronics against voltage peaks during unauthorized switch over of
selector switch S2 when converter sets are in operation. These are fitted between
terminals X231.19/20 and 21/22.

j. 220 volt AC power supply for both the exciter units are fed via contacts
P7/13,P8/15, and P5/9,P6/11 of selector switch S2.

k. At the P channels (VP, AP, LP) the reference value is firmly adjusted by the
CURRENT REGULAR AUTOMATIC R1 at the control unit. Further more the generator
of converter set P are only equipped with on exciter winding F1-F2 each and
individually supplied by the respective exciter unit, as the P channels are only
designed to deliver a current of constant polarity and strength.

l. Supply of these exciter winding will be performed via terminals X231, 17/18,
23/24, 29/30.

Manual Operation

47. In manual operation the voltage at the exciter winding have to be manually adjusted by
use of CURRENT REGULAR MANUAL T3. Here the adjustment of the current regular is
performed for the channels in accordance with the ship’s geographical position and for the P
channels in accordance with the values determined during the magnetic ranging. For the A1
and L1 channels an additional adjustment is performed in accordance with the ship’s course
by means of a manual course compensation switch. The polarity of the VI channel must be
changed by switch S203 when the ship crosses the magnetic equator.

48. The manual operation of the L1- channel is described as follows:

a. Selector switch S2 has to be in MANUAL position.

b. 220V AC is fed to CURRENT REGULATOR MANUAL T3 via contacts plugs

X221.53/56 and selector switch S2 (contacts P9/18 and p10/20). Indicator light H2 is
illuminates. The voltage adjusted at CURRENT RTEGULATOR MANUAL T3 and
rectified by rectifier bridge V1, is fed to the manual course compensation switch via
terminals X221.59/62, series resistor (R221-R225) and terminal board X223.

c. In accordance with the adjusted actual ship’s heading the voltage will be fed
to the exciter winding 1F1-1F2 and 2F1-2F2 witch are now series connected being
matched by the series resisters R221-R225 and being fed via terminal boards
X223.16/17 and X221.65/68 and selector switch S2 contacts P1/2,P2/4, and
P3/6,P4/8, respectively.

d. The scale illumination h1 of the manual course compensation switch is

illuminated as soon as selector switch S2 is switched to MANUAL. Its supply voltage
24 v AC will be switched by means of auxiliary relay K1.

e. Monitoring to the ship’s alarm system is performed by means of relay K207.

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(Fig Asadullah 2

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Alarm Signals

49. The alarm unit A203 monitors the operating functions of the degaussing system. In
case of malfunction it processes, stores and signals the following alarms on PCB’s:

a. Phase Indication L1, L2, L3. Is performed by visual check of phase indication
lamps H1, H2 and H3.

b. Magnetometer Failure. Is monitored in case of faulty supply voltage of +/-15V

or in case of faulty generation or supply of 10 KHz from the oscillator PCB A25 of the
magnetometer unit A206.

c. VI, VP, LI, LP, AP Failure. Signalling is made separately for each of the coil
system. The alarm is initiated as soon as the deviation between reference
degaussing value and actual value of the respective degaussing component
exceeds a permissible limit. Each signal input is performed in a closed circuit to
ensure not only indication of fault but also monitoring wire breaks. This includes
continuous but indirect insulation monitoring by means of the degaussing coil current
set-point deviation provided for each channel failure control loop.

d. I-Motor &, P-Motor Overload. Alarm release is caused by build-in Thermistor in

case of overload (phase break-down, over temperature at 150 0 C) within the drive
motor of converter set I and converter set P and processed in Thermistor protection
units F250 and F251.

e. Alarm Unit 24V DC Fault. Is monitored via fuse PCB A67. The upper LED 24V-
VOLTAGE (HO204) monitors the general 24VDC supply. The three lower LEDs
(H1404, H2204, H3004) monitor bus bar 3 for alarm test, bus bar 2 for alarm PCBs
supply and bus bar 1 for the buzzer.

f. Internal Failure of the flashing frequency bus or of the buzzer line in the alarm
unit.

50. If any of the above mentioned failures occur, an optical alarm is signalled by the
corresponding flashing indicator light on the alarm PCB of the alarm unit and by an audible
alarm with a steady tone of the buzzer. Alarm signals are monitored by means of a potential
free switchover contact to the bridge control unit and to the ships alarm system.

51. The optical and audible alarms may be acknowledged independently of each other by
use of the pushbuttons b2 ACKNOWL. OPTIC or b1 ACKNOWL AUDIBLE of the alarm unit
A203 or S109 ACKNOWLEDGE on the front door of the control cabinet. Thereby, the audible
indication of a possible new alarm is not blocked.

52. If the audible alarm is not acknowledged within three minutes, the LED “3 min” (in the
alarm unit is illuminated additionally. In case of failures eliminated without manual
intervention, the failure signal is stored. In this case, the optical indication is made by a slow
flashing light, which is extinguished by actuation of the pushbutton b2 ACKNOWL OPTIC of
the alarm unit. If this acknowledgement is made during an optical alarm by a fast flashing
light, the corresponding indicator light is converted into steady light. It is not extinguished until
the failure is eliminated.

53. A functional test of the alarm unit may be performed by pressing of pushbutton b4
FUNCT TEST. Then all signal transmitters are interrupted, and an alarm is simulated for all
circuits to be monitored. The alarm signals are activated as described above.
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54. An internal functional test of all indicator lights of the alarm unit may be performed by
pressing of pushbutton b3 LAMP of the alarm unit.

55. The alarm unit is equipped with a self-monitoring device. If the 24V supply, the flashing
frequency bus or the buzzer line of the alarm unit fails, the indicator light h1 FAILURE is
illuminated. In addition the following LEDs are illuminated depending on the failure:

a. Failure of 24V Supply LED FAULT

b. Failure of Flashing Frequency Bus LED

c. Failure of Buzzer Line LED

Lamp Test

56. The lamp test enables the test of indicator lights (except the LEDs) of the alarm unit
A203 for proper function. As long as the pushbutton b3 LAMP TEST in the tableau A75 is
being pressed, the indicator lights of alarm PCBs and the indicator light h1 FAILURE in the
tableau A75 are supplied with 24 V.

Insulation Test

57. The insulation test enables the measurement of insulation resistance of the coil
sections VI, VP, LI, LP, AI and AP. For this purpose, the operation of the degaussing system
is interrupted, when the main switch is set to INSULATION TEST. The power supply of the
system is switched to transformers T201 of the insulation test device

58. Indication light H101 INSULATION TEST illuminates as soon as main switch S108 is
switched to test position.

59. The 220 V AC of the transformer T201 is rectified and fed as test voltage to the
individual coil section. Hereby the switching of the coil section to be checked is performed by
the use of selector switch S107. The insulation resistance in respect to ground of the coil
section is indicated at the insulation tester P107. The insulation resistance of each coil
system should not be below 5 M Ohms.

Safety Regulation

60. When carrying out servicing, maintenance and repair activities on the degaussing
system, warning labels in accordance with KASR safety standards shall be attached to all
isolating points. The personnel responsible for operation, servicing and maintenance of the
degaussing system must follow the general instructions contained in the specific naval
manuals. Operation, maintenance and repair must only be carried out by authorized
personnel.

61. In order not to impair the ship’s magnetic protection, the following instructions must be
strictly followed.

a. The position of the triple probe must not be changed on the mast. Ferro-
magnetic parts must not be mounted within a surrounding area of two meters from the
triple probe.

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b. In areas endangered by mines a failure of the degaussing power supply must

never be caused by switchover in the shipboard supply.

c. In the case of malfunction in the automatic control only the defective channel
may be switched to manual mode, but not the entire degaussing system. This must be
done in accordance with orders from the ship’s command. The established settings
after ranging of the degaussing system must not be changed.

d. When working on the degaussing system ensure that no foreign articles remain
in the units, which could cause short-circuits.

e. The degaussing control cabinet, control units and switchboxes must always be
kept closed and locked. The key for the doors of the control cabinet must be available.

f. The degaussing system and electrical compass compensation must always be

in working order when the ship is operational.

62. WARNING

Follow specific national and naval regulations as

appropriate. Switching of the degaussing system has to be performed by order of the
ship’s command only. During operation the selector switch for insulation test must be
in position ‘’O’’.

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