ISO 13643-5:2017

INTERNATIONAL ISO
STANDARD 13643-5
Second edition
2017-02
Ships and marine technology —
Manoeuvring of ships —
Part 5:
Submarine specials
Navires et technologie maritime — Manoeuvres des navires —
Partie 5: Spécificités des sous-marins
Reference number
ISO 13643-5:2017(E)
©
ISO 2017

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ISO 13643-5:2017(E)

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ISO 13643-5:2017(E)

Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Test-related physical quantities . 2
5 General test conditions . 4
6 Test 5.1 — Meander test . 4
6.1 Description . 4
6.2 Analysis and presentation of results of a meander test . 7
6.2.1 Evaluation for subcritical damping . 7
6.2.2 Damping ratio . 7
6.3 Evaluation for supercritical or high damping . 8
6.4 Evaluation of the time to half-value . 9
6.5 Designation of a meander test .10
7 Test 5.2 — Vertical overshoot test .10
7.1 Description .10
7.2 Analysis and presentation of results of a vertical overshoot test .11
7.3 Designation of a vertical overshoot test .12
8 Test 5.3 — Neutral level flight test .12
8.1 Description .12
8.1.1 Model test (M) .12
8.1.2 Full-scale test (S) .13
8.2 Analysis and presentation of results of a neutral level flight test .14
8.2.1 Model test . .14
8.2.2 Full-scale test .15
8.3 Designation of a neutral level flight test .17
8.3.1 Designation of a neutral level flight test with the model (M) .17
8.3.2 Designation of a neutral level flight test with the full-scale ship (S) .17
9 Test 5.4 — Critical speed test.17
9.1 General .17
9.2 Description .18
9.3 Analysis and presentation of results of a critical speed test .18
9.4 Designation of a critical speed test .20
Bibliography .21
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ISO 13643-5:2017(E)

Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www .iso .org/ directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www .iso .org/ patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity assessment,
as well as information about ISO’s adherence to the World Trade Organization (WTO) principles in the
Technical Barriers to Trade (TBT) see the following URL: www . i so .org/ iso/ foreword .html.
The committee responsible for this document is ISO/TC 8, Ships and marine technology, Subcommittee
SC 6, Navigation and ship operations.
This second edition cancels and replaces the first edition (ISO 13643-5:2013), of which it constitutes a
minor revision with the following changes:
— the numbering has been changed;
— in Figure 1, key 2 has been changed from “boat dynamically unstable” to “boat dynamically stable”;
— in Figure 1, key 5 has been changed from “dynamically unstable” to “dynamically stable”.
A list of all parts in the ISO 13643 series can be found on the ISO website.
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INTERNATIONAL STANDARD ISO 13643-5:2017(E)
Ships and marine technology — Manoeuvring of ships —
Part 5:
Submarine specials
1 Scope
This document defines symbols and terms and provides guidelines for the conduct of tests to give
evidence about the manoeuvring ability in the vertical plane of submarines and models. It is intended to
be read in conjunction with ISO 13643-1.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 13643-1:2017, Ships and marine technology — Manoeuvring of ships — Part 1: General concepts,
quantities and test conditions
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at http:// www .electropedia .org/
— ISO Online browsing platform: available at http:// www .iso .org/ obp
3.1
meander test
manoeuvring test to establish a submarine’s manoeuvring characteristics and to verify the submarine’s
dynamic stability in the vertical plane
3.2
vertical overshoot test
manoeuvring test to determine the effectiveness of the stern planes when initiating and terminating
changes of depth
3.3
neutral level flight test
manoeuvring test to determine the trim angle and the hydroplane angles at which the submarine
maintains a constant dived depth at any given speed during submerged operation
Note 1 to entry: Neutral level flight is obtained
— for submarines with retracted bow planes by using a definite trim angle and a definite angle of stern planes, and
— for submarines with non-retractable bow planes, by using definite angles of the bow and stern planes for
arbitrary trim angles (preferably θ = 0°).
S
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ISO 13643-5:2017(E)

3.4
critical speed test
manoeuvring test to determine the speed at which the effect of the hydroplanes is reversed during
submerged operation
4 Test-related physical quantities
Test-related physical quantities are according to Table 1; general quantities and concepts are according
to ISO 13643-1.
Table 1 — Test-related physical quantities
Concept
CC-
Symbol SI unit
code
Term Definition or explanation
2 −2 a
a — rad m s Coefficient For regression approximation
1
2 −2
a — m s Coefficient For regression approximation
2
2 −2 a
b — rad m s Coefficient For regression approximation
1
2 −2
b — m s Coefficient For regression approximation
2
Ratio between damping constant ln2/t and ei-
½
C CCR 1 Damping ratio
c
genfrequency 2π/T of the undamped oscillation
0
2 −2 a
c — rad m s Coefficient For regression approximation
1
2 −2 a
d — rad m s Coefficient For regression approximation
1
F FVC N Vertical force —
V
MA MAX — Main axis (See ISO 13643-1)
M MYT Nm Trim moment —
T
Period of the damped oscillation,
T TIP s Period of oscillation
average of times [t – t ]
A(i+1) Ai
T TIP0 s Period of oscillation Period of the undamped oscillation
0
For meander test:
Times to achieve the trim amplitudes,
θ , i = 1, 2, 3, .
Ai
t TIA s Response time
A
For vertical overshoot test:
Time to change trim angle by Δθ
E
Time from putting the stern planes into the oppo-
t TIC s Overshoot time
C
site direction until reaching maximum trim angle
Time from putting the stern planes into the
t TIT s Levelling-off time opposite direction until reaching maximum
t
depth change
Time elapsed before the envelope of time-
t TI05 s Time to half-value
½
dependent trim variation has decreased by half
Speed at which the effect of the hydroplanes is
−1 b
V VCR m s Critical speed
CR
reversed
–1 b
V VF m s Final speed Speed at the end of test (run)
F
–1 b
V V0 m s Initial speed (See ISO 13643-1)
0
For neutral level flight and vertical overshoot test:
–1 b
V V0I m s Initial speed
0i
For individual runs of the test
–1 b
V V0M m s Mean test speed —
0m
Vertical coordinate in the earth-fixed axis
z Z0 m Dived depth system of the origin of the submarine (see
0
ISO 13643-1:2017, Table 2) at any given time
a
For angles, the unit ° (degree) may be used.
b
The unit kn, common in navigation, may be used.
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ISO 13643-5:2017(E)

Table 1 (continued)
Concept
CC-
Symbol SI unit
code
Term Definition or explanation
z Z00 m Initial dived depth At the commencement of the test (run)
00
–1 b

DZDTF m s Rate of depth change When constant trim angle, θ , has been reached
z
F
0F
Response depth Change of depth relative to z when trim angle is
00
Δz DZ0E m
0E
change changed by Δθ
E
Final change of Under steady final conditions, only defined for a
Δz DZ0F m
0F
dived depth dynamically stable boat
Levelling-off depth
Δz DZ0M m Maximum change of depth, relative to z + Δz
0M 00 0E
change
Relative to δ ; if necessary, an equivalent stern
S0
a
Δδ DANSI rad Test stern plane angle plane angle shall be given, e.g. for submarines with
Si
X-planes: ¼ (Δδ + Δδ + Δδ + Δδ ).
Ai1 Ai2 Ai3 Ai4
For meander test:
θ − θ
E S0
Specified change of trim angle relative to θ at
S0
which the stern planes are returned to their initial
settings δ
S0
Execute change of
a
Δθ DTETPE rad
E
trim angle
For vertical overshoot test:
θ − θ
E S0
Specified change of trim angle relative to θ at
S0
which the stern planes are applied in the opposite
direction (δ )
Si
a
δ ANB rad Bow plane angle (See ISO 13643-1)
B
For meander, vertical overshoot, and critical speed
Initial bow plane tests:
angle Bow plane angle at the commencement of the test
a
δ ANB0 rad
B0
(valid for neutral level flight)
Bow plane angle for
Result of neutral level flight test
neutral level flight
a
δ ANS rad Stern plane angle (See ISO 13643-1)
S
Angle of stabilising
Relative to the horizontal plane in MA, positive
a
δ ANSX rad fin or of the fixed
SX
when leading edge tilts upwards
post of a stern plane
Angle of stabilising
fin or of the fixed
a
δ ANSX0 rad —
SX0
post of a stern plane,
for neutral level flight
Relative to δ ; if necessary, an equivalent stern
S0
a
δ ANSI rad Test stern plane angle plane angle shall be given, e.g. for submarines with
Si
X-planes: ¼ (δ + δ + δ + δ ).
Ai1 Ai2 Ai3 Ai4
For meander, vertical overshoot and critical speed
Initial stern plane tests:
angle Stern plane angle at the commencement of the test
(valid for neutral level flight)
a
δ ANS0 rad
S0
Result of neutral level flight test:
Stern plane angle for If necessary, an equivalent stern plane angle shall
neutral level flight be given, e.g. for submarines with X-planes:
¼ (δ + δ + δ + δ ).
A01 A02 A03 A04
a
For angles, the unit ° (degree) may be used.
b
The unit kn, common in navigation, may be used.
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ISO 13643-5:2017(E)

Table 1 (continued)
Concept
CC-
Symbol SI unit
code
Term Definition or explanation
Absolute value of the respective extreme
a
θ TRIMSA rad Trim amplitude θ , i = 1, 2, 3, … of the change of trim with refer-
A Ai
ence to θ
0
a
θ TRIMSE rad Execute trim angle θ + Δθ
E S0 E
Trim angle at the Constant trim angle for the respective hydroplane
a
θ TRIMSF rad
F
end of run settings
a
θ TRIMS rad Trim angle (See ISO 13643-1)
S
In the vertical plane after applying the stern
a
θ TRIMSS rad Overshoot angle
SS
planes in the opposite direction
For meander, vertical overshoot, and critical speed
tests:
Initial trim angle
Trim angle at the commencement of the test (valid
for neutral level flight)
a
θ TRIMS0 rad
S0
Result of neutral level flight test:
Trim angle for
Trim angle at which the submarine maintains a
neutral level flight
constant dived depth
a
For angles, the unit ° (degree) may be used.
b
The unit kn, common in navigation, may be used.
5 General test conditions
In addition to the general test conditions outlined in ISO 13643-1, the following specific test conditions
shall be complied with.
— During the test, including the approach phase, each successive position of the ship shall be recorded
at suitable time intervals (usually every second).
— The submarine shall be trimmed according to the results of the neutral level flight test (see Clause 8).
— Dived depth and water depth shall be sufficient (a clearance of at least one boat’s length to the
surface and to the bottom shall be maintained). For model tests, surface and bottom effects shall be
excluded by the use of suitable measures.
— The bow plane angle shall remain unaltered.
— There shall be no relocation of mass (e.g. due to movements of the crew) during the conduct of any
test. Unavoidable shifts of mass are to be compensated and recorded.
6 Test 5.1 — Meander test
6.1 Description
A series of tests for different initial speeds shall be conducted since damping and time constants of the
motion of the submarine are speed-dependent, and a boat that proves to be stable at low speeds may
become unstable at higher speeds.
For safety reasons, the series of tests shall be commenced with a low initial speed, V .
0
The submarine shall approach on a steady speed, V , before commencing the test. During the test,
0
the propulsion plant settings shall remain unaltered and the heading kept as constant as possible.
Heading and rudder movements shall be recorded throughout the test (ideally, at intervals of 1 s). If the
submarine is equipped with planes acting simultaneously in the horizontal and the vertical directions
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ISO 13643-5:2017(E)

(e.g. X-planes), these planes should be controlled in such a way that a steady heading is maintained as a
matter of priority.
After the submarine has been moving ahead for at least 2 min without significant movements of rudder
and planes, the stern planes are set to the specified test stern plane angle, Δδ , as fast as possible and
Si
shall be held there until the trim angle has deviated from the initial trim angle, θ , by the specified
S0
execute change of trim angle, Δθ . At this point, the stern planes are reversed to the initial position and
E
held until the test is completed.
The stern plane impetus moves the submarine from its equilibrium condition. Test stern plane angle,
Δδ , and execute change of trim angle, Δθ , shall be selected in such a way that the stern plane impetus
Si E
acts as quickly and powerfully as possible, and the submarine has at least three measurable trim
amplitudes, θ , in the case of a subsequent oscillation. Only data after completion of the stimulation are
A
to be evaluated.
Because of the stern plane impetus, the submarine turns about its transverse axis and, in doing so,
changes its trim and dived depth in the direction in which the planes were acting. Submarines with
high damping approach a different dived depth without oscillatio
...