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Matched Legal Cases: ['ART 1', 'ART 2', 'ART 2', 'art 2', 'art 2', 'art 2', 'art 2', 'art 1', 'ART 1', 'art 1', 'art.5', 'ART 2', 'ART 2', 'art-1', 'art 1', 'art 2', 'art 2', 'art-1', 'art-2', 'art-2', 'art-2', 'art-2', 'arts 1', 'arts 1', 'art 1', 'art 2', 'art 2', 'art 1', 'art 2', 'art 1', 'art 2', 'art 1', 'art 2', 'art 1', 'art 2']

ScribdBrowseInterestsCareer & MoneyPersonal GrowthPolitics & Current AffairsScience & TechHealth & FitnessLifestyleEntertainmentBiographies & HistoryFictionBrowse byBooksAudiobooksNews & MagazinesSheet MusicBrowse allUploadSign inJoinWeights and StabilityUploaded by Lukman Tarigan SumatraTonnageShipsExperimentSubmarinesWeight0.0 (0)DownloadEmbedDescription: Ship DesignView MoreShip DesignCopyright: Attribution Non-Commercial (BY-NC)List price: $0.00Download as PDF, TXT or read online from ScribdFlag for inappropriate contentS9086-C6-STM-010/CH-096R1REVISION 1
NAVAL SHIPS’ TECHNICAL MANUAL CHAPTER 096
THIS CHAPTER SUPERSEDES CHAPTER 096 DATED 15 FEBRUARY 1976 DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE; DISTRIBUTION IS UNLIMITED.
2 AUG 1996 TITLE-1
TABLE OF CONTENTS Chapter/Paragraph 096 SECTION 1. 096-1.1 096-1.2 WEIGHTS AND STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STABILITY AND LOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . Page 96-1 96-1 96-1 96-1 96-2 96-2 96-2 96-2 96-3 96-3 96-3 96-3 96-3 96-4 96-4 96-4 96-4 96-4 96-4 96-5 96-5 96-5 96-5 96-6 96-6 96-7 96-7 96-7 96-7
WEIGHT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
096-1.3 BALLAST INSTALLATION (SOLID OR LOCKED LIQUIDS) . . 096-1.3.1 PURPOSE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 096-1.3.2 NAVSEA RECORDS. . . . . . . . . . . . . . . . . . . . . . . 096-1.3.3 REPORT OF CHANGES. . . . . . . . . . . . . . . . . . . . 096-1.4 REPORTS DESIRED BY NAVSEA . . . . . . . . . 096-1.4.1 UNUSUAL CONDITIONS. . . . . . . . . . 096-1.4.1.1 Excessive Rolling. . . . . . . . . 096-1.4.1.2 Heeling Due To Rudder Action. 096-1.4.1.3 Excessive Pounding. . . . . . . . 096-1.4.1.4 Inadequate Propeller Immersion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
096-1.5 TONNAGE AND DISPLACEMENT . . . . . . . . . . . . . 096-1.5.1 DEFINITIONS. . . . . . . . . . . . . . . . . . . . . 096-1.5.1.1 Displacement. . . . . . . . . . . . . . . 096-1.5.1.2 Conditions of Loading. . . . . . . . . . 096-1.5.1.3 Standard Displacement. . . . . . . . . . 096-1.5.1.4 Deadweight Tonnage. . . . . . . . . . . 096-1.5.1.5 Cargo Deadweight. . . . . . . . . . . . 096-1.5.1.6 Admeasurement Tonnage. . . . . . . . . 096-1.5.2 TONNAGE CERTIFICATES. . . . . . . . . . . . . 096-1.5.2.1 Certiﬁcate Security and Disposition. . . 096-1.5.3 CALCULATION OF ACTUAL DISPLACEMENT. 096-1.5.3.1 Draft Marks. . . . . . . . . . . . . . . . 096-1.5.3.2 Draft Diagram. . . . . . . . . . . . . . . 096-1.5.3.3 Displacement and Other Curves. . . . . 096-1.6 SECTION 2.
COMPARTMENT TIGHTNESS AND TESTING . . . . . . . . . . . . . . . . . . . . STABILITY: INCLINING EXPERIMENTS AND TRIM DIVES AND DEADWEIGHT DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
96-7 96-7 96-7 96-8 96-8 96-9 96-9 i
096-2.1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 096-2.1.1 PURPOSE. . . . . . . . . . . . . . . . . . . . . . . . 096-2.1.2 NORMAL INCLINING METHOD. . . . . . . . . . 096-2.1.2.1 Calculating Inclining Experiment Data. 096-2.1.2.2 Availability of Data. . . . . . . . . . . . 096-2.1.3 WHEN REQUIRED. . . . . . . . . . . . . . . . . .
.3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5. . . . . . . . . . . 096-2. . . .
. . .3. . .3. . . . . . . . . . . . . . . . . . . . .5. . . . . .1. . . . .2 COOPERATION OF SHIPS FORCE. . . . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 DENSITY OF WATER. . .4. . . . 096-2. . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . 096-2. . .5. . . . . . SUBMARINE BATTERIES. . . . . . . . . . .5. . . . . . . . . . .2. . .13 MIDSHIP DRAFTS FOR SURFACE SHIPS. . . . . .5 MEASUREMENT OF INCLINATION.3. . . . . . . . . . . . . . . . . 096-2. . . . . . . . . . . . . . . PREPARATION OF STABILITY DATA FOR THE BOARD OF INSPECTION AND SURVEY.3. . . . .8 PERSONNEL ABOARD. . .2 ARMAMENT. . . . . . . . . .6 096-2. . . . . . . 096-2. . . . .11 INCLINING WEIGHTS. 096-2. . . . . . . . . . .4. . . . . . . . . . . . . . . . . . . . .5. . . . . . . . .4 CHANGES IN CONDITION A WEIGHT SINCE INCLINING. .6 PLOT OF TANGENTS.9 CHANGES DURING EXPERIMENT. . . . 096-2. . . .
. . .1. . . . . . . . . . . . . . . . . . . 096-2. . . . . .
. . . .4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 096-2. . . . . . . .2 BOOKLET OF INCLINING EXPERIMENT DATA .3. . . 096-2. . . . . . . . . . . . . . . . .5 096-2. . 096-2. . . . . . 096-2. . BOATS. 096-2.2 Transverse Moments. . . . . . . . . . . . . . . .
. . . 096-2. . . . . . . . . . . . . . . . . . . . . . . . .4. . . . . . . .4. . . . . . . . . .3. . . . . . . . . . . . . . . . . 096-2. . . . . . . . . . . . . . . . . . .2.
96-17 96-17 96-17 96-17 96-17 96-18 96-18 96-18
. . . . . . .3 SHIP IN CONDITION A-LIGHT SHIP. . . . .2 ADDITIONAL INFORMATION. . . . .3. . . . . . . . . . . . . . . . . . .5. . . 096-2.1 INVENTORY. . . . . . . . . . . . . . . . . . .1. .3. . . . .3. . . . . . . . . .4 096-2. . . . . . . 096-2. . . . . .2 DRAFT READINGS. . . . . .4 FREE SURFACE AT TIME OF EXPERIMENT. . . . . 096-2. . . . .5 DISPLACEMENT AND CENTER OF GRAVITY AS INCLINED. . . . . . . . .1 GENERAL. . . . . . . . . . . . . . . . . . . . CONTRACTOR’S RESPONSIBILITY FOR NEW SHIPS. . . 096-2. 096-2. .6 FORCES WHICH AFFECT HEEL. . . . . . . . . . . . 096-2. . . . .4 . . . . . . . . . . . . . . . . . .3. . . . . .Continued Chapter/Paragraph 096-2. . . . . . . . . .7 PRELIMINARY DATA FOR NEW SHIPS. . . 096-2. . . . . . . . . . . .
96-14 96-14 96-15 96-15 96-15 96-15 96-15 96-15 96-16
096-2. . 096-2. . 096-2. . . . . . . . . . . . . . . . . .7 WEIGHT TO COMPLETE AND WEIGHT TO DEDUCT. . . . . . Page 96-9 96-9 96-10 96-10 96-10 96-11 96-11 96-11 96-11 96-11 96-11 96-11 96-12 96-12 96-12 96-13 96-13 96-13 96-13 96-13 96-14 96-14
096-2. . . . . . . . . . .
. . . . . . .1 REFERENCE LINES. . . . . . . . .4.1 IMPORTANCE OF PREPARATION. . . . .10 CHECKING OF DRAFT MARKS.7 DETERMINATION OF PERIOD OF ROLL CONSTANT. . . . . . . . . .3. 096-2. . 096-2. . . . . . . . . . . .S9086-C6-STM-010/CH-096R1 TABLE OF CONTENTS . . . . . . . . . . . . .14 PHOTOGRAPHS. . .4. . . . . . . . . . . . . . . .3 SHIPBOARD PREPARATIONS FOR INCLINING EXPERIMENT 096-2.1 Semi-Permanent Weight Items. . . .5 LIST AND TRIM. . . . . . .3.8 SUBMARINE TRIM DIVE. . . . . . . . . 096-2. .5
CONTENTS OF INCLINING EXPERIMENT REPORT (PART 1) FOR SURFACE SHIPS AND SUBMARINES . . . . 096-2. .3.5. . .
CONDUCTING THE INCLINING EXPERIMENT AND SUBMARINE TRIM DIVE . . . . . PRELIMINARY REPORT OF INCLINING EXPERIMENT AND TRIM DIVE. . . . . . . . . . . . . . . BALLAST.3. . . . .12 MEASURING INCLINATION. . . .1. . . 096-2. . . .4 WEIGHT MOVEMENTS. . . . 096-2. . . . . . . . . 096-2. . . . . . . . . . . . . . . . . . . . . . . . . 096-2. . .3 STABILITY AT TIME OF INCLINING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . .5. . . . . . . . .6. . . . . . .6. . . . . . . .5 Condition C-Optimum Battle Condition.8 SUMMARY OF LOAD ITEMS. . WEIGHT MOVEMENTS AND INCLINATIONS. .7. . . . . . 096-2. . .1 Condition D-Full Load (Contractual). . . . 096-2. . .6. . . . . . . .
96-30 iii
. . . .12 096-2.8 096-2. . . . . . . . . 096-2. . . . . .14 REMARKS AND MISCELLANEOUS CALCULATIONS. . . . . . .3 DETAILED DESCRIPTION OF CONDITIONS OF LOADING FOR SURFACE SHIPS. . . . . . . 096-2. . . . . . . . . . . . . . 096-2. . . . . . . . . . . . . . 096-2. REMARKS AND MISCELLANEOUS CALCULATIONS. . . .1.6 FUNCTIONS OF WEDGE AREAS. . 096-2. . . . 096-2. . . . . . . . . . . .6. . . 096-2. . . . . . . .8 CONTENTS OF INCLINING EXPERIMENT REPORT. .7. .5. . . 096-2. . . . .5. . . .5 CROSS CURVES OF STABILITY. . . . . . . . . . . . . . . . DISPLACEMENT AND CENTER OF GRAVITY IN CONDITIONS A AND A-1. .2 Condition D-Full Load (Departure). . .6. Submarine Batteries. . WEIGHT TO COMPLETE. . . WEIGHT TO DEDUCT. . . . . . . . . .5. . . . . . . . . . . . . . 096-2. . 096-2. . . .4 DISPLACEMENT AND OTHER CURVES.12 COMPARTMENT CAPACITIES.6. . . . . .7. . . . . . . . VERTICAL MOMENT OF FREE SURFACE AS INCLINED. . . . . . . . . . . . . . . . . . . . . .7. . . . . .7 096-2. . . .
. . . . . . . .7. . . . . . . . . . .3.5. . . . . . . . . Boats. . . . . . . . . . . . . . . .
96-20 96-20 96-20 96-20 96-20 96-20 96-21 96-21 96-22 96-22 96-22 96-22 96-23 96-23 96-23 96-23 96-24 96-24 96-24 96-24 96-24 96-24 96-24 96-25 96-25 96-27 96-27 96-28 96-29
096-2. 096-2. . . . . .3 Condition E-Capacity Load Condition. . . . . . . . . . . .6. .6. 096-2. . . . . . . . . 096-2. . Ballast. . . . . . . . . . . .2 LOADING CONDITIONS INCLUDED IN REPORT. . . . . . . . . . . . . . . . .10 CORRECTION TO RIGHTING ARMS FOR FREE SURFACE. . . .3. . . .7. . . 096-2. . . . . . . .7. . . . . . . . . .6. . .6. . . . . .11 096-2. . . . . .13 TABLE OF FRAME SPACINGS. . . . . . . . 096-2. . . . . . . . . . . .7. . . . . . . . . . .2 Variable Load. 096-2. 096-2. . . . . . . . . . . . .7. . . . DIAGRAM SHOWING LOCATION OF DRAFT MARKS. . . . . . . . . . . . . . (PART 2) DATA FOR SUBMARINES .3 Changes in Condition A Weight Since Inclining. .6. . . . . . . . . . . . . . . . . . . . . .9 DETAILS OF LOAD ITEMS. . .S9086-C6-STM-010/CH-096R1 TABLE OF CONTENTS . . . . . . . . . . . 096-2. . AND WEIGHT TO RELOCATE. .6. . . . . . . . . . . . . . . . . . . 096-2. . . .1. . . . . . . .7 CONDITIONS OF LOADING FOR SURFACE SHIPS .5. .3. . .7. . . . . . . . .2 DEFINITIONS OF CONDITIONS OF LOADING FOR SURFACE SHIPS. . . . . . . . . . . . . . .1 STABILITY DATA FOR SURFACE SHIPS ONLY.7 APPROXIMATE CHANGE IN METACENTRIC HEIGHT DUE TO ADDED WEIGHT. . . . . .4 Condition B-Minimum Operating Condition. . . . . . .1 DISTINCTIONS BETWEEN LIGHT SHIP AND VARIABLE LOAD. . . . . . .6. . . .6. . . . .1. . . . . . . .5. . . . . . . . 096-2. 096-2. . . .6 096-2. . . . .1. . .6. . . . . . . . . (PART 2) STABILITY DATA FOR SURFACE SHIPS ONLY . . . . . . . . .9 096-2. . . . . . . . . . . . . . . . . . . . .6. .1. . . . . . . .3. . . . . . . . . 096-2. . . . .1 Light Ship. . . . . . . . . . .
. . 096-2. 096-2. . . . . . 096-2.1 Armament. . . . .Continued Chapter/Paragraph 096-2. . .2 Ship In Condition A-Light Ship. . . . . . . . . . .6 DIAGRAM SHOWING LOCATION OF DRAFT MARKS. . . . . . . .6. . . . Page 96-19 96-19 96-19 96-19 96-19 96-20 96-20
CONTENTS OF INCLINING EXPERIMENT REPORT. . . . . . .10 096-2.11 TANK CAPACITIES. . . . . . . . . . . . .3 EXCESSIVE TRIM IN LOADING CONDITION. . . . . . . . . . . . . . . . . . . . . . . .3. . . . . . . . . . . . . . .
. 096-2. . . . . . . .
. . . . . . . . . . . . . . AND SAFETY TANKS. . . . . . . . . . . .15 096-2. . . DETAILED CHANGES IN CONDITION A AND SUBMERGED DISPLACEMENT SINCE LAST INCLINING AND TRIM DIVE. DIAGRAM SHOWING LOCATION OF DRAFT MARKS.27
096-2. . . . .18 096-2. . . . . . . .2. . . . . . . .2 SUBMERGED CONDITION. . . .8. . . VARIABLE BALLAST IN CONDITION. .8. . .26 096-2. . . . . FUEL BALLAST. . . . .8. . . . . . . . . . . . . . . . . . 096-2. .10. . . . . . . . . . . . . . Submarine Batteries. . .3 ASSUMED CONDITION OF TANKS WITH RESPECT TO FREE SURFACE. . Ballast. .9 096-2. . . . . .8.8. . . . . . TABLE OF FRAME SPACING. . . . . . . . . DIVING TRIM. . . . . . . . . . . . LOAD TO SUBMERGE DETERMINATION. .8. DISPLACEMENT AND OTHER CURVES. .11 096-2. . . . . .8. . . .3 COMPONENTS OF TOTAL DISPLACEMENT. . . . . . .10.8. . . . DETAILS OF LOAD ON TRIM DIVE. . . . . . .S9086-C6-STM-010/CH-096R1 TABLE OF CONTENTS . . . . . 096-2. . . . . . .6 096-2. . . .8. . . . . . . . . . .1 Armament.19 096-2. . . . . . . . . . iv
. . . . . . . . . . . . . . . . . . . . . . ONE SIDE ONLY. PLOT OF MINIMUM GM WHILE TRIMMING DOWN. Page 96-30 96-30 96-30 96-30 96-30 96-30 96-30 96-31 96-31 96-31 96-31 96-32 96-32 96-32 96-32 96-32 96-32 96-33 96-33 96-33 96-33 96-34 96-34 96-40 96-40 96-40 96-40 96-40 96-40 96-40 96-40 96-40 96-40 96-42 96-43 96-46 96-46 96-46 96-49
096-2. .8. . . . . . . . .16 096-2. .8. . . . . . . . . . . . . . . 096-2. . .8. . . . . . . . . . . . .1 DIVING TRIM. . . . . . . . . . . LOAD TO SUBMERGE AT TIME OF TRIM DIVE. . . . . . . .17 096-2. . . . . . . VARIABLE BALLAST IN CONDITION M. . .8. . . . CONDITION M-SURFACE DIVING TRIM. . .2 DETERMINATION OF FREE SURFACE EFFECT FOR LOADED CONDITIONS. . . . . . . .8. . . . . . . EQUILIBRIUM CONDITIONS. . . .8.1 EFFECT OF FREE SURFACE ON RIGHTING ARM. . . . . . . . . . . . .8.14 096-2. . .2 Condition A-Light Ship. . . . . RESIDUAL WATER. . . . . . . . . . .1 096-2. . .8. . . . . . . . . . . . . . . . . . . . . .12 096-2. . . . . . . . . . . .8 096-2. . . . . . . . . . . . . . . . . . CONDITIONS WHILE TRIMMING DOWN.8. . . . . . . . . . .2. . . . . . . . . . SHIP IN CONDITION___SURFACE. . .8. . . . . DETAILS OF VARIABLE LOAD IN CONDITIONS N AND M. 096-2. . . . . . . . . .4 096-2.9. .8. . . . . .8. . . . . . .5 096-2. . . . . . 096-2. . .7 096-2. . . .13 096-2.21 096-2.8. . . . . . . . . . . . . .9. . . . . . .20 096-2. . . .25 096-2. . SHIP IN CONDITION N-SURFACE. .2 STABILITY AND EQUILIBRIUM DATA FOR SUBMARINES. . . . . . . . . . . . . .4 DEFINITIONS OF CONDITIONS OF LOADING FOR SUBMARINES. . . .10 096-2.22 096-2. . .8. . . .8. .8. . . . . . . . . . . . . . . . . . . . . WATER BALLAST IN MAIN BALLAST. . . . . . . . . . .8.10 FREE SURFACE EFFECT IN LOADED CONDITIONS . . . . . . . . . . . . .8. . . . . . . . . . .10. . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . 096-2. . . . . . . DETAILS OF LOAD FOR EQUILIBRIUM CONDITIONS. 096-2. Boats. WATER SEAL AND MBT LEAD CORRECTIONS. . . . . . . . . . . . . . . . . . . . VARIABLE LOAD IN CONDITIONS N AND M. POINTS FOR EQUILIBRIUM POLYGON. . . . . . 096-2. . .9. . 096-2. . . . . . .8. . . . . . .Continued Chapter/Paragraph 096-2. CONDITION M-SUBMERGED. 096-2. . . . . . . . . . . . . . EQUILIBRIUM POLYGON. . CROSS CURVES OF STABILITY. . . . . . .9. . . . . . . .9. . . . . . . . . . . .23 096-2. . . . . 096-2. . . . . . . . . . . . . . SHIP IN CONDITION N-SUBMERGED. . . . . . . . . . . . . .5 DETAILED DESCRIPTION OF CONDITIONS OF LOADING FOR SUBMARINES. . .24 096-2. . . . . . . REMARKS AND MISCELLANEOUS CALCULATIONS. .8. . .9 CONDITIONS OF LOADING FOR SUBMARINES .3 096-2. . . . . . . . . . . . . . . DIVING TRIM BALLAST TANKS FLOODED. . .
RESPONSIBILITY AND SIGNATURE. . . . .1 CONDITIONS REQUIRING DETERMINATION OF TRANSVERSE MOMENT. . . . . . . 2. . . . . . . . . .13 PROCESSING INCLINING EXPERIMENT DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 DISTRIBUTION. . . . . . . .13. . . . . . . . . . . . . . 096-2. . . . . . . . . . . . . . . .11. . .11 SHIPS WITH LIST . . . . . . . . . . . . . . . . . . . . . . 096-2. . . . . . . .1 FORMS. .S9086-C6-STM-010/CH-096R1 TABLE OF CONTENTS . . . . . . . . . . . . . . . . .12 . . . . . . . . . . . .
096-2. . . . . . . . . . . .3 APPROVAL. 096-2. . . . . . . . .Continued Chapter/Paragraph 096-2. . . .2 SECURITY CLASSIFICATION. . . . . . . . . . . . . . . . . .13. . . .2 DETERMINATION OF TRANSVERSE MOMENT IN CONDITION A. . . . . . . . . . . . . . . 096-2.13. . . . . . . . . . .11. . .
. . . . . . . . . .11. . . . . . 096-2. . . . . . . . . . . . 096-2. . . . . Page 96-51 96-51 96-51 96-51 96-51 96-52 96-52 96-52 96-54 96-55
ACCURACY . . . . . .3 DETERMINATION OF TRANSVERSE MOMENT IN LOADED CONDITIONS. . . . . . . . . . 096-2. . . . . . . . . . . . . . .13. .
. . . . . . . . FACTORS FOR MOMENT OF TRANSFERENCE OF FREE LIQUID IN RECTANGULAR TANKS-95 PERCENT FULL . . . . . . . . . . . . . . . . . . . . . . . . 096-2-4. . . . . . . . . . . Title DENSITY FACTORS FOR LIQUID LOADS . . 096-2-7. 096-2-6. . . . . 096-2-8. . . . 096-2-5. . . . . Page 96-23 96-26 96-37 96-43 96-48 96-50 96-52 96-56
. . . . . . . . . . . . . . . . . . . . . . . . . . FORMS FOR PROCESSING INCLINING EXPERIMENT DATA . . . . . . . . . EQUILIBRIUM CONDITIONS . . . . . . . . . . . . . . . . . . . . DISTRIBUTION OF APPROVED INCLINING EXPERIMENT DATA . . . . . . . . . .S9086-C6-STM-010/CH-096R1 LIST OF TABLES Table 096-2-1. FACTORS FOR MOMENT OF TRANSFERENCE OF FREE LIQUID IN RECTANGULAR TANKS-50 PERCENT FULL . . . . . . . . . . . . . . . . . . . . . . . 096-2-3. . PROVISION DATA . . . 096-2-2. . . . . . . CONSUMPTION RATE . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . Title Effect of Weight(s) on Angle of List . . . . . . Equilibrium 96-34 Polygon . . . . . . . Sample Sheet for Plotting Displacement and Other Curves . . . . . . . . . . . . 096-2-3. . . . Page 96-8 96-22
. . . . . . . . . . 096-2-2. . . . . . . . . . . . . . .S9086-C6-STM-010/CH-096R1 LIST OF ILLUSTRATIONS Figure 096-2-1. . . . . . . . . . . . . . . . . . . . .
etc. 96-1
. For ships which do not have Damage Control Books. limiting draft. 4 Discussion of the effects of damage. a discussion of stability and loading will be issued as a separate booklet. The scope of this discussion will vary with the type of ship. 3 Routine precautions to be observed.1 Many naval vessels have suffered from increased weight to such an extent that it has become necessary to take drastic steps in order to avoid compromising their power of survival. limiting deck loads. such as ballasting. etc. b. a. GENERAL 096-1. The following measures should be employed to the fullest extent: 1 Eliminate unauthorized alterations and installation of unauthorized equipment 2 Avoid loading excessive quantities of stores. This procedure is not completely effective in preventing serious weight growth unless increases in weight from other sources are also controlled. 5 Evaluate probability of survival after damage.1. in all cases it will contain the following material: 1 Basic data and instructions necessary to evaluate stability under any conditions of loading. water. the Naval Sea Systems Command (NAVSEA) will not authorize any alterations involving an increase in weight unless compensating weight removals are made. fuel.1 STABILITY AND LOADING DATA
096-1. and repair parts. When conditions are such that additional weights will seriously impair survival of a ship.1 In addition to the Inclining Experiment Data. In some cases. high speed turning.2 WEIGHT CONTROL
096-1. However. The discussion provides operating personnel with the information pertaining to stability and buoyancy necessary to: 1 Permit proper control of loading. the overweight condition has been so serious that the ship has been unable to carry the desired armament.2. b. a. 4 Determine action to be taken after damage.S9086-C6-STM-010/CH-096R1 CHAPTER 96 WEIGHTS AND STABILITY SECTION 1. ammunition. The Commanding Officer is in the best position to exercise this control. a discussion of stability and loading is prepared for inclusion in the Damage Control Books. 2 Criteria of adequate stability and reserve buoyancy. 3 Maintain an adequate margin of stability and reserve buoyancy to permit survival of damage within the limits imposed by the design of the ship. 096-1. 2 Avoid danger of capsizing or foundering due to storms. handling of liquids.
and transverse position of center of gravity of ballast at each location. c. Vertical.2 NAVSEA RECORDS. for preventive action. The danger lies in the cumulative effect of many weight increases which occur over a period of years. most items have an insigniﬁcant effect in themselves. with copies to the Commanding Officer of the ship involved.1 PURPOSE. Occasionally. 096-1. c.3. ﬁttings. Changes in ballast may result from alterations issued by NAVSEA or may become necessary in connection with repairs or alterations. This is conclusively demonstrated by the almost invariable increase in displacement which is apparent from the results of successive inclining experiments on the same ship.3 REPORT OF CHANGES. decreased. e. Weight installed at each location. and in fact. 96-2
. These records are valuable in evaluating the ship’s stability and seaworthiness. d. To improve transverse stability. NAVSEA maintains a record of the solid ballast installed in each ship. 5 Survey the ship to locate unnecessary equipment. All such accumulations decrease the military effectiveness of the ship and in many cases jeopardize its safety. In order to maintain the accuracy of NAVSEA records.3.S9086-C6-STM-010/CH-096R1 3 Avoid carrying extraneous items which are not assigned to the ship and do not contribute to its function. and miscellaneous items which may be removed or replaced by lighter installations. b. The use of ballast is most prevalent on converted merchant types and submarines. 4 Prevent excessive accumulation of paint and deck tile. removed or relocated: a. To adjust trim. 096-1. and in locating valuable material such as lead or iron in the ballast installation when a ship is scheduled for disposal. particularly lead. Solid ballast. Ballast is installed on ships for one or more of the following purposes: a. may cause hull corrosion. relocated. 096-1. To provide adequate immersion. stores. d. Many of the individual items will appear to be trivial when compared to the weight of the ship. b. longitudinal. See NSTM Chapter 631 . c.3. the permanent ballast on a ship may be increased. To eliminate an inherent list. Material and approximate density. structure.3 BALLAST INSTALLATION (SOLID OR LOCKED LIQUIDS)
096-1. Principal dimensions of each ballast location. To permit submarines to submerge with neutral buoyancy and zero trim. each activity installing or rearranging ballast shall furnish NAVSEA a report. in determining the deadweight and space available for cargo. or replaced. containing the following data pertaining to the ballast installed.
and similar data). if located high above the waterline. tank loading. h.1. Direction of approach (bearing) of the sea relative to the ship. excessive heel on turns. Length of waves (between crests). g. when inclinometers are the only instruments available. an inclinometer or temporary pendulum located as near the waterline as practicable should be used. initial heel inward on ﬁrst moving rudder. Velocity of the wind. 096-1.1. cargo. Bearing of the wind relative to the ship. Angle of maximum roll (upright to one side). Pendulum or bubble type inclinometers. If not. Height of waves (from trough to crest). heavy pounding.3 Excessive Pounding.1 UNUSUAL CONDITIONS. The speed and direction of wind and the condition of the sea relative to the ship at the point of maximum heel should also be included in cases where the effect of wind or sea is superimposed on the steady heel due only to turning. In extreme cases.2 Heeling Due To Rudder Action. it should be clearly stated whether the heel is toward or away from the center of turn. the following information should be
a. 096-1. When reporting heel due to rudder action.4. 096-1. or lack of propeller immersion which are considered dangerous or which seriously affect the operation of the ship. Average angle of roll (upright to one side). will give readings that are too high when rolling. Speed of ship. b. Time interval between meeting successive crests. The speed of the ship and the angle and direction of rudder producing the heel should always be given. included in the report: When excessive rolling is encountered. Drafts forward and aft. c. and whether it is steady heel (average around circle). Whether rolling was regular. f.4.S9086-C6-STM-010/CH-096R1 096-1. b. l.1. j.4. or heel in righting the rudder to steer straight course. m. Whether this roll was toward or away from wave crest.4 REPORTS DESIRED BY NAVSEA
096-1.1 Excessive Rolling. k. Velocity of the wind. d. 96-3 When heavy pounding is encountered. i. General statement of conditions of loading (approximate displacement. water. and so on). the following data should be included
. longitudinal disposition of oil. in the report: a. General statement of condition of loading (approximate displacement. Bearing of the wind relative to the ship. d. due to acceleration forces. Average complete period (as from port to starboard and back to port).4. c. explain. or other heavy loads. NAVSEA desires to receive reports of any unusual conditions encountered involving heavy rolling. e.
m. Time interval between meeting successive crests.5 TONNAGE AND DISPLACEMENT When inadequate propeller immersion occurs. cargo.8. Height of waves (from trough to crest). should be included in the report: a. 096-1. and may be determined by computation when the drafts are known or estimated by adding the variable load to the light ship displacement. The displacement in any of these conditions is determined by adding the loads speciﬁed in the deﬁnition to the light ship displacement. 096-1. proclaimed August 21. and equipped ready for sea. j. deﬁnes standard displacement as follows: ″The displacement of the ship.S9086-C6-STM-010/CH-096R1 e. and Full Load Condition. Displacement is measured in tons of 2240 pounds.1. 096-1. or other heavy loads. Capacity Load Condition. The tonnage and displacement of a ship will have different values under the various deﬁnitions which have been established. 096-1.5. o.7. certain conditions such as Light Ship. For convenient reference. Whether it was necessary to reduce speed or change course. Equilibrium conditions for submarines are described in 096-2. l.5. equipment. The displacement of a ship at any time is the total weight of the ship with all loads that are aboard and is equivalent to the weight of water displaced by the underwater hull volume. have been deﬁned for surface ships. explain. outﬁt. Direction of approach (bearing) of the sea relative to the ship. Average total angle of pitch (angle included between bow up and bow down position or vice versa). Effect on speed and efficiency.4 Inadequate Propeller Immersion. Severity. Minimum Operating Condition. provisions and fresh water for the crew. Length of waves (between crests). engined. including statement of damage. b.11.5. For submarines. Drafts forward and aft.2. surface and submerged conditions N and M are described in 096-2. Average complete period of pitch (as from bow up to bow down and back up). If not.21. The Washington treaty. Angle of maximum pitch (angle included between maximum bow up position and maximum bow down position or vice versa). the following data
096-1.6 through 096-2. including all armament and ammunition.1 Displacement.3 Standard Displacement. miscellaneous 96-4
.8. if any. Whether pitching was regular.2 Conditions of Loading. 096-1. water. Speed of ship. Longitudinal disposition of oil.1 DEFINITIONS.4. 1923. n.1. k. f. Any excessive vibration due to inadequate propeller immersion. fully manned.1. Optimum Battle Condition.5.1. d. h. i.8. Detailed deﬁnitions of these conditions are given in paragraph 096-2. c. g.
5. Publication 172. passengers. but without fuel or reserve feed water on board. Sailing Directions (Enroute).6 Admeasurement Tonnage. Excluding the Military Sealift Command ships.S9086-C6-STM-010/CH-096R1 stores and implements of every description that are intended to be carried in war. Additional guidance regarding SCTCs and Canal transit procedures can be provided by the Defense Attache Office in Cairo. 1994. The deadweight tonnage of a ship is the difference in tons of 2240 pounds between the displacement at the limiting draft and the light ship displacement. 096-1. wharfage. if a ship qualiﬁes under all the following transitional relief provisions: (a) A Panama Canal Tonnage Certiﬁcate is already on board. The Suez Canal Authority requires SCTCs for all U. and oil. Red Sea and Persian Gulf . assessing canal tolls and determining pilotage. They are used world-wide by national administrations and maritime industries for applying regulations. S. Under the Suez Canal rules.1. A SCTC issued for a sister vessel is no longer acceptable as evidence of a ship’s Suez tonnage. Gross Tonnage is based on the total volume within the enclosed portion of a ship’s structure.S. a. fuel. ammunition. stores. water. Panama Canal Tonnage .4 Deadweight Tonnage. including crew. The cargo deadweight is equal to the deadweight tonnage minus the weight of a full load consisting of crew. such as space available for passengers and cargo. the Panama Canal Commission has required Navy auxiliary ships transiting the Canal to have a copy of one of the following documents for toll assessment purposes: 1 Panama Canal/Universal Measurement System (PC/UMS) Net Tonnage Certiﬁcate issued by the Panama Canal Commission.. It represents the total load which the ship can carry at the limiting draft. b. The SCTC must be issued speciﬁcally for the ship in transit in order to avoid possible overcharges and delays. stores. It takes into account the volume of spaces used for propulsion. for deﬁnition as regards submarines. The cargo deadweight represents the total weight of cargo in tons of 2240 pounds which the ship can carry at the limiting draft when otherwise fully loaded. 096-1. 096-1. since all Canal dues and charges are based on Suez tonnage. provisions. tonnage certiﬁcates applicable to U. Navy vessels transiting the Suez Canal. operation of the vessel.″ See NSTM Chapter 022 . Egypt and is also published in: 1 Suez Canal Authority Rules of Navigation . a ton is equivalent to 100 cubic feet. 3 Panama Canal Tonnage Certiﬁcate. crew. Coast Guard (USCG). 2 Defense Mapping Agency. and cargo. Since 1 October. that do not contribute to the earning capacity. drydocking and other such fees charged to ships. water. b. 96-5
. Net Tonnage is intended to be a measure of a vessel’s earning capacity.1.5. with certain exceptions.2 TONNAGE CERTIFICATES. 096-1.5. Suez Canal Tonnage Certiﬁcate (SCTC) .5 Cargo Deadweight.5. 2 PC/UMS Documentation of Total Volume issued by the U. passengers. etc. ammunition. provisions. oil.S. harbor. including deckhouses.1. A ton as used in the 1969 International Tonnage Convention on Measurement of Ships (ITC 69) and the Panama Canal/Universal Measurement (PC/UMS) System varies from vessel to vessel depending upon a logarithmic function of the vessel’s volume. Navy Ships are as follows: a. Gross and net tons as used for tonnage admeasurement and certiﬁcation purposes are measures of volume rather than weight.
S. Suez and Panama Canal tonnage certiﬁcates. oil tankships. and amphibious ships except as noted above. b.″ Suez and Panama Canal certiﬁcates should be retained on board in a secure place. New certiﬁcates for vessels under construction are obtained by submitting applications directly to the USCG. Navy ships. but not returned to NAVSEA or USCG. but are not required for U. U. Displacement tonnage is derived from a vessel’s displacement curves or draft diagram and is determined upon arrival at the Canal Zone before any replenishment loads are taken on board. Certiﬁcates of Admeasurement. Amphibious ships categorized as auxiliaries by the Panama Canal Commission are the LSD 36 (ANCHORAGE) and LKA 113 (CHARLESTON) Classes.) applicable to Navy ships are based on register tonnage. the USCG assigns and maintains register tonnage records for reference as required. destroyers. it is determined by observing density of the water and the drafts forward and aft. Warships include submarines.1 Certiﬁcate Security and Disposition. Additional guidance regarding Panama Canal Certiﬁcates and transit procedures can be obtained from the Port Services Officer of the Naval Station Panama Canal (NAVSTAPANCANAL) and from ″Fleet Guide Panama Canal″ Defense Mapping Agency Publication 940/941 Chapter 6. replacement tonnage certiﬁcates can be obtained by letter or telefax request to NAVSEA. c. cruisers. As of January. Formerly known as U. Tonnage Certiﬁcates .S. battleships. register (volume) tonnage. However.S. When the actual displacement of the ship is required. For ships designated as ″mobilization assets.5. aircraft carriers.″ do not need original or replacement tonnage certiﬁcates for inactivation.3 CALCULATION OF ACTUAL DISPLACEMENT. c. as applicable. supply ships. since U. 96-6
.2. since they are excluded as ″warships″ under Convention provisions. are required to be retained on board in a secure place as part of the vessel’s official papers. ﬂoating drydocks and dredges since Canal tolls are based upon their displacement tonnage. Navy ships. mine warfare ships. Panama Canal tonnage certiﬁcates are not required for warships (combatants). Any tonnage certiﬁcates found on board may be discarded or destroyed. repair ships and tenders. (c) The ship has not had any volume changes greater than ten (10) percent since issuance of the Panama Canal Tonnage Certiﬁcate.5. 096-1.4 or from a draft diagram. etc. frigates. NOTE International Tonnage Certiﬁcates (ITC 69) are required for Military Sealift Command ships.S9086-C6-STM-010/CH-096R1 (b) The ship transited the Panama Canal between 23 March 1976 and 30 September 1994. Domestic and foreign service fees charged to Navy ships are more often based on estimated vessel tonnage parameters rather than register tonnage. USCG will not reissue misplaced certiﬁcates until ship reactivation. these certiﬁcates document U. inclusive. naval training ships.S. communication. these certiﬁcates are no longer required to be held on board U.6. Tonnage certiﬁcates for ships scheduled for inactivation are treated as follows: a.S. navigation. regulations (pollution. hospital ships. 096-1. The displacement may then be established from a displacement curve similar to that described in paragraph 096-2. 1996. In case tonnage certiﬁcates on in-service ships are lost or become invalid.S. Auxiliary ships include transports. Ships which are to be sold to other governments (foreign military sales) must have their tonnage certiﬁcates removed from the ship and destroyed. Ships which are to be ″stricken.
3. There are several forms of draft diagrams.6 096-1. similar to the second except that the longitudinal center of ﬂotation is not shown. The information calculated or recorded in connection with an inclining experiment is as follows: 1 Displacement in light condition.1 PURPOSE. The displacement in salt water is determined by connecting the drafts forward and aft by a straight line and reading the displacement on the scale. The information obtained is the weight and the longitudinal location of this weight required to be added to the light ship to cause the submarine to submerge with neutral buoyancy and zero trim.6. and applying a correction to displacement for trim as given on the diagram. after the ship is completed. sometimes labeled Center of Gravity of Waterplane on the displacement and other curves. From this. As read.5. Volume 4 (9880) . reserve buoyancy. and the displacement in salt water read from the curves at that draft.1. the Arabic draft marks designated by the letters PROJ are not suitable for use in determining the displacement without correction. COMPARTMENT TIGHTNESS AND TESTING Refer to NSTM Chapter 079. trim.1 Draft Marks. 096-1.3. is determined. immersion. the draft at the longitudinal center of ﬂotation is calculated from the observed drafts.2 Draft Diagram. The remaining draft marks. 096-1. For submarines. a. a trim dive is conducted to determine the proper weight and location of the lead ballast. for information on compartment tightness and
SECTION 2. is used by connecting the drafts forward and aft. b. A second form is similar and is used in the same manner.5. To determine the displacement by use of the displacement and other curves. except that the displacement is indicated for each inch of draft rather than plotted as a scale. in addition to an inclining experiment.3 Displacement and Other Curves. The position of the longitudinal center of ﬂotation is plotted as a curve. 096-1. The simplest form has the forward and after draft marks and the longitudinal center of ﬂotation plotted in their relative locations with a scale for displacement plotted along the longitudinal center of ﬂotation.1 testing. either Arabic or Roman. displacements should be corrected for density if different than 64 lbs/ft3 .1 GENERAL
096-2. A third form. reading the displacement at the midship perpendicular. 2 Location of the center of gravity of the ship in light condition. The displacement will be different if the density of water in which the ship is ﬂoating is different than 64 lbs/ft3 . STABILITY: INCLINING EXPERIMENTS AND TRIM DIVES AND DEADWEIGHT DETERMINATION 096-2.S9086-C6-STM-010/CH-096R1 096-1.3. are for calculative purposes. 96-7
. 3 Data relative to weight and location of items of variable load.5. An inclining experiment is the only satisfactory method of accurately determining the location of the center of gravity of a ship. and in determining compliance with the requirements of the weight control program. The inclining experiment provides the basic data concerning weight and center of gravity for use in all considerations of stability. the weight and location of lead ballast which will permit the ship to submerge under any probable condition of loading and in water of any density. On ships which have projections below the keel.
S9086-C6-STM-010/CH-096R1 c. At times it is desirable to determine only displacement, and the longitudinal and transverse coordinates of the center of gravity. Commonly used terms for this procedure are deadweight determination or compensation check for submarines. The procedures for a deadweight determination are the same as for an inclining experiment except that inclining weights are not used and no observations and calculations are made for vertical locations of inventory items, KG, GM, and free surface. Inclining experiment forms are used for recording observed data and calculating displacements, LCG and TCG. Speciﬁc data required will be indicated in the NAVSEA authorization. 096-2.1.2 NORMAL INCLINING METHOD. An inclining experiment consists of moving one or more large weights across the ship and measuring the angle of list produced (Figure 096-2-1). This angle of list usually need not exceed 2°. As indicated in paragraph 096-2.3.11, an inclination of 1-1/2 to 3° is generally satisfactory.
Figure 096-2-1. Effect of Weight(s) on Angle of List 096-2.1.2.1 Calculating Inclining Experiment Data. The metacentric height is derived from the formula:
a. The inclining experiment measures GM accurately. Since the ships draft is known, KM can be found from the displacement and other curves drawing. Then from Figure 096-2-1: KG = KM - GM b. The KG obtained from the inclining experiment is that for the ship in the condition of loading in which the ship was inclined. This is known as the As-Inclined Condition. The ship may have been in any condition of 96-8
S9086-C6-STM-010/CH-096R1 loading at the time of inclining, not necessarily an operating condition. Therefore, in order to convert the data thus obtained to practical use, the KG must be found for operating conditions. These conditions include an extreme light ship, a fully loaded ship, and one or two intermediate conditions. 096-2.1.2.2 Availability of Data. The results of the experiment are furnished to each ship as a BOOKLET OF INCLINING EXPERIMENT DATA, Part 2 (see paragraph 096-2.2). This booklet contains data on displacement, KG, and over-all stability for the operating conditions of load. 096-2.1.3 WHEN REQUIRED. Section 9290-3. Ships under construction are inclined as required by the Ship Speciﬁcations,
a. For ships in service, NAVSEA will authorize inclining experiments as considered necessary to maintain current data representative of the ship or class of ships. In cases where an inclining experiment is considered desirable by another activity, NAVSEA should be informed before the experiment is conducted since equivalent data may be available from other sources. b. As required by the Ship Speciﬁcations, Section 9290-3, a trim dive is conducted for each submarine under construction at approximately the same time the inclining experiment is performed. On the ﬁrst ship of a class, the inclining experiment must precede the trim dive. On follow ships of the same class, the inclining experiment may follow the trim dive provided that a stability check is made on each ship prior to sea trials by means of sallying ship to determine the period of roll (see paragraph 096-2.4.7). Trim dives are also conducted for each submarine prior to and after conversion and regular overhaul and when authorized for restricted availabilities (RAV) by NAVSEA. 096-2.1.4 PRELIMINARY DATA FOR NEW SHIPS. bility before it joins the ﬂeet. Each new ship must be furnished data regarding its sta-
a. For surface types, the standard source of stability information is the Stability and Loading Data which is issued by NAVSEA as Chapter II (a) of the Damage Control Book or as a separate publication for ships for which Damage Control Books are not prepared. If this publication has not been issued, the booklet of stability data, described in paragraph 096-2.1.2.2 is a satisfactory source of preliminary information. b. For submarines, the standard source of stability information is the booklet of Stability and Equilibrium Data (Part 2 of the inclining experiment report) described herein. Selected sheets are to be included in the appropriate Damage Control Book. c. If applicable data are not available, data for an earlier ship of the class may be issued and signiﬁcant differences between the ships noted. If no reasonably applicable data are available, steps should be taken to obtain them (such as expediting preparation of data for inclining experiments which have already been performed). In special instances a plot of estimated righting arms for various conditions of loading will suffice if nothing better can be provided. NAVSEA should be furnished a copy of the letter forwarding the data in each case. Upon request, NAVSEA will assist in furnishing data; however, the responsibility of delivering such data rests with the Supervisor of Shipbuilding or Commander, Naval Shipyard. 096-2.1.5 PREPARATION OF STABILITY DATA FOR THE BOARD OF INSPECTION AND SURVEY. For new construction, the Supervisor of Shipbuilding or Commander, Naval Shipyard must furnish the Board of Inspection and Survey, prior to the trials, an estimate of the stability characteristics, including curves of statical stability, for the ship in the trial conditions. 96-9
S9086-C6-STM-010/CH-096R1 096-2.1.6 PRELIMINARY REPORT OF INCLINING EXPERIMENT AND TRIM DIVE. Within one week (two weeks for CV and submarine pre-shipyard availability trim dives) of the inclining or trim dive experiment, a preliminary report of the results should be furnished NAVSEA and NAVSEC. In addition, the inclining or trim dive activity shall furnish an opinion as to the reliability of the experiment. a. Items to be included in the report are: 1 For As-Inclined Condition: Displacement Location of the center of gravity Metacentric height Free surface correction Period of roll Trim Brief statement of weight to complete, weight to deduct, and weight to relocate. 2 For Condition A: Displacement Location of the center of gravity Metacentric height Statement of armament, boats, locked water ballast, solid ballast, water in non-free ﬂooding sonar dome and salvage gear included in Condition A. For ballast and water in sonar dome, include material and center of gravity if available (normal liquids in anti-roll tank shall be treated as a load item and not part of Condition A). 3 For submarines (in addition to applicable data above): Weight and longitudinal center of gravity of load to submerge. Condition N Surface, N-Sub, M-Surface and M-Sub (where applicable) including vertical and longitudinal centers of gravity for each condition. GM and BG for appropriate conditions. Equilibrium polygon (paragraph 096-2.8.19) and equilibrium conditions as deﬁned by paragraph 096-2.8.21 and Table 096-2-3. 4 Displacement and other curves drawing. 5 Photographs required by paragraph 096-2.3.14. b. The purpose in providing an early preliminary report is to permit evaluation of the ships stability and reserve buoyancy as soon as practicable. The preliminary report may indicate the necessity for action to improve the ship, a change in policy on weight control or additional inclining experiments. c. It is not necessary that the data in the preliminary report be checked in detail, but a broad check should be made to ensure that the ﬁgures reported are sufficiently accurate to form the basis for any necessary action. It will be satisfactory to report Condition A with installed armament and boats rather than ultimate allowances, if the preliminary report will be expedited by this procedure. The preliminary report shall be submitted on the appropriate forms designated in paragraph 096-2.13.1. 096-2.1.7 CONTRACTOR’S RESPONSIBILITY FOR NEW SHIPS. When ships are building at a private shipyard the contractor’s responsibilities are covered by Section 9290-3 of the Ship Speciﬁcations (or superseding number). 096-2.2 BOOKLET OF INCLINING EXPERIMENT DATA
a. The BOOKLET OF INCLINING EXPERIMENT DATA is prepared by the inclining activity. In the case of 96-10
b. 096-2.2. 096-2. To calculate the free surface correction the following conditions must be met.3. It is essential that the ship have positive metacentric height when inclined. Although the inclining activity is responsible for the accuracy of all observations.2. 1 Actual moment of inertia of free surface must be known. Correction for free surface existing when the ship
a. securing swinging weights such as boats or booms.2 ADDITIONAL INFORMATION.6. and disposition of liquid. and 096-2. Any error in determining the free surface correction is reﬂected directly as an equal error in the height of the center of gravity of the ship.7 to estimate GM.3.1 IMPORTANCE OF PREPARATION. taking into account the correction for free surface and the effect of inclining weights. which is necessary to interpret the inclining and stability data should be included in the appropriate part of the BOOKLET OF INCLINING EXPERIMENT DATA.3 STABILITY AT TIME OF INCLINING. 096-2. Since the safety of the ship or a class of ships depends upon reliable stability data.5. 096-2. If the ship is in commission when inclined. In preparation for and during the experiment. 096-2. Additional information. Stability Data (Part 2) for surface ships and Stability and Equilibrium Data (Part 2) for submarines contain data relative to the characteristics of the ship in the operating conditions. to have the ship in the best possible condition in regard to trim. Inclining experiments will interfere with productive work and with operations aboard ship. Arrangements should be made with the Commanding Officer. If stability is in question. well in advance.3. Inclining Experiment Report (Part 1) contains the observations and calculations leading to the determination of the displacement and location of the center of gravity of the ship in the light condition. 96-11
.4 FREE SURFACE AT TIME OF EXPERIMENT. this interference must be accepted. The reference lines used for longitudinal. The contents of the BOOKLET OF INCLINING EXPERIMENT DATA are discussed in detail in paragraphs 096-2.3. is inclined may be an extremely important factor.4. The BOOKLET OF INCLINING EXPERIMENT DATA consists of two parts. Undetected errors may jeopardize the safety of the ship. list. b. the ships force when requested can assist materially by furnishing information regarding quantity and location of all loads and repair parts and providing access as required.1 REFERENCE LINES. pumping down bilges. ship may be sallied per paragraph 096-2. No production work or other testing shall be done during the inclining experiment. the BOOKLET OF INCLINING EXPERIMENT DATA is prepared by the contractor under the supervision of the Supervisor of Shipbuilding.8 and subordinate paragraphs thereto. and reducing ships personnel aboard to a minimum. it is essential that the ships force cooperate in obtaining favorable conditions for the experiment.2 COOPERATION OF SHIPS FORCE. and transverse centers in the BOOKLET OF INCLINING EXPERIMENT DATA shall be the same as those used on the displacement and other curves drawing. 096-2.3 SHIPBOARD PREPARATIONS FOR INCLINING EXPERIMENT
096-2. other than speciﬁcally requested in this chapter.S9086-C6-STM-010/CH-096R1 ships which are built or converted at a private shipyard. the Commanding Officer should assist by preventing transfer or discharge of liquids. 096-2. The effort of inclining may be wasted when unknown or unsatisfactory conditions exist. vertical.
Accordingly. A check of water depth shall be made for the entire ships length to ensure that a sufficient depth of clear water exists below the ship bottom. it is recommended that tanks be generally between 20 and 80 percent full. To eliminate air pockets. If trim is sufficient to change form characteristics from the displacement and other curves drawing. fenders. Favorable conditions obtained before the experiment will do much toward establishing an accurate free surface correction and simplifying the calculations. g. c. the correction is eliminated.5. completely empty. No correction is made for the free surface effect of bilge water in determining the vertical center of gravity of the ship if this level is obtained. submerged obstacles. Bilges should be pumped down to the bottom of the suctions. ﬂoats. Weights and centers of gravity of staging and yard equipment are particularly difﬁcult to estimate. The ship should be as nearly complete as possible at time of inclining in order to reduce the weight to complete. If a tank is nearly full or nearly empty. liquid in all tanks having a signiﬁcant free surface correction should be adjusted so that the tanks are completely full. If a tank can be completely ﬁlled or completely emptied. d. f. appendages.3. inclination of the ship should not be inﬂuenced by forces other than the inclining weights. Bilge water below this level is considered as part of the light ship displacement. e. cable. Excessive trim is deﬁned in paragraph 096-2. These conditions will simplify calculations in several respects. or ﬁlled to a level at which the moment of inertia will be constant throughout the angle of inclination. h. and the possibility of error. can be substantially reduced by removing foreign items to the greatest possible extent.5 LIST AND TRIM. an air escape must be available at the highest point of the tank. Insofar as possible. It may be possible to heel the ship so that the air escape will be at the highest point while the tank is ﬁlling. and hose should be reduced to a minimum. A list of less than one degree is desirable. position of metacenter. Lines and essential cable and hose should be well slacked when readings are taken. The ship should be nearly upright at the time of inclining. and shifting of personnel or liquids aboard shall be eliminated.3. The weight to deduct.S9086-C6-STM-010/CH-096R1 2 Moment of inertia of free surface must not change appreciably during the inclination. it will be necessary to calculate displacement. If possible. 096-2. swinging weights. the effect of the free surface cannot be determined since the moment of inertia of the surface will change rapidly as the liquid touches the top or as the bottom is uncovered. A tank cannot be assumed completely full unless the sounding is above the highest point of the tank and it is known that no air pockets exist. 096-2.6 FORCES WHICH AFFECT HEEL.7 WEIGHT TO COMPLETE AND WEIGHT TO DEDUCT. Trim should be considered in determining whether or not the liquid will touch the top or uncover the bottom of the tank. mooring lines. In view of the difficulty encountered in completely ﬁlling or completely draining tanks. the experiment should be performed when the tide is slack. a. Effect of gangways.5. it is desirable that trim be such that the displacement and other curves drawing can be readily used. provided that this will not produce negative metacentric height during the experiment. Effect of wind. 096-2. pier.3. 96-12
. While not essential. A tank cannot be assumed completely emptied unless it is deﬁnitely known that the liquid below the suction has been removed. This condition must be avoided. Sufficient details of tank dimensions shall be included to permit examination of the free surface calculations. Excessive trim will also make it necessary to correct observed tank capacities and vertical centers of tanks and make it difficult to obtain a determinate free surface at time of inclining. and longitudinal center of buoyancy corresponding to actual draft and trim.
All valves in oil and water systems adjacent to the tanks and all sluice valves should remain closed during the experiment. c. will ensure accurate results.3. The possibility of liquid ﬂowing from one tank to another or
a. The weight of each of the inclining weights should be accurately determined and recorded.3.3.8 PERSONNEL ABOARD. they should be free to swing throughout the range of inclinations. Any difference from normal conditions must be entered as a weight to complete or a weight to deduct including any signiﬁcant vertical moment caused by changes in free surface. This arbitrary baseline is a straight line if the keel is substantially straight with local irregularities. c. If pendulums are used. If corrections to draft readings for calculative purposes have already been entered on the docking drawing. Inclinations should not be carried beyond the angle at which the statical stability curve departs from the tangent at zero degrees. Swinging weights such as boats and booms should be secured. The effect of permanent hog or sag is taken care of in the ″As Inclined″ calculations. as determined from draft readings corrected to this baseline. 096-2. The intent is to establish a baseline such that the displacement.10 CHECKING OF DRAFT MARKS. Solid inclining weights should be used. Personnel aboard during the experiment should be in the same position each time the inclination is measured. a. Corrections to draft mark readings found by this method correct only for errors in placement of the marks and for local irregularities of the keel.S9086-C6-STM-010/CH-096R1 b. such as a bucket of liquid in which the bob is immersed. or a fair curve if the ship has a permanent hog or sag. in the opinion of the inclining activity. This applies to both ship and yard personnel.3. Provisions should be made for measuring angles of inclination independently at three stations. being pumped overboard should be eliminated. The number of men aboard during the experiment should be reduced to a minimum. the keel should be surveyed in drydock and an arbitrary baseline for determining the corrections to draft readings for calculative purposes established. should be recorded. 096-2. Pendulum vibrations should be damped by suitable means. Attention should be given to the possibility of leaking valves. 096-2. Measurements may be made by pendulums or other devices which. The length of each pendulum. On-board repair parts and equipment should be stowed and secured in their proper locations.11 INCLINING WEIGHTS. If possible. b. b. Missile tube doors may be used as inclining weights on SSBM submarines. Self-propelled equipment is effective on carriers. Water and oil in machinery should be brought to the working level.12 MEASURING INCLINATION. will be as accurate as possible. Weights should be selected which will produce an angle of heel sufficient to insure accurate results. these ﬁgures may be used and the procedure above will not be necessary. from the point of suspension to the batten. 096-2. Rigid horizontal transverse battens should be provided at the lower ends of the pendulums for recording deﬂections. An inclination of 1-1/2 to 3° is generally satisfactory. 096-2. c. 96-13
. An arrangement by which the weights are rolled across the deck is preferable to lifting the weights and setting them down in another position.3. if possible.9 CHANGES DURING EXPERIMENT.
armament.S9086-C6-STM-010/CH-096R1 096-2.5. their weight and the location of their center of gravity should be recorded. a datum point should be established on each side at or near amidships above the anticipated waterline. Reference should be made to the deﬁnition of Condition A (see paragraph 096-2. 6 inches high. salvage gear. If midship draft marks are not installed. and the ships force should be consulted in order to determine the scope of the work remaining to be done and the weight still to go aboard.4. similar to the draft marks required by the Ship Speciﬁcations. If for any reason signiﬁcant differences are noted.3. Such items are labeled weights to relocate. The weight to deduct is determined by a thorough survey of the ship by the inclining activity. Voids and cofferdams should be investigated. Provisions should be made for reading the draft amidships at the time the ship is inclined to permit a correction for hog or sag and list determination. b. 096-2. the various shops. and dunnage. This mark is an Arabic numeral. storage batteries on submarines. Photographs of the draft readings should be taken with zero inclining moment.3) and an inventory taken to determine the weight and coordinates of the center of gravity of all items included in Condition A which are not aboard at the time of inclining and of all items aboard which are not part of the Condition A weight. 096-2. It is advisable to check the overall length and general positioning of sounding tubes versus information given in tank capacity tables and curves.4 CONDUCTING THE INCLINING EXPERIMENT AND SUBMARINE TRIM DIVE
096-2.5. Consideration should be given to the possibility of small quantities of oil below the zero sounding and to the possibility of air pockets as discussed in connection with free surface in paragraph 096-2. liquid and solid ballast. together with the position of their center of gravity in their ﬁnal location. a. 96-14
. Ships records should be consulted for information on solid ballast and the ballast examined to ensure that the records are complete and reasonably accurate. cargo. The weight and center of gravity of items of oil and water in machinery which differ from the normal operating condition should be recorded.3.13 MIDSHIP DRAFTS FOR SURFACE SHIPS. aircraft stores. c. These photographs should be forwarded with the preliminary report mentioned in paragraph 096-2. further inspections should be made to deﬁne the level of the liquid in the tank. When the datum points mentioned above have been established. provisions.6.14 PHOTOGRAPHS. d. personnel. Solid weights to deduct include ammunition.1 INVENTORY. The intent is to record the important topside installations and the reading of the draft marks. In addition to changes necessary to bring the ship to Condition A. planning sections. Arrangements should be made to obtain photographs of the ship at the time of inclining. aircraft.3. and other similar large items which are included in Condition A should be recorded. This mark should indicate the draft above the bottom of the keel. and weight to relocate. Identiﬁcation and location by frame and level may be used for armament if weights and centers are not readily available. a single permanent draft mark should be ﬁtted on each side of the ship approximately amidships for future use. Any variation of the depth of bilge water from the level of the bottom of the suction should be recorded and accounted for as required by paragraph 096-2. inclining gear. If any weights which are part of Condition A are aboard but not in their proper location.b. stores. yellow gear. yard equipment. the weight and the vertical and longitudinal position of the center of gravity of items of boats. and its location should be indicated on the docking drawing.10. e. The effect of authorized allowance list changes should be included. An accurate inventory is conducted to determine the weight to complete. In preparing the list or weight to complete. water in non-free ﬂooding sonar. Each tank should be sounded before and after the experiment unless there is deﬁnite assurance that no change in loading has occurred.4. The actual speciﬁc gravity of liquids aboard should be determined. weight to deduct.1.
Measurement of the transverse distance of each weight from its original position is recorded after each movement. The density of the water is determined when the ship is inclined. In taking the midship drafts. Variations of the resulting plot from a straight line indicate that conditions are not favorable or that an error has been made. a. The ship should be clear of the pier and all lines well slacked. The signal to read should be given at a time when the external forces are at a minimum and the ship is as steady as practicable. the navigational draft marks should be used as an approximate check on the readings taken on the calculative marks. they should be lifted and set down as slowly as possible. and amidships (where amidships draft marks are installed) be determined. the ship should be sallied (induced rolling) and the complete period of roll determined. If weights are handled by a crane alongside. After any corrections have been made. As soon as the slope of the Plot 96-15
. It is essential that the drafts forward.5 MEASUREMENT OF INCLINATION. If the ship is not absolutely steady. the corrected speciﬁc gravity should be divided into 35. the corrected speciﬁc gravity should be divided into 35. Several samples should be taken at various locations and depths as a check against variations in density due to local conditions.4. 096-2. The inclining weights are moved transversely to produce at least two inclinations to port and two to starboard.4.3. after each movement of the weights and with the weights returned to their original position at the conclusion of the experiment. Where both calculative and navigational draft marks are ﬁtted. b. using the initial positions of the weights and pendulums as the zero points for each.4.4.922 to obtain the speciﬁc volume of the water sample in cubic feet per ton. in which case a check should be made to determine the cause. 096-2. The hydrometer scale may be based on pure water at either 4°C or 60°F having a speciﬁc gravity of 1. readings port and starboard should be taken simultaneously. The weights are returned to their original position after the extreme weight movement to port and again after the extreme weight movement to starboard. Draft readings should be taken on all available draft marks at the time the ship is inclined.S9086-C6-STM-010/CH-096R1 096-2. Prior to the weight movements.4. Use of a glass tube with a small hole in the bottom or a similar device.955 to obtain the speciﬁc volume. The signal to read the inclination should be given after allowing sufficient time for the ship to come to a position of equilibrium after movement of the weights. 096-2. During the inclination. The tangents of the angles of inclination for the two cases of weights returned to their original positions should also be plotted. Motion of the weights across the deck should be steady and slow to avoid inducing a roll. If it is based on 4°C. Draft readings should be taken to the nearest one-quarter of an inch. b. Readings should be taken simultaneously at all three stations.6 PLOT OF TANGENTS. the experiment should be repeated to obtain a correct set of readings. a.2 DRAFT READINGS. If it is based on 60°F.11).7 DETERMINATION OF PERIOD OF ROLL CONSTANT. the reading of inclination should be taken at the midpoint of the vibration.0000. 096-2. Readings to determine the inclination of the ship should be taken with the inclining weights in their initial position. 096-2.4. aft.4 WEIGHT MOVEMENTS. the intermediate inclinations being about one-half of the maximum inclination (see paragraph 096-2. is recommended in order to damp out wave action. The hydrometer reading must ﬁrst be corrected for temperature and then the corrected speciﬁc gravity converted to density. All personnel should be in their original positions. the tangents of the angles of inclination should be plotted against he transverse moments of the inclining weights.3 DENSITY OF WATER.
the value for a body of revolution hull is about 0. The ship should be stopped and held at rest long enough to make certain that these conditions are obtained. For aircraft carriers.8 SUBMARINE TRIM DIVE. Sallying gives fairly accurate results for ships in calm water. the roll constant for the ship should be calculated and compared to the values for other ships of the same class. 96-16
. 2 By taking a lift. required to be added to Condition A to submerge the ship in water of a speciﬁed density in a condition of neutral buoyancy and zero trim. the total time of three or more rolls is measured by means of a stopwatch.S9086-C6-STM-010/CH-096R1 of Tangents can be determined. If the roll constant is not in line with values for the class. Insofar as practicable. b.32 to 0. it is not practical for use at sea or after damage. 3 For small ships. by means of a crane and slacking off rapidly. The information to be obtained from the trim dive is the weight and longitudinal center of gravity of the load to submerge and the density of the water in which the dive was made. For other submarines. The ship is completely submerged and the variable ballast is carefully adjusted to obtain neutral buoyancy and zero trim. and the period of roll is determined by dividing the total elapsed time by the number of rolls. The value of sally constants for surface ships varies from 0. The load to submerge is deﬁned as the total load. Cribbing should be provided if necessary to avoid damage to the ship. the group should remain on the centerline while the period of roll is timed. d. a. tanks should be dry or completely full. a. 096-2. The ship should be sallied again later during the experiment to conﬁrm that the period of roll used in the calculations is correct. however. on a suitable ﬁtting on one side of the ship near amidships. the use of trucks on the ﬂight deck in the same manner is effective. After an adequate roll has been built up. After rolling has been induced. An area should be selected for performing the dive which is free from strong currents and sharp density gradients.40 to 0.40 to 0.4. it varies from 0.37. including all water ballast. For submarines.45. The following methods of inducing a roll are suggested: 1 By landing a weight on one side of the ship and lifting it rapidly by means of a crane. The roll constant is then calculated from the formula:
Figure b. b. c. by a group of men moving across the deck in synchronism with the period of roll of the ship. If trucks are not available a large group of men can be used. the reliability of the results obtained up to that point should be questioned.50.
the draft at the longitudinal center of ﬂotation.5. Included are items which are expected to be aboard post delivery and weight reservations.5. 096-2. The density of the water in which the dive is made is determined from a sample taken while the ship is submerged. date and time of inclining. 096-2. trim. center of gravity. b. drafts forward and aft.3 for information on density calculations. The weight and location of the center of gravity of the ship in Condition A as obtained from the inclining experiment are entered on this sheet and modiﬁed if necessary to conform to any changes in Condition A since the inclining experiment.3. BOATS. BALLAST. SUBMARINE BATTERIES. and the vertical.3) and an inventory taken to determine the weight and longitudinal center of gravity of all items aboard which are not part of the Condition A weight. a. Sea water should be drawn from a ﬁtting or piping system which is in direct communication with the sea. 096-2. transverse. designated as Condition A.4.1 GENERAL. Armament may be listed by item and location identiﬁcation if weights and centers of gravity are not readily available. salvage gear. metacentric height.5 CONTENTS OF INCLINING EXPERIMENT REPORT (PART 1) FOR SURFACE SHIPS AND SUBMARINES 096-2. d.3 SHIP IN CONDITION A-LIGHT SHIP. The total obtained from this inventory is the Load to Submerge corresponding to the water density observed at the time. See paragraph 096-2. are listed under Contents and in the order listed in paragraph 096-2. Where there is a difference between peacetime and wartime allowances. The weight. Such items as boats. armament. supervising office. preferably a circulating water system. The Light Ship Condition. as a negative load. tide. and longitudinal moments of these items are listed. 096-2. All drawings and other data used in preparing Part 1 are listed under References. and mooring conditions are entered on the title page. The ships name and identiﬁcation number. The following are examples of items which are considered to be reasonably permanent and are therefore included in Condition A: Permanent ballast (solid or liquid) Boats (including fuel) Liquids in machinery at operating levels Liquids in all piping systems which normally contain liquid (drainage systems are assumed to be dry) Air in banks (full charge) 96-17
. place. It is intended primarily to serve as a basic condition to which the items of variable load may be added in order to arrive at the other conditions of loading. any variation of the air in banks from the weight of the full charge or missing light ship items.2 ARMAMENT. and curve of statical stability are obtained. and data regarding wind.5.13. The various pages comprising this Part.5.5. a listing of both shall be given.S9086-C6-STM-010/CH-096R1 c. Reference should be made to the deﬁnition of Condition A (see paragraph 096-2. Signiﬁcant items of weight which are included in Condition A but which are subject to change or readily removable are listed.1 (Table 096-2-7A). and storage batteries on submarines are included. The inventory should include. moment to heel one degree. includes the weight of the ship with all those items which are not consumable and not subject to frequent change. From the above. Direction of wind and tide should be given relative to the ship.1 Semi-Permanent Weight Items. ballast.
4 CHANGES IN CONDITION A WEIGHT SINCE INCLINING.11. (not including reserve tanks) Water in fuel oil overﬂow or salt water expansion tanks associated with the low pressure compensated fuel oil system Water in NFO expansion tanks. All signiﬁcant details of the changes in Condition A since the inclining experiment. 096-2.1). centers of gravity and the longitudinal. 096-2. and weights relocated so that the totals may be entered under Ship in Condition A. and transverse (if required) moments of the various items are included.5. slope of the plot 96-18
. 096-2.5.5 DISPLACEMENT AND CENTER OF GRAVITY AS INCLINED. Transverse moments are not required for submarines.2 Transverse Moments. Transverse moments are entered and the list is calculated on this sheet for all new construction surface ships. (these are tanks full of salt water at all times as compared to the expansion tank in the fuel oil system that can carry fuel oil or water) NOTE Any of the above items which are carried for issue to other ships or activities are considered as cargo and are included in the variable load rather than in Condition A. The displacement and the location of the center of gravity as inclined are calculated from the observed drafts.S9086-C6-STM-010/CH-096R1 Electrolyte in storage batteries at minimum operating level Bilge water (to level of bottom of suction) Armament Salvage gear Tools Equipment and outﬁt Water in the emergency heat exchanger tank On-board repair parts (except aircraft onboard repair parts) Foamite cans Emergency rations and fresh water Water in torpedo impulse tanks Water in charging water day tanks Water in surge tanks Liquid in bilge sump (collecting) tanks and dirty drain tanks Waste oil collecting in non-compensated tanks Oil in sludge tanks and waste lube oil tanks which are considered empty in conditions N and M Hydraulic oil in main and vital hydraulic oil systems. Separate summations are made for weights added. weights removed. and for paragraph 096-2.3. vertical. with weights. older ships which are known or suspected of having a list problem as determined by consultation with ships force.5. density of water.
096-2. 096-2. a.5. and the weight to relocate. Each inclining weight or group of weights which are moved as a unit is assigned an identifying number and its weight (in pounds or tons) and its location (including whether port or starboard) are tabulated. Use of the latter forms will not be necessary unless the trim differs from the displacement and other curves trim by an amount in excess of 1/150 of the length between perpendiculars or unless there is an abrupt change in the shape of the waterplane due to trim. the moment of inertia of the actual Free surface about longitudinal axis through its centroid is calculated. 096-2. Displacement and Center of Gravity As Inclined . If pendulums are used. their lengths and locations are given. A summary sheet should be included for a group whenever the number of sheets in the tabulation of that group exceeds ﬁve. If the level of the water in the bilges is above or below this level. the form entitled. Identifying symbol. Functions of Wedge Areas. The displacement and center of gravity in Condition A-1 are calculated by deducting the permanent ballast. Displacement and Center of Gravity As Inclined .8 WEIGHT MOVEMENTS AND INCLINATIONS. from Condition A.5. For each position of the weights.1.3.5. List and off-center moment calculations are made only for those ships described in paragraph 096-2.9 WEIGHT TO COMPLETE. solid and liquid.6.3. The displacement and the center of gravity in Condition A are calculated by modifying the as inclined condition to take into account the weight to complete. the forms entitled. An identifying symbol is assigned to each tangent reading on each device to correlate these ﬁgures with the plot of tangents. Transverse moments are included only for those ships described in paragraph 096-2.1 above.5. If the trim is large. weight to deduct.4. not the distance from an intermediate position. and the vertical moment of free surface. 096-2.6 FUNCTIONS OF WEDGE AREAS. a correction is made for the difference in free 96-19
.4.1 are calculated. no correction for free surface of bilge water is made since this quantity of bilge water with its free surface is considered as part of Condition A. WEIGHT TO DEDUCT. as described in paragraph 096-2. a. longitudinal. and. their locations are given. or if other devices are used. is entered. If pendulums are used. If the level of the water in the bilges is at the bottom of the suction. is used. The inclining moment is calculated using the distance of each weight from its original position prior to the ﬁrst weight movement.10 VERTICAL MOMENT OF FREE SURFACE AS INCLINED.5. b. as determined from each pendulum or other device.Trim Not Excessive. AND WEIGHT TO RELOCATE.Trim Excessive.5. This form is used to determine hydrostatic functions for an inclined water line for a ship with an excessive trim. If the ship does not have a large trim when inclined. 096-2. The sum of the vertical moments for each of these tanks is the total vertical moment of free surface as inclined.S9086-C6-STM-010/CH-096R1 of tangents. b. and transverse moments of each of these items. are used and the displacement and center of gravity determined by the method indicated thereon. Refer to paragraph 096-2. The vertical movement of the free surface is calculated by dividing this moment of inertia by the speciﬁc volume of the liquid in cubic feet per ton. the total inclining moment is calculated.5.7 DISPLACEMENT AND CENTER OF GRAVITY IN CONDITIONS A AND A-1. For each tank which was not completely full or completely empty at the time of the inclining experiment. the deﬂection of each pendulum is entered in addition to the tangent of the angle of inclination. including the ﬁnal position. The total weight and the vertical. Plot of tangents. and the tangent of the angle of inclination.
6. Two forms are provided for each of these conditions. c. 096-2.5.12 REMARKS AND MISCELLANEOUS CALCULATIONS. nation of Condition A should be included in the report.4. consideration should be given to the list and trim at the time the tanks were sounded. The document authorizing an inclining experiment will indicate the loading conditions required for the particular experiment. and general measurements are entered on the title sheet. 096-2. When the conﬁguration of the bilges and quantity of water are such that a substantial transverse motion of bilge water occurs at the angles of heel obtained during the experiment.5. Similarly. (PART 2) STABILITY DATA FOR SURFACE SHIPS ONLY 096-2.6. The deﬁnitions of loading conditions for surface ships are given in paragraph 096-2. Refer to paragraph 096-2. Any explanatory remarks or information that would be useful in evaluating the Inclining Experiment Report should be included on the form Remarks and Miscellaneous Calculations. The various pages of this Part are listed under Contents. Under References.2.6. a.2 LOADING CONDITIONS INCLUDED IN REPORT. Boats.3.5.
Refer to paragraph 096-2. should be furnished on the form entitled Remarks and Miscellaneous Calculations. identiﬁcation number.1. all plans and other data used in preparing the booklet are listed.S9086-C6-STM-010/CH-096R1 surface effect of the water at the actual and normal levels. All calculations leading to the determi-
a.1.1 Armament.6 CONTENTS OF INCLINING EXPERIMENT REPORT. and free surface effect of tanks in the as inclined condition. Calculations such as the determination of the moment of inertia of free surface.1.1 STABILITY DATA FOR SURFACE SHIPS ONLY. center of gravity. The free surface effect of the excess bilge water is then taken into account by adding its transverse moments to the transverse moments of the inclining weights at the various angles of heel. 096-2. The reference line for longitudinal centers shall also be included. In a long tank.
096-2. and in the order listed in paragraph 096-2.1(Table 096-2-7B). 096-2.13. or a free surface may exist which is not apparent from the soundings. 096-2.2 Ship In Condition A-Light Ship.
096-2. the liquid level at one end may be several inches above or below the level at the other end. The ships name.2. Refer to paragraph 096-2. the actual transverse position of the center of gravity of that portion of the bilge water which exceeds the normal quantity. a free surface may not extend throughout the length of a tank.6.7. b. one entitled Ship in Condition______(Small Free Sur96-20
. it is necessary to determine. Ballast. In determining the capacity.5. which cannot be presented on the other forms.11 DIAGRAM SHOWING LOCATION OF DRAFT MARKS.6. In such cases.5. for each angle of inclination obtained during the inclining experiment.3 Changes in Condition A Weight Since Inclining. as well as the relationship of the molded baseline to the bottom of the keel amidships. the free surface effect cannot be evaluated in terms of vertical moment of free surface. Submarine Batteries. A sketch shall be made of the proﬁle of the hull to show the location of the draft marks relative to the perpendiculars.
TPI Longitudinal center of ﬂotation. the former is used when the total moment of inertia of all slack tanks in feet to the fourth is numerically less than twenty times the displacement in tons.6. utilizing a program approved by NAVSEA.2. LCF Longitudinal center of buoyancy.10. Should the trim in the loading condition exceed 1/150 of the length between perpendiculars or there is an abrupt change in the shape of the waterplane due to trim. A copy of an applicable diagram for a sister ship may be used. MTI Tons per inch immersion. the required form characteristics should be determined manually with the aid of Bonjean curves or by computer means. b. A sample sheet showing a satisfactory arrangement is shown on Figure 096-2-2. A statement as to whether the curves are based on even keel or (x) feet trim between drafts or perpendiculars should be included.6.3 EXCESSIVE TRIM IN LOADING CONDITION. draft and included in the stability data:
The following form characteristics are plotted against
Displacement in salt water & Delta. separate scales should be provided for each of these functions so that their values may be read directly. LCB
a. It is not necessary to plot the functions for drafts below the light ship draft. the latter form is used. The title of the appropriate condition should appear at the top of the sheet.
096-2.4 DISPLACEMENT AND OTHER CURVES.S9086-C6-STM-010/CH-096R1 face Effect) and the other Ship in Condition______(Large Free Surface Effect). Wherever possible. Otherwise. b. The righting arm curve trim corrections need only be determined if a suitable computer program is readily available or speciﬁcally required by NAVSEA. SW Transverse metacenter.
. KM Moment to trim one inch. As speciﬁed in paragraph 096-2.
096-2.
Figure 096-2-2.
096-2.3 are tabulated. 096-2. The load items are added to the ship in Condition A to obtain 96-22
. The effect of this added weight is shown by a straight line for each condition of loading included in the stability data. plotted so that ordinates represent heights of the added weight and the abscissae represent the increase or decrease in metacentric height.6 DIAGRAM SHOWING LOCATION OF DRAFT MARKS. The ﬁxed weight considered is a round number of tons. Sample Sheet for Plotting Displacement and Other Curves 096-2. about one percent of the full load displacement. covering approximately the same range of displacement as the form characteristics.6. A sister ship diagram may be used.5. 096-2. The weights and locations of the center of gravity of each item of load as deﬁned in paragraph 096-2.8 SUMMARY OF LOAD ITEMS.5 CROSS CURVES OF STABILITY.6.7. A set of cross curves of stability is included.6. A statement of the assumed axis and the extent of watertightness of the hull is included. A diagram is included showing the approximate change in metacentric height due to adding a ﬁxed weight at levels between the keel and the highest level of the superstructure.6.11. The heights of the various deck levels amidships are indicated on the diagram. Refer to paragraph 096-2. The effect of the added weight in changing the position of the transverse metacenter and the vertical position of the center of gravity of the ship are taken into account.7 APPROXIMATE CHANGE IN METACENTRIC HEIGHT DUE TO ADDED WEIGHT.
in addition.W.10. DENSITY FACTORS FOR LIQUID LOADS
LIQUID #/FT
#/FT3 TON
Saltwater Freshwater NSFO Hydraulic oil Lube oil (Propulsion) Lube oil (Aviation) Navy Distaillate Fuel Diesel Oil JP-5 Alcohol Gasoline (Automobile) Gasoline (Aviation)
64.4 51.0 39. and capacities of water tanks to 100 percent full.0 329.97 52.3. S.12 COMPARTMENT CAPACITIES.6.0 38. the vertical moment of free surface is included in this tabulation as speciﬁed in paragraph 096-2.7 316.37 43.5.18 52.2.4 49. For ships having a small free surface effect.6.a For ships which have a large free surface effect. A list of all compartments intended for stowing ammunition.0 44. and the associated moments are tabulated and separate summations made for each type of load.50 45. stores.b 096-2. is included only for ships which have a large free surface effect. longitudinal and transverse position of the center of gravity are tabulated. Where tanks are ﬁtted for fuel oil or ballast.2. 096-2. The vertical moment of free surface. The vertical moment of free surface is the moment of inertia at the level at which this ﬁgure is a maximum divided by the speciﬁc volume of the liquid in cubic feet per ton.4 298.10 CORRECTION TO RIGHTING ARMS FOR FREE SURFACE.2.3 43. Table 096-2-1.8 269. location of the center of gravity. details of which are discussed in paragraph 096-2. the weight of salt water at the rated capacity is shown.0 38.1 44. including salt water ballast. Capacities of gasoline tanks correspond to the rated gasoline capacity and. Transverse moments are included only for new construction and ships with a list problem as described in paragraph 096-2. or dry cargo is prepared.6.2
261. capacity in gallons and tons. provisions. 096-2.0 36.5 39.6.50 56.11 TANK CAPACITIES.6. In the case of compensated gasoline tanks.3 284. Tanks normally used for carrying liquids as cargo or for issue to other ships are so designated.00 62.5 383.00 58.8 369.9 DETAILS OF LOAD ITEMS.0 291.4 322. A tabulation is made of all tanks or voids ﬁtted for carrying liquids in bulk.1.2.0
096-2. The weight. The density factors for liquid loads are listed in Table 096-2-1. GAS. This calculation.75
35. the vertical moment is I/& delta. the tabulation of vertical moment of free surface is not made on these sheets since the free surface effect is determined by a separate calculation as discussed in paragraph 096-2. as discussed in paragraph 096-2.3.10. minus I/& delta.9 331.22 59.9 42.18 57. the weight of fuel oil is entered but the fact that they are ﬁtted for ballast is indicated. and the vertical.80 50. Capacities of oil tanks correspond to the 95 percent full condition.10. Tanks are grouped according to the type of liquid carried.04 50. Details of the items of load for each load condition are included.6.0 288. giving the bale capacity and the vertical and longitudinal position of 96-23
.S9086-C6-STM-010/CH-096R1 the displacement and center of gravity for the ship in the applicable conditions outlined in paragraph 096-2.
the type of material stowed is indicated.6. aviation and mobile support equipment 7 Cargo 8 Passengers 9 Salt water ballast b. 096-2.1 DISTINCTIONS BETWEEN LIGHT SHIP AND VARIABLE LOAD. The variable load includes: 1 Crew and effects 2 Ammunition 3 Provisions and personnel stores 4 General stores 5 Liquids in storage tanks 6 Airplanes and aviation stores. Items which are considered to be reasonably permanent and are therefore included in Condition A are identiﬁed in paragraph 096-2. the total displacement is considered to consist of light ship displacement and variable load.S9086-C6-STM-010/CH-096R1 the center of gravity of each space. which are aboard.2 Variable Load.6.7 CONDITIONS OF LOADING FOR SURFACE SHIPS Refer to paragraph 096-2.1. designated as Condition A. 096-2.
096-2. and to permit comparison of the characteristics of similar ships. the normal liquid carried in the tank is treated as a load item with free surface.7. 096-2. The variable load includes all items.5. The light ship condition.2 DEFINITIONS OF CONDITIONS OF LOADING FOR SURFACE SHIPS. 096-2. a. 96-24
. In all cases. One sheet shall be ﬁlled out indicating the distance of each frame from the longitudinal reference point in feet and decimals. Certain signiﬁcant conditions of loading have been deﬁned and assigned identifying letters for convenient reference. 096-2. Compartments containing the same type of material are listed together. these are the loads which are subject to change during a voyage. c.1 Light Ship. includes the weight of the ship with all those items which are not consumable and not subject to frequent change. It is intended primarily to serve as a basic condition to which the items of variable load may be added in order to arrive at the other conditions of loading.1.14 REMARKS AND MISCELLANEOUS CALCULATIONS.5. For ammunition stowages.7.7. For ships with anti-roll tanks.7.3.1. To permit calculation of the characteristics of a ship under any condition of loading. other than those in Condition A. It is important that any weight which will normally be carried in service in a particular condition of loading be included either in Condition A or in the variable load. In general.13 TABLE OF FRAME SPACINGS. The frame spacings should also be included on this sheet.12. and that no weight be included both in Condition A and as an item of variable load. The distinction outlined above between Condition A weights and the variable load is adequate for all practical purposes. 096-2. the maximum capacity of each space in rounds is also included.
b. anti-roll tank liquid. Condition A-1-Light Ship. the loading which would be most favorable at the beginning of an engagement. with ultimate armament but peacetime boat allowance aboard. e.S9086-C6-STM-010/CH-096R1 a. cargo (liquids and solid) is included in amounts normally carried or to the speciﬁed portion of the full capacity of the assigned spaces. Total weights are obtained by allowing following pounds per man. Ship complete. The center of gravity is taken as berthed.3 DETAILED DESCRIPTION OF CONDITIONS OF LOADING FOR SURFACE SHIPS. Condition D consists of: 1 Full load (contractual). This condition applies to inclining reports. This condition applies to weight estimating and weight reporting. and passengers that can be accommodated. 96-25
. full. full supply of provisions and stores for the periods speciﬁed in the design characteristics. f. including permanent ballast (solid and liquid). unless such tanks are compensating. without any items of variable load. Condition E-Capacity Load Condition. 2 Full load (departure). full allowance of aircraft and vehicles (empty weight with full allowance of repair parts and stores). ready for service in every respect. other than for ships own use. Maximum amounts of cargo and supplies. JP-5. Condition C-Optimum Battle Condition. Condition E loading shall not exceed the limiting drafts. potable and reserve feed water tanks are 100& pct.3. For combatant ships it represents. full. approximately. conditions which would exist toward the end of an engagement. d. and passengers. gasoline. fuel. such as battleships and aircraft carriers. Condition A-Light Ship. conditions of loading are described in the following subparagraphs. However. This condition represents the ship under wartime conditions. maximum stowage of ammunition in magazines and ready service spaces. The weight of crew and effects is based on the wartime complement as currently authorized by the Chief of Naval Personnel. A condition in which the ship has the minimum stability characteristics likely to exist in normal operation. Condition B-Minimum Operating Condition. diesel oil. stores. ready for service in every respect. on-board repair parts. all other liquids in tanks to required capacity in accordance with characteristics and existing liquid loading instructions. Condition D-Full Load Condition. Ship complete. 096-2. Liquids are included in amounts and locations which will provide satisfactory stability and trim and limitation of list in case of underwater damage.1 Condition D-Full Load (Contractual). Compensating tanks shall be considered ﬁlled with 95 percent fuel and 5 percent salt water. fuel in amount necessary to meet endurance requirements. aviation mobile support equipment as assigned and liquids in machinery at operating levels. and other liquids referred to above are for the ship’s own use. full allowance of aircraft and vehicles (empty weight with full allowance of repair parts and stores). Crew and effects. It is Condition A (light ship) plus the following variable loads: authorized complement of officers.7. This condition is applicable only to those ships which have extensive underwater defense systems. approximately. maximum amount of provisions and stores that can be carried in the assigned spaces. It is Condition A (light ship) plus the following variable loads: maximum number of officers. load to Condition A: Distinct
The condition is determined by adding the following variable
a. ready for service in every respect. and lube oil shall not exceed 95 percent of tank capacity. Fuel oil. Ship complete. The components of load will depend on the type of ship and its service. maximum capacity of liquids in tanks. and their effects. Same as full load (contractual) except fuel and lube oil tanks are 95& pct. c. after a long period at sea. men. The ammunition.7. and their effects. men. This is the condition which provides the optimum amount and distribution of liquids from the standpoint of resistance to underwater damage and represents. 096-2. Condition A without permanent ballast (solid or liquid). full allowances of ammunition in magazines and ready service spaces.
distributed in storage and service tanks or settling tanks equivalent to service tanks. capacity of fuel tanks. 95& pct. Amount necessary to meet endurance requirements.80 1. Aviation and vehicle fuel. distributed in storage tanks and settling tanks. Lubricating oil. Diesel oil. A full load of ammunition consists of the full allowance. etc. Potable water. unloaded.11 1. m. cleaning ﬂuid. l. e. Table 096-2-2. Provisions and personnel stores. bombs. with full allowance of repair 96-26
. Compensating water in aviation and vehicle fuel tanks. The weight. Maximum quantities are assumed in the ready-service stowage and the remainder in magazines. k. g. Fuel oil. f. Ft. Sufficient salt water to completely ﬁll the compensating tanks in conjunction with 95& pct. a 30 day upper limit is recommended.5
d.65 0. Airplanes and aviation stores.7 0. and transfer tanks are assumed to be 25& pct. Fog oil. guided missiles.7 0. Amount necessary to meet endurance requirements. i. pyrotechnics. fuel. density. Table 096-2-2 may be used. depth charges. Amount necessary to meet endurance requirements.20 1. Medical stores and troops stores are included in the amounts normally carried. Miscellaneous liquids.6 0. hydraulic oil. holding. other than personnel stores. The utilization factor is the ratio of the volume the load item occupies to the total volume of the space. Overﬂow oil tanks shall be ﬁlled to an amount necessary to meet endurance requirements.07 0. full and of salt water density. assuming compact stowage. General stores. Quantities should not exceed the capacities of the available spaces.7 0. Because of the perishable nature of the food items stored in chill. Full design complement of aircraft. Ammunition. and utilization factors used are given in Table 096-2-2. amount necessary to meet endurance requirements. PROVISION DATA
Provisions Dry Freeze Chill Clothing and Small Stores Ships Store Stock General Stores Pounds Per Man Per Day 3. mines. j. This item includes all stores. c. and aircraft ammunition. Contaminated oil tanks are assumed empty. which are of a consumable nature. The sewage collecting.5 0. h. The weight of this item is based on the complement and the number of days endurance speciﬁed in the Design Characteristics. Reserve feed water. This item includes torpedoes. Amount necessary to meet endurance requirements. The density factor should be applied to the net volume of each compartment to determine its capacity in pounds for any load item. Amount necessary to meet endurance requirements. 34 39 29 13 25 18 Utilization Factor 0. Per Cu.06 Density Lbs.S9086-C6-STM-010/CH-096R1
Officers (commissioned or 400 warrent) Chief Petty Officers Other Enlisted Personnel 330 230
b. The quantity required is for the period speciﬁed in the Design Characteristics. distributed in storage and service tanks.
Weights may be obtained by using the same factors as for full load. n. Cargo. potable and reserve feed water tanks are 100& pct. b. The weight of the maximum number of crew and their effects which can be accommodated. Weights may be obtained by using the same factors as for full load. 1 Salt water ballast. Cargo includes all items of ammunition. One hundred percent of the total net volume of each tank. Ammunition. full. contaminated fuel oil settling tanks and lube oil settling tanks are empty in this condition. If the portion of these items for the ships own use is not physically segregated from the portion carried for issue. Ninety ﬁve percent of the total net volume of each tank.S9086-C6-STM-010/CH-096R1 parts and stores. mines. g.2 Condition D-Full Load (Departure). 096-2. Amount and distribution in accordance with ballasting instructions. General stores. guided missiles.3. fuel. other than personnel stores. 096-2. portable power and air conditioning units. jacks. This item includes the maximum amount of provisions and personnel stores that can be carried in the assigned spaces. The design estimate weights should be used. The center of gravity is taken as berthed except that. Lubricating oil. e. f. between hangar and ﬂight decks. water. in which case a ﬁgure of 290 pounds per man is used. One hundred percent of the total net volume of each tank. endurance information should be obtained from NAVSEC Code 6134. Load details same as for Full Load (contractual) except fuel and lube oil tanks are 95& pct. which is likely to be encountered in service. All self-propelled and portable equipment for service and maintenance of aircraft such as tractors. o.3.
Officers (commissioned or warrent) Chief Petty Officers Other Enlisted Personnel 400 330 230
For embarked troops. in the case of ships carrying large numbers of passengers. crash cranes. fork lifts. h. c. Passengers include troops in the case of transports and patients on hospital ships. from the stability standpoint.3 Condition E-Capacity Load Condition. Distribution shall be that as normally stowed when not in service. The distribution of aircraft. Ninety ﬁve percent of the total net volume of each tank. tow bars. and other liquid loads.7. Fuel oil. Potable water. dollies. If design characteristics are not available. d. Provisions and personnel stores. Reserve feed water. provisions. the following weights expressed as pounds per man are applicable. and aircraft ammunition. a ﬁgure of 240 pounds per man is used for both officer and enlisted personnel unless troops are equipped for arctic operation. a reasonable portion is allocated to the ship and the remainder considered cargo. shall be the most unfavorable. depth charges.7. a realistic assumption as to distribution is made if this consideration has a signiﬁcant effect on stability. For passengers and effects. pyrotechnics. ﬁre engines. full. which are of a consumable nature. This item includes all stores. other than troops. Number of passengers should be the authorized complement. Weights are obtained using the same factors as for full load. which are normally carried for issue to other activities. bombs. etc. etc. stores. Maximum stowage of ammunition in magazines and ready service spaces. 96-27
. The quantity required is the maximum amount that can be carried in the assigned spaces. Amount necessary to meet design requirements. 2 Aviation mobile support equipment. liquid loading instructions of Damage Control Book. Crew and effects. This item includes torpedoes. Passengers. able load to Condition A: This condition is determined by adding the following vari-
fuel. Cargo.3. water. or that amount required by the liquid loading instructions for stability or underwater protection. Airplanes and aviation stores. Two-thirds of the amount in full load. between hangar and ﬂight decks. Distribution shall be that as normally stowed when not in service. l. General Stores. dollies. Ammunition. stores. jacks. Provisions and personnel stores. 96-28
. torpedoes and mines. Miscellaneous liquids. Lubricating oil. provisions. torpedoes. m. shall be the most unfavorable from the stability standpoint. cleaning ﬂuid. ninety ﬁve percent of the total net volume of each tank. For missiles. Weights are obtained using the same factors as for Full Load Condition (Condition D). c. This condition is determined by adding the following variable load to Condition A: (percentages are of full load departure) a. and mines) included in Full Load with maximum quantities in ready-service stowages and the remainder in magazines. depth charges.4 Condition B-Minimum Operating Condition.7. Aviation mobile support equipment. with maximum repair parts and stores. which is likely to be encountered in service. One-third the quantity of aircraft ammunition is included for aircraft carriers. Maximum amount of passengers which can be accommodated including troops in the case of transports and patients in hospital ships. ﬁre engines. whichever is larger. p. One-third of the amount in full load. Ninety ﬁve percent of the total net volume of each tank. Fuel oil. Overﬂow fuel oil tanks are considered 95 percent of the total net volume of each tank. contaminated. e. Compensating water in aviation and vehicle fuel tanks. Contaminated tanks are assumed empty. k. Same as Full Load Condition. Includes the maximum amount of ammunition. Fuel oil service. which are carried for issue to other activities. etc. 096-2. portable power and air conditioning units.S9086-C6-STM-010/CH-096R1 i. crash cranes. If the portion of these items for the ships own use is not physically separated from the portion carried for issue. a reasonable portion is allocated to the ship and the remainder considered cargo. One-third of the amount in full load distributed in storage and settling tanks. b. Diesel oil. j. One-third of the amount in full load. and settling tanks are assumed to be half full. h. One-third of the amount in full load. d. Full complement of aircraft unloaded. Maximum amount carried in assigned spaces. Fog oil. The distribution of aircraft. g. depth charges. Two-thirds of the amount in full load or that amount required by the liquid loading instructions for stability or underwater protection. etc. fuel. hydraulic oil. Passengers. Crew and effects. tow bars. etc. Potable water. use full load. Reserve feed water. Salt water ballast and other liquids. n. Amount and distribution in accordance with ballasting instructions. One-third of the ammunition (excluding missiles. o. q. whichever is larger. All self-propelled and portable equipment for service and maintenance of aircraft such as tractors. liquid loading instructions of Damage Control Book. Sufficient salt water to completely ﬁll the compensating tanks in conjunction with 95& pct. fork lifts. f.
Fog oil. For ships of destroyer size and smaller. Same as for full load. Sufficient salt water to completely ﬁll the compensating tanks in conjunction with the fuel. One-third of the amount in full load. r. j. l. Salt water ballast and other liquids. Two-thirds of the amount in full load. 096-2. Aviation or vehicle fuel.7. Two-thirds of the amount in full load distributed in storage and settling tanks. e. Amount and distribution in accordance with liquid loading instructions of Damage Control Book. 96-29
. Diesel oil. d. One half of the fuel oil service and settling tanks are assumed to be half full. Two-thirds of the amount in full load. q. Potable water.S9086-C6-STM-010/CH-096R1 i. Same as for full load. All tanks required to be ballasted are assumed to be full of fuel to 95% of the net volume of the tank. o. Two-thirds of the amount in full load. and transfer tanks are empty. Fog oil. This condition is determined by adding the following variable load to Condition A: (Percentages are of full load departure) a. Two-thirds of the amount in full load. Compensating water in aviation fuel tanks. j. Two-thirds of the amount in full load. Lubricating oil. onethird of the amount in full load. General stores. the cargo assumed in the Minimum Operating Condition is one-third of the amount in full load. reduced by aircraft ammunition. one-half the amount in full load. Aviation fuel. k. Same as for full load. Diesel oil. Same as for full load. Fuel oil. such as tenders and replenishment ships. k. diesel oil is treated in the manner described above for fuel oil. Reserve feed water. Provisions and personnel stores. m.5 Condition C-Optimum Battle Condition. Two-thirds of the amount in full load. Two-thirds of the amount in full load. p. All loading in the Minimum Operating Condition should conform to all loading instructions issued to the ship. Same as full load. For ships whose normal function requires that they unload all cargo. Cargo. which carry cargo for issue to other ships or activities and do not normally unload completely. One-third of the amount in full load. Aircraft and aviation stores. i. For ships. Assume sewage collecting. Compensating water in aviation and vehicle fuel tanks. Crew and effects. no cargo is included in the Minimum Operating Condition. Aviation mobile support equipment. b. g. For larger ships. Sufficient salt water to completely ﬁll the compensating tanks in conjunction with the fuel. l.3. All other tanks are assumed empty if this is consistent with the ships loading instructions. Passengers. Ammunition. f. h. c. The remaining fuel oil service and settling tanks are considered full. For diesel-driven ships. n. holding.
5. centers of gravity.3 DETAILED CHANGES IN CONDITION A AND SUBMERGED DISPLACEMENT SINCE LAST INCLINING AND TRIM DIVE.3. and weights relocated so that the totals can be added on the sheet entitled Ship in Condition A.3. n. If the weight changes since the inclining experiment and the changes since the trim dive are identical. with weights. Table 096-2-7C. On this sheet the Condition A weight and longitudinal moment for the ship at the time of trim dive and at present are calculated from the Condition A data in the most recent Inclining Experiment Report. fully loaded.8. 096-2. Aircraft. a separate calculation of change in Condition A weight and longitudinal moment since the trim dive is made. Aviation mobile support equipment.5 DETAILS OF LOAD ON TRIM DIVE. Aviation mobile support equipment. If the changes are not identical. 096-2.
Refer to paragraph 096-2. Separate summations are made for each type of load. trim. The various pages of this part and their order are listed in paragraph 096-2.8.6 lbs/cu.1 Armament.2. Detailed calculation of the displacement (in tons) and the longitudinal center of buoyancy of any alterations made since the trim dive which affect the submerged modify the load to submerge as discussed in paragraph 096-2.8. o. This sheet contains a summary of the weight and longitudinal moment of the items of load at the time of the trim dive. Salt water ballast and other liquids. Aviation stores. Finally the present load to submerge is calculated for three water densities: 64. Details of the calculation of weight and longitudinal moment of the load to submerge at the time of the trim dive are included.1.5. Same as full load. 96-30
.2. The distribution on the ﬂight and hangar decks shall be the most unfavorable from the standpoint of stability. Ballast. the total change in weight and longitudinal moment may be taken from these ﬁgures for the purpose of modifying the load to submerge.8. Under References all drawings and data used in preparing this booklet are listed.2. Full complement of aircraft. 096-2. Submarine Batteries.2 Condition A-Light Ship. and list which is likely to be encountered during major launching operations. Using the load at the time of the trim dive. Boats. (PART 2) DATA FOR SUBMARINES
096-2. and transfer tanks are empty.8. activity by which prepared and general measurements are entered on this sheet. and the vertical and longitudinal moments of the various items are included. Amount and distribution in accordance with liquid loading instructions of Damage Control Book.ft. q. Separate summations are made for weights added. 096-2.2.8 CONTENTS OF INCLINING EXPERIMENT REPORT. The ships name and identiﬁcation number.S9086-C6-STM-010/CH-096R1 m. 096-2. Same as full load. Details of the changes in Condition A since the inclining experiment. Same as full load.13.0 and 63.1 STABILITY AND EQUILIBRIUM DATA FOR SUBMARINES.8. Refer to paragraph 096-2.8. holding. 64. weights removed. 096-2.2 LOAD TO SUBMERGE DETERMINATION.8. Assume sewage collecting. the submerged displacement is then calculated and compared to that given on the displacement and other curves drawing. p.4 LOAD TO SUBMERGE AT TIME OF TRIM DIVE. date of trim dive.
3 Water ballast in main ballast. b. After the total weight and longitudinal moment of the variable ballast have been determined. fuel ballast. The displacement. a. and the vertical and longitudinal positions of the center of gravity in Condition M are calculated by adding: 96-31
. divided by the displacement. BG. 2 The disposition of variable ballast (both water and fuel oil) is that which produces the maximum metacentric height consistent with the proper longitudinal moment. together with the moment of free surface. 096-2. This ﬁgure. b. fuel ballast. 2 Water ballast in main ballast.7 SHIP IN CONDITION N-SUBMERGED. vertical moment of free surface. fuel ballast. The weight and longitudinal moment or the variable bal-
a.S9086-C6-STM-010/CH-096R1 096-2. 096-2. The displacement and the vertical and longitudinal posi-
a.6 SHIP IN CONDITION N-SURFACE.8.8 VARIABLE BALLAST IN CONDITION. and safety tanks above the level of the residual water. The displacement. and the vertical and longitudinal position of the center of gravity are determined. and safety tanks from the vertical moment of free surface in condition N Surface.9 CONDITION M-SURFACE DIVING TRIM. and the statical stability curve are determined. the vertical position of its center of gravity is calculated. moment to heel one degree. The free surface correction is determined by dividing the total vertical moment of free surface by the displacement. 096-2. moment to heel one degree. and safety tanks. fuel ballast.9. The foregoing factors are calculated by adding: 1 Ship in Condition A 2 Variable load in Condition N 3 Variable ballast in Condition N 4 Residual water in main ballast.8. vertical moment of free surface.8. is the free surface correction.b The remaining weight of the variable ballast consists of variable water. With the submarine surfaced:
a. The vertical moment of free surface in Condition N-Sub is calculated by deducting the vertical moment of free surface of the residual water in the main ballast. fuel ballast. From the foregoing.8. c. The foregoing are calculated by deducting the following items from the load to submerge: 1 Variable load in Condition N 2 Residual water in main ballast. The metacentric height.2. The foregoing are calculated by adding: 1 Ship in Condition N. last in Condition N are determined.5. the disposition of ballast in the individual tanks is established on the following basis: 1 The weight of variable fuel or variable fresh water is determined in accordance with the deﬁnition of paragraph 096-2. and safety tanks b. DIVING TRIM. When the disposition of the variable ballast has been determined. and the statical stability curve are determined. drafts forward and aft. and safety tanks above the level of the residual water. tion of the center of gravity are determined.
b. and safety tanks. The displacement and the vertical and longitudinal positions of the center of gravity in Condition M-Sub are calculated by adding: 1 Ship in Condition M. 2 Water ballast in main ballast and safety tanks above the level of the residual water. the effect of the fuel ballast tanks should not be included since these tanks are ﬁlled in this condition. 096-2. and the statical stability curve are determined. 096-2. The weight. 2 Residual water in main ballast. are calculated. Variable load in Condition M. the vertical moment of free surface.4. In Condition M:
a.8. moment to heel one degree.13 CROSS CURVES OF STABILITY.5. fuel ballast. Refer to paragraph 096-2. Variable ballast in Condition M. is the free surface correction. divided by the displacement. b. Water ballast in main ballast and safety tanks above the level of the residual water. 096-2.8. The vertical moment of free surface in Condition M-Sub is calculated by deducting the vertical moment of free surface of the residual water in the main ballast and safety tanks from the vertical moment of free surface in Condition M.11.6. BG. fuel ballast.5. Refer to paragraph 096-2. the metacentric height. From the foregoing. and the statical stability curve are determined. center of gravity. In entering the value for the vertical moment of free surface of the residual water.6.
Refer to paragraph 096-2.
096-2.8. This ﬁgure.10 CONDITION M-SUBMERGED.S9086-C6-STM-010/CH-096R1 1 2 3 4 Ship in Condition A.9. Water seal in fuel ballast tanks.8.
5 Water seal in fuel ballast tanks. When submerged:
a. c.8.12 DISPLACEMENT AND OTHER CURVES. and safety tanks. Disposition of the variable ballast is determined in the manner described in paragraph 096-2.b.14 DIAGRAM SHOWING LOCATION OF DRAFT MARKS.5. d. The weight and longitudinal moment of the variable ballast are calculated by deducting the following items from the load to submerge. and the vertical and longitudinal moments of the variable load in Conditions N and M.11 VARIABLE BALLAST IN CONDITION M. The vertical position of the center of gravity and the vertical moment of free surface are determined.a. as deﬁned in paragraph 096-2. 1 Variable load in Condition M. 096-2. 96-32
. moment to heel one degree.15 VARIABLE LOAD IN CONDITIONS N AND M.5. b.9.
096-2. Residual water in main ballast. From the foregoing.8. drafts forward and aft.
Ships ﬁtted with a Trim/W. These ﬁgures represent the water above the level of the residual water.R. the negative tank and the balance of the depth control system capacity not used as a variable load item. vertical moment. c. The same process may be repeated. Thus. is a graphic representation of the range of weight and longitudinal moment which can be obtained by adjusting the liquids in the variable water and variable fuel tanks and. and safety tanks and the other for the main ballast and safety tanks. b.S9086-C6-STM-010/CH-096R1 096-2. the minimum amount of required ﬂush water should be deducted from the auxiliary tankage in constructing the equilibrium polygon. 096-2. On those submarines in which the sanitary ﬂush water is obtained from a pressurized auxiliary tank. Notes on the polygon shall indicate any remedial action available for points falling outside the polygon. as deﬁned in paragraph 096-2. FUEL BALLAST. Details of the weight. required in any of the equilibrium conditions. the total weight and longitudinal moment for each of these summations are calculated at densities of 64. 096-2. plotted on a horizontal scale of longitudinal moment and a vertical scale of weight. starting with the aftermost tank and proceeding forward. and vertical and longitudinal moments of items of variable load. center of gravity. For condition M: Weight and vertical and longitudinal moments of water seal in fuel ballast tanks. illustrated in Figure 096-2-3. Successive points represent the cumulative effect of additional tanks. Separate summations are also made for each of the other items of load. The diagram consists of a polygon. fuel ballast. vertical moment of free surface.21 are plotted on this diagram to determine whether the necessary adjustment can be obtained.T. center of gravity.3. The details of the weight and moments of the residual water and the water seal are included.9. The equilibrium polygon. collecting. and expansion tanks and for oil in the fuel ballast tanks.T. and the vertical and longitudinal moments of the water ballast in the main ballast. WATER SEAL AND MBT LEAD CORRECTIONS. one for the main ballast.19 EQUILIBRIUM POLYGON. The weight and moment of the variable ballast to balance for each of the equilibrium conditions deﬁned in paragraph 096-2. For condition M: Summation same as for Condition N except that the vertical moment of free surface of residual water in fuel ballast tanks is not included. The ship can submerge with neutral buoyancy and zero trim in any condition for which the variable ballast to balance falls within the polygon. a.17 WATER BALLAST IN MAIN BALLAST. clean fuel oil. and point B the combined weight and moment of the forward trim and forward variable fuel oil tank.8. on Figure 096-2-3 point A represents the weight and moment of the forward trim tank.8.R. vertical moment of free surface. and safety tanks. are included. The coordinates of the points for plotting the equilibrium polygon may be obtained by starting with the weight and longitudinal moment of the tank farthest forward and adding successively the weight and moment of each of the remaining tanks in order of longitudinal position.8.3 and 63.16 DETAILS OF VARIABLE LOAD IN CONDITIONS N AND M. In addition. which encloses all points representing combinations of weight and longitudinal moment to which these liquids can be adjusted. The water in the depth control system 96-33
.8. 096-2.18 RESIDUAL WATER.8. The following summations are required: a. For condition N: Weight.6 pounds per cubic foot for use in calculating the equilibrium conditions. and safety tanks are included. if necessary. AND SAFETY TANKS. Separate summations are made for fuel oil in the normal. Details of weight. tank combined shall use for the outline the total capacity of the tank less the maximum W. and longitudinal moment of the residual water in main ballast. fuel ballast. b. Two summations are required.c. fuel ballast. The effect of ﬂooding the negative tank or the balance of the depth control system is added to the polygon as a broken line if necessary to satisfy any of the equilibrium conditions.
d.8. If a regulating tank is ﬁtted. as described in paragraph 096-2.a.8. the weight and longitudinal moment of the variable ballast necessary to bring the ship to diving trim under these conditions are calculated and compared graphically with the possible adjustment of the variable ballast. The calculation of the coordinates for the equilibrium polygon. The weight for the variable fuel oil tanks is based on the assumption that they are ﬁlled with fuel oil to 95 percent of the total net volume of the tanks. c.19. Sides of the polygon are labeled to correspond to the various tanks as necessary to clarify the diagram. Reballasting (adjustment of lead ballast in Condition A. 96-34
. To demonstrate that the ship can submerge under certain conditions of loading and density of sea water which are considered to be extreme. the portion not considered as safety tank in calculating the equilibrium conditions is considered to be the negative tank.21 EQUILIBRIUM CONDITIONS. e. Detailed instructions for obtaining an acceptable distribution of the equilibrium points within the polygon are given in NAVSEAINST 09290.
Figure 096-2-3. Equilibrium Polygon 096-2.8. 096-2. is included.S9086-C6-STM-010/CH-096R1 may not be used for FBM submarine polygon outlines. Light Ship) may be necessary to bring all equilibrium points not only within the polygon outline but to optimum locations. The density of water in the variable water tanks is taken at 64 pounds per cubic foot.39.20 POINTS FOR EQUILIBRIUM POLYGON.
1 which shall be 64. Submarine is diving in light density water. and FBT’s rigged as ballast tanks.0 pounds per cubic foot. submarine is diving in heavy density water.9. Since these items can be replenished by distillation. A description of each equilibrium condition is as follows: 1 Light no. unsuccessful patrol. This condition is calculated for heavy and light density water.3 pounds per cubic foot (a probable maximum) and for the heavy conditions 63. The terms normal and full as used in the tabulation refer to the normal quantities of the various items as deﬁned in paragraph 096-2. is ﬁtted. 1 (Diesel powered submarines only): Early in the patrol with all torpedoes at the after end of the ship expended. All sea water aboard in the equilibrium conditions is assumed to have a density of 64 pounds per cubic foot except that the water admitted to the main ballast and safety tanks upon diving will have the same density as that assumed for the sea water. Submarine is diving in light density water. 2: For diesel powered submarines. 1 (Mines): Same as Heavy No. and general stores exhausted. heavy. For the light conditions. This condition is calculated for heavy and light density water. the amount included in the equilibrium conditions as water in the safety tank is the full capacity of the regulating tank less ten tons. 2 (Submarines. 2 Group 2. 2: Leaving for patrol (same as Condition N-Sub except WRT at required amount).0 pounds per cubic foot. other than diesel-powered): At the end of a prolonged patrol with all missiles. heavy forward. early in the patrol with maximum probable forward moment. 7 Heavy forward no. Oxygen candles are put in this group when the ship is ﬁtted with at least one oxygen generator. 3 Groups 3. M. or other group 6 items expended. b. it is assumed that the quantity of each item can be kept up to one-half the normal quantity when a light condition is approached and that the tanks may be full in the heavy conditions. This condition is calculated for heavy and light density water. 1: At the end of a fast. and M-Sub. which combines the functions of the safety and negative tank. 2 Light no. 4. torpedoes. N-Sub.6 pounds per cubic foot (a probable minimum). early in the patrol with maximum probable after moment. maximum fuel. submarine is diving in heavy density water. Where a regulating tank. and heavy aft. For other submarines. 2 (Mines): Same as Heavy No.5. The equilibrium condition included in the Stability and Equilibrium Data. together with the quantities of the various items of load assumed to be aboard in each condition. it is assumed to be 64. late in the patrol with all torpedoes at the forward end of ship expended. fuel oil in the NFO tanks partially expended (see footnote 3 to Table 096-2-3). 2 except that a full load of mines is being carried rather than torpedoes. fuel oil in the NFO tanks partially expended (see footnote 2 to Table 096-2-3) and the FBT’s rigged as ballast tanks.S9086-C6-STM-010/CH-096R1 a. 5 Heavy no. but no torpedoes. 1 96-35
. are listed in Table 096-2-3. fuel oil in the FBT’s partially expended (see footnote 1 to Table 096-2-3) and NFO tanks full of fuel. 6 Heavy no. 1 (Diesel powered submarines only): At the beginning of a short sea passage or training exercise. and 5. the density of the water in FBT shall also be the same as the assumed sea water density except for condition HF No. All fuel oil consumed. Fuel at maximum. The heavy forward and heavy aft conditions are calculated for both probable maximum and minimum densities. The equilibrium conditions calculated represent situations in which the ship is normal. but no torpedoes. For conditions N. c. the Light No. 1 except that a full load of mines is being carried rather than torpedoes. the sea water is assumed to be at 64. missiles. light. For other submarines. provisions. The loads assumed in the various equilibrium conditions are based on the following considerations: 1 Group 1. 8 Heavy forward no. 9 Heavy aft: For diesel powered submarines. These loads do not normally vary appreciably and are therefore assumed constant for all conditions. For example. 3 Heavy no. The quantities of items in these groups are interrelated. In addition. late in the patrol with all torpedoes at the after end of the ship expended. 4 Heavy no.
A similar consistency is maintained for the other equilibrium conditions. Group 7. It is considered unreasonable. For each equilibrium condition. oxygen. tanks carry at least the required amount of water when torpedoes or mines are carried in the adjacent tubes. tanks. the least favorable quantity and disposition is assumed. as deﬁned in the preceding paragraph. the provisions.S9086-C6-STM-010/CH-096R1 condition is basically light because of a maximum load of fuel and. For all equilibrium conditions. Since they are carried in compensating tanks. and torpedo tube drain tank has been adjusted to produce the most favorable conditions. Group 9. Each item is treated as a unit and considered to be aboard or not. This is the variable ballast which would be necessary to bring the ship to diving trim with the assumed loading. it is reasonable to expect that all of the material at one end of the ship might be expended while a normal load remained at the other end. and lubricating oil is considered to be the reasonable minimum load. these items may be aboard in normal quantities at any time. Group 6.T. from the load to submerge at the appropriate sea water density. stores. These items. The quantities of these items are determined by the assumptions made as to the loads in the fuel oil tanks and the fuel ballast tanks. 2 condition. quantities and disposition of these items are adjusted to produce the least favorable conditions in conjunction with the effect of the compensating water. The nature of these items is such that. whichever is the less favorable. provided that the W. Group 10.T. may be aboard in normal quantities or completely depleted.R. it is assumed that the salt water in the W. like the items of Group 6. Oxygen candles are assumed to be in Group 3 when no oxygen generator is ﬁtted. to assume that either of these items would be completely expended at one end of the ship while a normal quantity remained at the other end.R. These ﬁgures are obtained by deducting the load. for any of these items. In the Light No. torpedo tubes. with this fuel load. and oxygen are assumed to be depleted and a normal load of fuel with one-half the normal load of lubricating oil is considered to be the reasonable minimum weight of these items consistent with this assumption. three-quarters of the normal load of provisions. Also. The ﬁnal result of the calculation for each equilibrium condition is the weight and longitudinal moment of the variable ballast to balance. Group 8. at any time. stores. or may be completely depleted. and may be expended at one end of the ship while normal quantities are carried at the other end. however.
. As in the case of the items in Group 6. they may be aboard in normal quantities or none may be aboard.
3 63.6 Normal
63. EQUILIBRIUM CONDITIONS G R O U P Items Cond. 1 64. 2 Heavy No.6
1/2 Normal Normal 3/4 Nor.0
64.3/4 Normal mal mal (Nuclear) (Nuclear) 1/2 Nor. M Light No. 1 (Mines) Heavy No. 2 (Mines) Heavy Forward No. system Nitrogen Oxygen candles.c
64.8.8. See paragraph 096-2.6
64.19.Table 096-2-3.3 Heavy Forward No.O. 2 Heavy Aft
Water Density 1 Fixed Loads: Crew and effects Ballistic Missiles and/or Missile compensating water Sanitary tanks Sanitary Flush water Lub. oil sumps Depth Control Water Hovering water Residual water Clean Fuel Oil Water seal in low pressure compensated F.mal (Diesel) sel)
63.c Potable water Battery fresh water Reserve feed water Pure water Reserve for special propulsion plant ﬂuids Provisions General stores Oxygen for air revitalization Oxygen candles. 2 Heavy No.6
64. 1 Light No. see paragraph 096-2.0
64.3 63. 1 Heavy No.3/4 Nor.1/2 Normal (Die. N Cond.
Collectsating ing Expansion Oil in fuel ballast tanks Normal Torpedoes Ammunition Landing craft Vehicles Dry Cargo Liquid cargo in noncompensating tanks Reserve hydaulic oil Passengers Electrolyte above minimum operating level Normal 3/4 Normal 1/2 Normal Water Normal Normal 1/2 Normal Normal 3/4 Nor.Table 096-2-3.1/2 to 3/4 1/2 to 3/4 mal Max Fwd Max Aft Moment Moment Water Normal Normal See note See note 2 2 Normal Water None Normal Full Full load of mines None Normal Normal aft fwd none fwd None aft See Note 1 None
Normal load or none Max fwd Moment (for each item)
Normal or none Max aft Moment (for each item)
. EQUILIBRIUM CONDITIONS .Continued
4 Lubricating oil in storage and reserve tanks Oil and Normal water in tanks compen.
EQUILIBRIUM CONDITIONS .Table 096-2-3.Continued
8 Waste lub oil in compensating tank Liquid cargo in compensating tank Compensating water for waste lub oil Compensating water for liquid cargo Water in Fwd WRT tanks or WRT water in Aft Trim & WRT tank combined Water in Fwd torpedo tube Aft drain tank Water in Fwd torpedo Aft tubes Water in MBT’s & safety tank (above residual water) Water in FBT’s (above residual water) Water seal in FBT’s above residual water Full None None Normal Normal aft fwd None None aft see note fwd 4 See note 4 Normal Normal aft none fwd fwd None aft
Amount required to ﬁll tubes around torpedoes or mines carried None
Req’d amount
None Full None Full
See Note 1 In aft FBT’s None
In fwd FBT’s
6.S9086-C6-STM-010/CH-096R1 096-2. A submarine is said to be in diving trim in any condition of loading when it is so compensated for loads such that complete ﬂooding of the main ballast tanks.8. 096-2. each side shall be considered as a separate tank.26 TABLE OF FRAME SPACING.22 DETAILS OF LOAD FOR EQUILIBRIUM CONDITIONS. Wherever possible. plus the ﬁgure for the water ballast in the ﬂooded tanks. DIVING TRIM BALLAST TANKS FLOODED.25 SHIP IN CONDITION___SURFACE.8. fuel ballast tanks being employed as main ballast tanks. the ﬁgure for the vertical moment of free surface in Condition N or M. 096-2. 96-40
.3 COMPONENTS OF TOTAL DISPLACEMENT. a plot is made to illustrate the minimum GM.16. Condition A. fuel and water ballast.2 SUBMERGED CONDITION.24 CONDITIONS WHILE TRIMMING DOWN. Ballast tanks without centerline division are considered empty. 096-2. From the conditions described in paragraph 096-2.9. and safety tank will cause the vessel to submerge with neutral buoyancy and zero fore-andaft trim.5. In each trimming down condition. as appropriate. To determine the free surface effect while trimming down. In calculating the free surface effect for a pair of ballast tanks. ONE SIDE ONLY. An adequate number of conditions are calculated to permit Plotting a curve of virtual height of the center of gravity against displacement.8.
096-2. and residual water comprise the total displacement of a submarine. Refer to paragraph 096-2.8. The free surface correction is calculated by deducting the vertical moment of free surface of the residual water in the ﬂooded tanks from the vertical moment of free surface in the surface condition and dividing the result by the total displacement. For the remaining items.24. The values of minimum GM while trimming down for both Conditions N and M are indicated on the plot. 096-2. Refer to paragraph 096-2. 096-2.9 CONDITIONS OF LOADING FOR SUBMARINES
096-2. The term submerged condition designates the condition in which all ﬁxed portions of the vessel are completely submerged and the variable ballast is adjusted so that the submarine has neutral buoyancy and zero fore-and-aft trim. 096-2. calculations of weight and longitudinal moment are included under this heading. In order to determine the minimum metacentric height while trimming down. a curve of statical stability is drawn to illustrate the resulting angle of heel and the righting arms.8.13. a number of conditions are calculated to establish the displacement and virtual height of the center gravity of the ship with ballast tanks ﬁlled to various levels. for both Conditions N and M.8.8. even though there is no water tight centerline subdivision since it is assumed that water is entering each side at the same rate. The displacement and the vertical and transverse positions of the center of gravity are calculated for Conditions N and M with all ballast tanks on one side ﬂooded. all ballast tanks are assumed ﬁlled to the same waterline.23 PLOT OF MINIMUM GM WHILE TRIMMING DOWN. 096-2.12. minus the ﬁgure for the residual water in the ﬂooded tanks is divided by the total displacement.9. Heights of virtual center of gravity are plotted against displacement and a curve of height of transverse metacenter added.9.1 DIVING TRIM.27 REMARKS AND MISCELLANEOUS CALCULATIONS.8. the weights and longitudinal moments of the items of load in the equilibrium conditions are taken from the details of variable load in Conditions N and M described in paragraph 096-2. From this. variable load.
and safety tanks 6 Water seal in fuel ballast tanks b. and subroc 25 Guided missiles 26 Special fuels for aircraft.5. c.3. The following items are considered part of the Variable Load: 1 Crew and effects 2 Contents of sanitary tanks 3 Lubricating oil in sump tanks 4 Water in hovering tanks 5 Water in depth control tanks 6 Sanitary ﬂush water 7 Nitrogen 8 Ballistic missiles 9 Water in ballistic missile compensating tanks 10 Water seal in fuel oil low pressure compensated tank 11 Oxygen candles 12 Potable water 13 Battery fresh water 14 Reserve feed water 15 Reserve for special propulsion plant ﬂuids (if any) 16 Provisions 17 General stores 18 Oxygen for air revitalization 19 Lubricating oil in storage tanks-including reserve 20 Fuel oil in sea pressure compensated tanks 21 Fuel oil in low pressure compensated tanks 22 Clean fuel oil 23 Ammunition and pyrotechnics 24 Torpedoes. guided missiles. or waste oil collecting tanks 96-41
. and safety tanks 5 Residual water in main ballast. other than those in Condition A. etc. fuel ballast. except the water ballast used to cause the ship to submerge and the variable ballast (water or fuel oil) used to maintain diving trim. fuel ballast (less water seal). mines. lubricating oil. The Variable Load includes all items aboard ship. the total displacement is considered to consist of: 1 Light ship displacement (Condition A) 2 Variable load 3 Variable ballast (variable water and variable fuel) 4 Water ballast in main ballast. 27 Hydraulic oil in reserve or external storage tanks 28 Passengers 29 Water in compensated waste. and to permit comparison of the characteristics of similar ships. To permit calculation of the characteristics of a submarine under any condition of loading.S9086-C6-STM-010/CH-096R1 a. The Light Ship Displacement (Condition A) is deﬁned in paragraph 096-2.
An operating condition with a full load of oil in nor96-42
. e. Fuel Ballast. liquids in machinery at operating levels. Ship complete. water in torpedo impulse tanks. and emergency rations and fresh water but without any items of consumable or variable load. i.9. air in banks at full charge. Water Seal in Fuel Ballast Tanks includes the water in these tanks above the level of the ﬂood opening and below the level of the compensating water pipe. d. all salt water is assumed to have a density of 64 pounds per cubic foot. Residual Water in Main Ballast. Fuel Ballast. Condition N-Submerged. ship will have neutral buoyancy and zero fore-and-aft trim. c. In this condition. when the tanks are blown. including lead ballast. main ballast. and Safety Tanks includes the water in these tanks above the level of the top of the ﬂood opening. below the top of the ﬂood opening. ready for service in every respect. Condition N-Surface diving trim with normal fuel. diving trim with maximum fuel. Variable fuel oil is the oil carried in the variable fuel oil tanks to compensate for variations in the load in the other types of fuel tanks. and safety tanks are ﬂooded. g. except that main ballast. the quantity which is expelled when the tank is blown. 096-2. fuel ballast. electrolyte in storage batteries at minimum operating level. It is important that any weight which will normally be carried in service be included under one of the above headings and that there is no duplication of any item under different headings. Variable Ballast includes the variable water and variable fuel oil. NOTE Note 2: In all the conditions deﬁned in this paragraph. h. with normal fuel. Condition A-Light ship. Certain signiﬁcant conditions of loading have been deﬁned and assigned identifying letters for convenient reference.e. Variable water is deﬁned as the water in those tanks which are used primarily for compensation for the variable load and for trimming the vessel submerged. Condition M-Surface. and safety tanks empty and with variable ballast adjusted to bring ship to diving trim. Water Ballast in Main Ballast. as follows: NOTE Note 1: Conditions M and M-Sub are not appropriate for ships which are not ﬁtted with fuel ballast tanks. f. normal quantities of other items of variable load.4 DEFINITIONS OF CONDITIONS OF LOADING FOR SUBMARINES. An operating condition with normal fuel oil tanks full. fuel ballast.. A condition identical to Condition N. b.
a. The distinction outlined above between Condition A weights and the variable load is adequate for all practical purposes.S9086-C6-STM-010/CH-096R1 30 31 32 33 Water in water round torpedo tanks WRT water in forward trim and WRT tank combined Water in torpedo tube drain tanks Battery electrolyte (above minimum operating level)
d. and Safety Tanks includes the water which remains in these tanks.
87 Density lbs. An amount of water such that the weight of compensating water plus missiles (pre-ﬁre) equals the back ﬂooded weight (post-ﬁre).62 0.5 DETAILED DESCRIPTION OF CONDITIONS OF LOADING FOR SUBMARINES. The unit weight for effects is taken at 240 pounds for commissioned officers. with maximum fuel.5 Pounds per Man Per day 4. 13 Reserve feed water. The rates of consumption used are given in Table 096-2-4. Tanks ﬁlled with salt water to one-third of the total net volume. The variable load is assumed to be the same in Condition N. of full capacity.7 0. 14 Reserve coolant (pure water). One hundred percent of the net volume of the tanks. or the number of berths. assuming compact stowage. Unit weight for men is taken as 160 pounds and the complement is assumed to be at battle stations submerged. In this condition. 8 Ballistic missiles. Per Cu. 170 pounds for chief petty officers and 70 pounds for other enlisted personnel. Quantities of the various items of load for Conditions N and N-Sub which are designated as normal quantities are determined as follows: 1 Crew and effects: Wartime complement as currently authorized by the Bureau of Naval Personnel. Full charge in ﬂasks not associated with main propulsion power system. and M-Sub except that in conditions M and M-Sub the fuel ballast tanks are used for fuel oil only. a. One hundred percent of the total net volume of the tanks. ship will have neutral buoyancy and zero fore-and-aft trim. except that the main ballast and safety tanks are ﬂooded. The density factor should be applied to the net volume of each compartment to determine its capacity in pounds for any load item. 10 Oxygen candles. On those submarines in which sanitary ﬂush water is obtained from a pressurized auxiliary tank. Table 096-2-4. 4 Water in hovering tanks. 35 39 23
(a) The utilization factor is the ratio of the volume the load item occupies to the total volume of the space. 60& pct. M. N-Sub. 2 Contents of sanitary tanks. 6 Sanitary ﬂush water. Ballistic missiles assigned to the ship.52 1. 9 Water in ballistic missile compensating tanks. normal quantities of other items of variable load.S9086-C6-STM-010/CH-096R1 mal fuel tanks and fuel ballast tanks. Fifty percent of the total net volume of the tanks. the minimum amount required. 96-43
. The weight of provisions is based on the complement and the number of days endurance given in the estimated weights.5 0. Total weight as speciﬁed in the Allowance Parts/Equipage List. 096-2. Ft. fully equipped. 12 Battery fresh water. Condition M-Submerged. Ninety-ﬁve percent of the total net volume of the smaller Depth Control Tank plus ﬁve percent of the total net volume of the larger Depth Control Tank. Seventy-ﬁve percent of the total net volume of the tanks. e. 15 Provisions. in their stowed position. whichever is larger. One hundred percent of the total volume of the tanks. 7 Nitrogen. main ballast and safety tanks empty and with variable ballast adjusted to bring ship to diving trim. 11 Potable water. 5 Water in depth control tanks (pneumatic systems).9. A condition identical to Condition M. Ships with separate sanitary ﬂush tanks. CONSUMPTION RATE
Provisions Dry Freeze Chill Utilization Factor 0. 3 Lubricating oil in sump tanks. One hundred percent of the total net volume of the storage tanks.
are determined by allocating the following pounds per man (lb/man):
Officers (commissioned or warrent) Chief Petty Officers Other Enlisted Personnel 400 lb/man 330 lb/man 230 lb/man
For embarked troops and their equipment. a ﬁgure of 240 pounds per man is used for both officer and enlisted personnel unless troops are equipped for arctic operation in which case a ﬁgure of 290 pound per man is used. If the dry provision and chill stowage will not accommodate the amounts indicated. 23 Clean fuel oil. or if this information is not available. other than personnel stores. the weight should be that which the ship normally loads. 18 Lubricating oil. 20 Sea water in sea pressure compensated fuel expansion tank. The quantity included in the design estimated weights should be used. One hundred percent of the total net volume of the tanks. 19 Fuel oil in sea pressure compensation tanks. Full charge in ﬂasks. ready for war shot. in their stowed position. One hundred percent of the total net volume of the Normal Fuel Tanks and collecting tank. 17 Oxygen for air revitalization. 24 Ammunition and pyrotechnics. subroc. Maximum stowage in all tubes and racks. If the estimated weights are not available or have become obsolete. with storerooms ﬁlled to capacity and the remainder distributed throughout the ship in accordance with actual practice. unless otherwise speciﬁed in the detail speciﬁcations. 31 Electrolyte in storage batteries. and bags are included. Weights used for passengers and their effects. Medical stores are included in the amounts normally carried. Settling tanks empty. Fifty percent of the total net volume of the fuel expansion or overﬂow tanks. The design estimated weights may be used for guidance. cans. Ninety-ﬁve percent of the total net volume of the storage tanks. 26 Guided missiles. etc. Garbage weights. 96-44
. assume the quantity speciﬁed above is aboard. Guided missiles assigned to ship. Any compensating water in these tanks is included under this heading. One hundred percent of the total net volume of the Collecting Tank and one hundred percent of the total net volume of the Normal Fuel Oil tanks less the volume of sea water required in tanks for fuel expansion purpose. 29 Hydraulic oil in reserve or reserve external storage tanks. 25 Torpedoes. For special types assigned aircraft. assume a capacity load of frozen provisions. 30 Passengers. 16 General stores. Rated capacity of the tanks assigned. full load of cargo is included. 22 Sea water in low pressure fuel expansion or overﬂow tanks. Ninety-ﬁve percent of the total net volume of the tanks assigned. This item includes all stores. 28 Special Fuels for Aircraft. One hundred percent of the total net volume of the fuel expansion tank. 21 Fuel oil in low pressure compensated tanks. less the quantities assumed drawn off to fuel the craft or the missiles. The center of gravity is taken as berthed. mines. fully fueled and equipped. For cargo types. 32 Water in compensated waste lubricating oil or waste oil collecting tanks. a 30 day upper limit is recommended. which are of a consumable nature. Ninety-ﬁve percent of the total net volume of the tank. (c) If the freeze spaces will not accommodate the amount indicated above. Maximum amount that can be stored in magazine and ready service spaces.S9086-C6-STM-010/CH-096R1 (b) Because of the perishable nature of food items stored in chill. the ﬁgures in the design estimated weights are used. This item is the weight of the electrolyte between the minimum and normal operating levels. Guided Missiles. other than troops. Use weight. 27 Cargo. of heaviest weapon mix which ship can ﬁre. landing craft and vehicles are included in this category.
Contain no water. e. The residual water in Condition N and Condition M is the amount of water remaining in the main ballast. M.S9086-C6-STM-010/CH-096R1 33 Water in water round torpedoes tanks. c. One hundred percent of the total net volume of the tanks. combines the functions of the safety and negative tanks. after and forward trim tank (excluding amount for WRT if forward trim and WRT tanks are combined). 2 Variable fuel in variable fuel oil tanks. but not to exceed one hundred and twenty percent of the amount required to ﬁll torpedo tubes with water around the smallest torpedo carried. one hundred percent of the total net volume of the tanks. 34 WRT water in forward trim and WRT tank combined. when ﬁtted. (b) The quantity of variable fuel oil is limited to the amount which will permit the ship to be brought to diving trim in conjunction with a reasonable quantity of variable water. This quantity of residual water is included in all conditions of loading. Tanks loaded as necessary to bring the ship to diving trim with maximum metacentric height. it is assumed to be ﬁlled to within ten tons of its capacity. The Water Ballast in Condition N-Sub and M-Sub consists of the following: 1 Main ballast and safety tanks. fuel ballast. The negative tank is assumed empty of all conditions of loading. 35 Water in torpedo tube drain tanks. One hundred percent of the total net volume of the tanks minus residual water. 3 Variable fresh water in variable fresh water tanks. subject to the following: (a) The quantity of variable fuel oil does not exceed 95& pct. 3 Negative tank. This tank. d. It also includes the water held in those topside cavity drain pipes which extend below the residual water line. 96-45
. One hundred percent of the total net volume of the Fuel Ballast Tanks above the bottom of the compensating water pipes or water seal. Water Seal is the quantity of water in the fuel ballast tanks in Conditions M and M-Sub between the level of the top of the ﬂood opening and the bottom of the compensating water pipe. The weight of variable fuel oil in each of the above conditions is equivalent to the increase in weight which will occur when oil in the fuel oil tanks is replaced by salt water. forward. and M-Sub consists of the following: 1 Variable water in auxiliary tanks (excluding sanitary ﬂush tank if auxiliary and sanitary ﬂush tanks are combined). and safety tanks below the level of the highest point of the ﬂood openings when the tanks are blown. One hundred and twenty percent of the amount of water required to ﬂood torpedo tubes around all torpedoes or mines assigned. 2 Fuel ballast tanks. This special sump tank is empty in Conditions N and N-Sub. The variable load in Conditions N and M is calculated by adding the following items: 37 Fuel oil in fuel ballast tanks. N-Sub. Ninety-ﬁve percent of the total net volume of the tanks. of the total net volume of the tank. 36 Torpedo tubes. The weight of variable fresh water in each of the above conditions is limited to the amount which will permit the ship to be brought to diving trim in conjunction with a reasonable quantity of variable water in the auxiliary. The variable ballast in Condition N. minus residual water. 4 Regulating tank. b. In conditions N-Sub and M-Sub. In Condition N-Sub. and aft trim tanks. 38 Lubricating oil in reserve (Emergency lube oil tanks).
divided by the displacement of the ship is designated as the Free Surface Correction. however. The decrease in righting arm at any angle of inclination is given by the formula:
Values of the coefficient C within certain limits are given in Table 096-2-5 and Table 096-2-6. These coefficients may be used as described in paragraph 096-2.1 EFFECT OF FREE SURFACE ON RIGHTING ARM. In drawing a curve of righting arms.10. In such cases. Where the total moment of inertia of all slack tanks is numerically greater than twenty times the displacement. Free liquids in a ship have the effect of reducing the righting arm at various angles of heel. will provide an adequate degree of accuracy for practical purposes. they may be used as outlined below with a satisfactory degree of accuracy for all tanks except in rare cases where the tank is very irregular and also has a large free surface. The application of the following principles. The summation of the vertical moment of free surface for all slack tanks. It must be recognized that a theoretically accurate correction to righting arms for free surface would involve an unreasonable amount of calculation.10 FREE SURFACE EFFECT IN LOADED CONDITIONS
096-2. and is considered as a virtual rise in the center of gravity of the ship and as a virtual reduction in metacentric height. the value of I/(delta) is calculated for each slack tank. the actual moment of transference should be calculated for several angles of inclination. a.10. 096-2. b.2 DETERMINATION OF FREE SURFACE EFFECT FOR LOADED CONDITIONS. the height of the center of gravity of the ship is taken at the virtual height. Although these coefficients are strictly applicable only to rectangular tanks. This quantity is designated as the Vertical Moment of Free Surface. Where the total moment of inertia for all slack tanks in feet4 is numerically less than twenty times the displacement in tons.2 to give a reasonable approximation of reduction in righting arm due to free liquids in practically all tanks. 96-46
. the coefficients in Table 096-2-5 and Table 096-2-6 are used or the actual moment of transference calculated.10.S9086-C6-STM-010/CH-096R1 096-2.
the depth used for application of Table 096-2-5 and Table 096-2-6 should generally be taken as the greatest depth. the value of breadth used in determining the depth to breadth ratio for application of Table 096-2-5 and Table 096-2-6 should generally be the breadth of the narrow end. If this procedure is not considered sufficiently accurate. percent full. the depth to breadth ratio. the metacentric height corrected for free surface is considered to be 5. To reduce the amount of work tanks having the same values of depth to breadth and percent full may be grouped and the total vertical moment of free surface obtained before applying the coefficients. f. the depth should be taken as twenty times the distance from the free surface to the tank top for tanks 95 percent full or two times this distance for tanks 50 percent full. For each slack tank. The moments of transference are then obtained by multiplying the vertical moment of free surface by the coefficients.
. since tanks which have a substantial variation in breadth will usually have a small free surface effect. the breadth in feet may be taken as:
Figure c. When this method is used. e. vertical moment of free surface and applicable coefficients from Table 096-2-5 and Table 096-2-6 are entered in the appropriate columns. The next larger value of the depth to breadth ratio should be used in entering Table 096-2-5 and Table 096-2-6 unless an interpolation is made. d.73 times the corrected righting arm at ten degrees. The total moment of transference for each ten degrees of inclination is obtained and divided by the displacement in tons to obtain the correction to righting arms in feet. A form entitled Correction to Righting Arms for Free Surface is provided for making this correction for ships having a large free surface effect. For tanks which are approximately trapezoidal in plan view.1.13. For tanks which are not rectangular in transverse section. Interpolation will not generally be necessary and should not be employed unless a substantial difference in righting arms would result.S9086-C6-STM-010/CH-096R1 c. This will be sufficiently accurate in most cases. See paragraph 096-2. If this is not considered sufficiently accurate.
19 .06 .18 .17 .04 .0 --4.18 .36 .6 --0.07 .16 .3 2.18 .57 .14 .14 .02 .09 .17 .71 .4 --0.18 .00 .13 .02 .56 .0 28.12 1.14 .05 .22 1.13 .18 .23 .14 .11 .10 .64 1.04 .11 .11 .02 .36 .14 .13 .02 .2 3.22 .45 .0 --6.58 40 0.36 .1 10.03 .74 .18 .96 1.05 .08 .58 .1 2.20 .58 .02 .04 .10 .18 .13 .0 --5.18 .0 --8.06 .11 .38 .07 .02 .62 .05 .13 .02 .28 .36 .30 .12 .87 .0 --3.9 --1.46 .77 1.6 1.17 .0 --10.7 70 0.30 1.15 .25 .64 .15 .5 --2.52 . FACTORS FOR MOMENT OF TRANSFERENCE OF FREE LIQUID IN RECTANGULAR TANKS-95 PERCENT FULL Ratio of depth to breadth 0.15 .18 .09 .8 --0.87 50 0.6 1.6 4.01 .14 2.23 .18 .5 1.31 .85 .0 --1.05 .25 --0.2 --0.08 .0 --9.05 .06 .04 .07 .20 .16 .12 .04 .06 .01 .85 .3 --0.6 7.18 .36 1.27 60 0.36 .97 1.38 .02 .04 .3 80 0.7 --0.14 1.01 .05 .03 .0 18.18 .07 .5
.10 .03 .03 .02 .7 3.16 .1 --0.09 .18 20 0.46 1.12 1.58 .28 .01 .22 .9 2.24 .07 .06 .53 .11 .78 .36 30 0.12 .38 .08 .06 .09 1.01 .19 .05 .2 23.04 .07 .39 .80 .24 .09 .87 .24 .06 .04 .09 .03 .17 .29 .41 .Table 096-2-5.03 .36 .20 .01 .2 --1.0 --Angle of Inclination (degrees) 10 0.36 .87 1.03 .58 .0 --7.16 .16 1.29 .18 .23 .58 .11 .5 --0.9 2.18 .3 14.6 90 0.15 .13 .28 .15 --0.14 .29 .16 .35 .10 .
as in the case of tanks which are ﬁlled to the waterline in certain conditions.
. each section is considered a system. such as service tanks. full. c. nor 50 percent full. contaminated oil tanks or overﬂow tanks are assumed to be 50 percent full. b. The tank or pair of tanks on suction is selected to produce the largest free surface effect.3 ASSUMED CONDITION OF TANKS WITH RESPECT TO FREE SURFACE. the tank is assumed to be 50 percent full for the purpose of free surface calculations unless this would result in a substantial error. the level of the liquid in each tank is assumed to be the same as that used in calculating the weight and center of gravity of the tankage in that condition. A system is deﬁned as a group of tanks containing the same type of liquid.S9086-C6-STM-010/CH-096R1 096-2. When a tank is neither empty. On ships employing split-plant operation. Tanks which are usually partially ﬁlled. 95 percent full. except as follows: a.10. When the effect of free surface is calculated for any condition of loading. One pair of tanks or one centerline tank in each system is assumed to be on suction and 50 percent full. where the tanks are drawn down in pairs or successively as the liquid is consumed.
4 16.21 0.63 .06 1.5 80 0.0 121.06 1.18 .36 .18 .79 .87 .1 3.2 2.8 90 0.87 feet4 50 0.18 .5 4.21 .40 .7 3.2 2.31 1.0 --.87 .58 6.23 .87 .83 .36 .30 1.74 .0 13.06 .22 1.04 .16 1.33 .53 .36 .18 .31 1.26 .2 2.2 2.2 70 0.80 .58 10.20 .36 .1 --0.0 --.58 0.37 .18 .12 .31 60 0.96 1.3 --.5 4.12 1.0 --.92 1.5 --.3 13.2 --.2 3.27 .03 .7 4.26 .5 4.8 16.31 1.33 .17 .24 .58 2.4 6.09 .18 .58 9.31 1.2 --.36 .87 .0 --.18 .2 16.16 .0 2.0 9.74 .18 .18 .0 2.18 .0
.0 73.6 --.85 1.18 .2 2.41 .2 2.35 .51 .36 .50 0.14 .30 1.58 0.31 1.18 .0 --.87 .8 16.96 1.18 .2 2.10 .31 1.11 .18 .0 --.0 37.36 .74 .87 .18 .38 .14 .5 --.24 1.36 .36 .36 .31 .11 .8 16.4 --.87 .58 1.0 --.18 .5 4.8 --.65 .18 .13 1.58 0.19 .34 0.47 .36 .87 .31 1.87 .18 .16 .27 0.0 96.0 --.58 1.94 1.56 2.5 24.5 4.87 .57 0.21 .5 4.56 2.31 1.21 .Table 096-2-6.58 4.58 8.56 .0 54.14 0.9 --.13 0.30 .47 1.0 --.25 --.02 .36 .31 1.87 .36 .58 7.27 .66 .7 2.31 1.33 .50 2.87 .58 3.18 .8 16.58 5.36 . FACTORS FOR MOMENT OF TRANSFERENCE OF FREE LIQUID IN RECTANGULAR TANKS-50 PERCENT FULL Ratio of depth to breadth 10 20 30 0.36 .1 5.58 1.40 0.15 --.54 .7 --.36 .65 .34 1.0 150.47 .36 .16 .2 2.07 .09 .14 0.58 Where: I = moment of inertia of the free surface at zero inclination in ∫ = length of the tank in feet Angle of Inclination (degrees) 40 .5 4.36 .0 --.87 .18 .06 .18 .
a correction is made by deducting this distance multiplied by the cosine of the angle of inclination from the value of the righting arms. For ships which are not upright in Condition A and for ships which would not be upright in the loaded conditions without special distribution of the load.12 ACCURACY
096-2.1 The importance of accuracy in observing and calculating data relative to a particular item can be judged by considering the effect of that item on the ships displacement and center of gravity. if a system is designated full and there is more than one tank in the system. the largest tank of the system shall require a free surface correction for a slack tank even though its weight shall be at 100& pct.2 DETERMINATION OF TRANSVERSE MOMENT IN CONDITION A.3 DETERMINATION OF TRANSVERSE MOMENT IN LOADED CONDITIONS.1 CONDITIONS REQUIRING DETERMINATION OF TRANSVERSE MOMENT. Transverse moment calculations are not required for submarines. to indicate what the residual moment would be after the maximum reasonable list correction has been applied. 96-51
. To this are added the weight and transverse moment of any items of load which must be located unsymmetrically due to the nature of their stowages.12. is also calculated. The exceptions to this are compensated tanks and main ballast tanks. or weight to relocate. a calculation is made and included in the Stability Data to demonstrate that the list can be removed in the loaded conditions or. The most practical method of list correction should be assumed in this calculation. Next. N-Sub.S9086-C6-STM-010/CH-096R1 d. if this is not possible. 096-2. 096-2. In determining free surface for Condition N. 096-2. If the transverse moment thus calculated cannot be brought very nearly to zero.11 SHIPS WITH LIST
096-2. Calculations should not be more extensive or exact than necessary to show that the list can be removed in the loaded conditions. Consideration of this factor is necessary only for ships on which special control of loading is necessary to maintain an upright position. and M-Sub. This may be determined from the midship port and starboard draft readings or by moving the inclining weights transversely to bring the ship exactly to the upright position and calculating the off-center moment of the inclining weights in this location. capacity.11. For Submarines. From the above data the transverse moment and the distance from the centerline in Condition A are computed and included in the report of the inclining experiment. 096-2.11. M. In plotting the right arm curve for Condition A in the Stability Data. pendulum deﬂection. The displacement and transverse moment in Condition A are entered on the form entitled Transverse Moment in Condition and modiﬁed as necessary to take into account any changes since inclining. It is not intended that transverse moment calculations be made for ships which have only a slight list. The transverse moment of any unsymmetrical items in the weight to complete.11. it is not intended that they be elaborate. Additional calculations to determine heeling moments are made for ships which are not upright in Condition A. weight to deduct. The unsymmetrical moment in the as-inclined condition is determined. An error in measurement of pendulum length. inclining weight or weight movement will be reﬂected as a proportional error in the metacentric height in the as inclined condition. the residual moment is used to modify the righting arm curve for the particular condition as described in the preceding paragraph. When transverse moment calculations are made. or which have unsymmetrical items of load which might cause an undesirable list. the items of load which may be loaded unsymmetrically in order to remove the list are added. Only items having a signiﬁcant transverse moment and not counter-balanced by similar items on the opposite side are considered. a.
13 PROCESSING INCLINING EXPERIMENT DATA
096-2. MMD. (Part-1) For Surface Ships and Submarines Title Sheet-Inclining Experiment Report.13. CC. e. There are many small tanks for which the free surface correction is negligible. The degree of accuracy required to determine the center of gravity of any item depends upon the weight of the item. The Inclining Experiment Report (Part 1) is unclassiﬁed. PG and Submarines. In most cases. Users should obtain the current revised forms from the COG-I system. assuming that the surface is trapezoidal for the purpose of obtaining moment of inertia and assuming a linear variation of section area along the length of the tank to locate the longitudinal center of gravity. LPD. Mine Warfare Ships. CA. Submarine Batteries. LKA. 096-2. LPA. CVN. MMF. Inaccuracy in draft reading will result in an error in displacement and. Boats. MSF. PCER. LCC. MSC. MSCO. Format and arrangement of data may vary to suit computer process used. LPR. Inclining Experiment Report. CGN. 4-74) are available in the Cognizance Symbol ″I″ supply system. For a bottom tank whose width is about half the ships beam it is essential that the size and shape of the free surface be determined accurately and that precise methods of calculating the moment of inertia be used.13. 096-2. The importance of various tanks in determining the total free surface correction varies widely.S9086-C6-STM-010/CH-096R1 b. FORMS FOR PROCESSING INCLINING EXPERIMENT DATA
Form Title Table 7A. LPH. DDG. c. If the vertical center of gravity is not shown on the tank capacity tables. DL. Table 096-2-7. moment of inertia of free surface. For Surface and Submarines Armament. and the vertical and longitudinal position of the center of gravity of liquids in tanks which are partially ﬁlled at the time of inclining. The criterion in each case is the effect on the vertical center of gravity of the ship. LFR. FF. MMC. CG. MHC. FFG. sufﬁcient accuracy will be obtained by using the tank capacity tables for weight and vertical center of gravity. CV.2 SECURITY CLASSIFICATION. For narrow tanks. BB. less precise measurement and calculations are acceptable. The Stability Data (Part 2) and the Stability and Equilibrium Data (Part 2) are assigned a Conﬁdential security classiﬁcation for: warships. may also cause a substantial error in the position of the transverse metacenter with a corresponding error in the vertical center of gravity. an approximate formula for vertical center of buoyancy may be used for satisfactory accuracy. There are certain areas in which the substitution of a reasonable approximation for a precise calculation would save a great deal of time with no signiﬁcant reduction in the accuracy of the ﬁnal result. All basic information speciﬁed herein shall be shown if computer processing is utilized. MSO and MSS. Computer printout sheets may be substituted for NAVSEA 9290/6 sheets. Ballast Ship in Condition A-Light Ship Change In Condition A Weight Since Inclining Form Number NAVSEA 9290/6-
. (Part-1). The forms are enumerated in Table 096-2-7. MCS. and experimental and future combatant ships designated by NAVSEA. and LST. Amphibious Warfare ships. LHA. An example is the determination of the weight. d. LSD. at the lighter drafts. if desired. NAVSEA Forms 9290/6-1 through 9290/6-52 (Rev.1 FORMS. PCE. DD. Errors in weight-to-complete and weight-to-deduct affect the Condition A displacement directly. LPSS. CVT. CVS.
″As Inclined. (Part-2). Stability Data-For Surface Ships Only Armament.″ Trim Excessive Functions of Wedge Areas Displacement and Center of Gravity in Conditions A and A-1 Weight Movements and Inclinations Plot of Tangents Weight To Complete Weight To Deduct Weight To Relocate Vertical Moment of Free Surgace. For Stability and Equilibrium Data for Submarines Load to Submerge-Determination Armament. Ballast Ship In Condition A-Light Ship Detailed Change In Condition A and Submerged Displacement Since Last Inclining & Trim Dive Load to Submerge at Time of Trim Dive Details of Load on Trim Dive Ship in Condition______________________Surface Diving Trim
29 30 2 3 31 32 33 34
. Boats. (Part-2) Stability and Equilibrium Data For Submarines Title Sheet-Inclining Experiment Report.″ Trim Not Excessive Displacement and Center of Gravity. Submarine Batteries.S9086-C6-STM-010/CH-096R1 Table 096-2-7. Inclining Experiment Report. Inclining Experiment Report. ″As Inclined″ Diagram Showing Location of Draft Marks Remarks and Miscellaneous Calculations Summary of Load Items in Condition______________________ Details of Load Items in Condition______________________ Correction to Righting Arms for Large Free Surface Effect in Condition______________________ Tank Capacities Compartment Capacities Table of Frame Spacing Remarks and Miscellaneous Calculations Table 7B. FORMS FOR PROCESSING INCLINING EXPERIMENT DATA . Boats. (Part-2) Stability Data-For Surface Ships Only Title Sheet-Inclining Experiment Report.Continued
Form Number NAVSEA 9290/65 6 7 8 9 10 11 12 13 14 15 16 23 24 25 26 27 28 16
Form Title Displacement and Center of Gravity. Ballast Ship In Condition A-Light Ship Change in Conditions A Weight Since Inclining Ship in Condition______________________(Small Free Surface Effect) Ship in Condition______________________(Large Free Surface Effect) Displacement and Other Curves Cross Curves of Stability Diagram Showing Location of Draft Marks Approximate Change in Metacentric Height Due to Added Weight Table 7C. ″As Inclined. Submarine Batteries. (Part-2).
One Side Only Table of Frame Spacing Remarks and Miscellaneous Calculations *A copy of these sheets when completed also becomes apart of the appropriate Damage Control Book for submarines. Final reports (Parts 1 and 2) shall be signed by an appro96-54
. FORMS FOR PROCESSING INCLINING EXPERIMENT DATA .3 APPROVAL. and the timely reporting of the results.13. Fuel Ballast. that the calculations were adequately checked by the Contractor. The Supervisor’s staff shall be satisﬁed that the inclining or trim dive was conducted under favorable conditions.S9086-C6-STM-010/CH-096R1 Table 096-2-7. and that the reports are in accordance with the Ship Speciﬁcations as to content and timeliness.Continued
Form Number NAVSEA 9290/635 36 20 21 15 37 38 39 40 41 42 43 44 45 46 47 48
Form Title Ship in Condition______________________Submerged Variable Ballast in Condition______________________ Displacement and Other Curves *Cross Curves of Stability Diagram Showing Location of Draft Marks Variable Load in Conditions N and M Details of Variable Load in Conditions N and M Water Ballast in Main Ballast. and Safety Tanks Residual Water. An experienced Engineering Duty Officer or supervisory civilian of the Supervisor’s staff shall be assigned the task of witnessing Contractor performed experiments. preparation of calculations. b. Responsibility for preparation is as follows: a. The Commander of the ﬁeld activity may delegate the signature of ﬁnal reports (Parts 1 and 2) to a qualiﬁed staff member. Ballast Tanks Flooded. Water Seal and MBT Lead Corrections *Equilibrium Polygon Points for Equilibrium Polygon
Detail of Loads for Equilibrium Conditions *Plot of Minimum GM While Trimming Down Conditions While Trimming Down *Ship in Condition______________________Surface Diving Trim. RESPONSIBILITY AND SIGNATURE.
49 50 51 52 28 16
2. Contractor Performed Inclining Experiments. military. An experienced Engineering Duty Officer or supervisory civilian shall be assigned the responsibility of actively supervising the performance of the experiments. or civilian. Inclining Experiment reports are neither acknowledged nor approved by the Naval Sea Systems Command. NAVSEA Field Activity Performed Inclining Experiments.
.S9086-C6-STM-010/CH-096R1 priate supervisory member of the Contractor’s staff and by the Supervisor of Shipbuilding. distribution shall be according to the speciﬁcations or contract for performing the experiment. 096-2. approved Inclining Experiment Data is delineated in Table 096-2-8. military or civilian.13. The distribution of the completed. In general.4 DISTRIBUTION. The latter may delegate signature to a qualiﬁed staff member. distribution shall be the responsibility of the inclining activity. In the case of a private contractor.
DISTRIBUTION OF APPROVED INCLINING EXPERIMENT DATA Inclining Experiment Data for
One Copy of One Copy of Part 1 and One Distribution Part 2 to the Reproducible Commanding Copy3 of Part 2 Officer of Each to Naval ShipShip to Which It yards Indicated Applies Below1 New Construction Lead Ship Built in X X a Naval Shipyard New Construction Lead Ship Built in X X a Private Shipyard New Construction Follow Ship Built X X in a Naval Shipyard X X New Construction Follow Ship Built in a Private Shipyard Active Ship Inclined in Naval ShipX X yard Active Ship Inclined in a Private X X Shipyard
Part 1 and Part 2 Originals to NAVSEA and Copies to NAVSEC X X X X X X
One Copy of Part 1 and Part 2 to the Supervisor of Shipbuilding of the Lead Yard
Two Copies of Part 1 and Part 2 to each Supervisor of Shipbuilding of each Following yard X X X X
One Copy of Part 1 and Part 2 to the Supervisor of the Shipbuilding of the Inclining Activity
.Table 096-2-8.
including any retained by the inclining activity. Reproducible copies may be any legible copy from which clear copies may be produced using modern reproduction devices. CVA. AS and ASR All Ships
Charleston Long Beach Mare Island Norfolk Pearl Harbor Philadelphia Portsmouth Puget Sound
In addition. NAVSEA should be informed of the distribution of all copies.
96-57 / (96-58 Blank)
. CVAN and CVS All Ships All Ships All surface ships and diesel submarines Submarines. CVAN and CVS All Ships except submarines All Ships except BB.S9086-C6-STM-010/CH-096R1
Furnish Data for All Ships except BB. CVA.
96-58 @@FIpgtype@@BLANK@@!FIpgtype@@
.S9086-C6-STM-010/CH-096R1 REAR SECTION NOTE TECHNICAL MANUAL DEFICIENCY/EVALUATION EVALUATION REPORT (TMDER) Forms can be found at the bottom of the CD list of books. Click on the TMDER form to display the form.
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