DEGAUSSING AND

EXISTING FACILITIES IN
THE NAVY
DEGAUSSING
EARTHS MAGNETIC
FIELD
THE EARTH HAS A MAGNETIC FIELD BECAUSE OF ITS
COMPOSITION, ESPECIALLY BECAUSE OF ITS CORE. THE
CORE IS MADE UP OF SUPERHEATED MOLTEN METALS
UNDER GREAT PRESSURE. THE EARTH'S FIELD CAN BE
RESOLVED INTO TWO MAGNETIC COMPONENTS:
(A)   HORIZONTAL (H) IS STRONGEST AT THE MAGNETIC
EQUATOR.
(B)   VERTICAL (Z) IS STRONGEST AT MAGNETIC POLES.
SHIP IN EARTHS FIELD
A STEEL-HULLED SHIP THEREFORE IN WATER IS LIKE A HUGE
FLOATING MAGNET WITH A LARGE MAGNETIC FIELD
SURROUNDING IT. FURTHER, AS THE SHIP MOVES
THROUGH THE WATER, THIS FIELD ALSO MOVES AND ADDS
TO OR SUBTRACTS FROM THE EARTH'S MAGNETIC FIELD.
BECAUSE OF ITS DISTORTION EFFECTS ON THE EARTH’S
MAGNETIC FIELD, THE SHIP CAN ACT AS A TRIGGER DEVICE
FOR MAGNETIC SENSITIVE ORDNANCE OR DEVICES WHICH
ARE DESIGNED TO DETECT THESE DISTORTIONS.
 SHIP IN EARTHS FIELD
THE SHIP'S INDUCED MAGNETIZATION DEPENDS ON THE
STRENGTH OF THE EARTH'S MAGNETIC FIELD AND ON THE
HEADING OF THE SHIP WITH RESPECT TO THE INDUCING
(EARTH'S) FIELD. THE SHIP'S INDUCED MAGNETISATION,
LIKE THE SHIP'S PERMANENT MAGNETIZATION, IS A
SOURCE OF THE SHIP'S MAGNETIC FIELD. THIS INDUCED
MAGNETIC FIELD CAN BE RESOLVED INTO:
DEGAUSSING
THERE ARE THREE BASIC COMPONENTS TO THE MAGNETISM
OF A SHIP: INDUCED, PERMANENT, AND EDDY CURRENT DUE
TO THE SHIP’S ROLLING AND PITCHING MOVEMENT. AND
THESE ARE DEFINED IN THREE DIRECTIONS WITH RESPECT TO
THE VESSEL
(A) PERMANENT - WHEN SHIPS AND SUBMARINES ARE BUILT,
A PERMANENT MAGNETISM IS BUILT-IN, WHICH DEPENDS
ON THE ORIENTATION OF THE SHIP YARD WITH RESPECT TO
MAGNETIC NORTH, THE POSITION OF THE SHIPYARD
(LATITUDE) AND ON STRESSES THAT ARE INDUCED WHEN
BUILT.
DEGAUSSING
(B) INDUCED - THE METAL OF THE VESSEL 'CHANNELS' THE
SURROUNDING MAGNETIC FIELD. IT DEPENDS ON ITS
ORIENTATION WITH RESPECT TO MAGNETIC NORTH.
(C) EDDY CURRENTS – IN ADDITION TO THE PERMANENT
AND INDUCED FIELDS DESCRIBED, THERE ARE ALSO EDDY
CURRENT FIELDS. THEY ARE CAUSED BY THE MOVEMENT OF
THE METAL PARTS OF LARGE AREAS IN THE EARTH’S
MAGNETIC FIELD DURING THE PITCHING AND ESPECIALLY
ROLLING OF THE SHIP. EDDY CURRENTS ONLY HAVE
INFLUENCE TO SHIPS OF NON-MAGNETIC DESIGN.
DEGAUSSING

•COMPOSITION OF DISTURBANCE FIELD IN A SHIP

SHIP'S PERMANENT MAGNETIC
FIELD.
THE SHIP'S PERMANENT MAGNETIZATION IS THE SOURCE OF THE
SHIP'S PERMANENT MAGNETIC FIELD. THE PROCESS OF BUILDING
A SHIP IN THE EARTH'S MAGNETIC FIELD DEVELOPS A CERTAIN
AMOUNT OF PERMANENT MAGNETISM IN THE SHIP. THE
MAGNITUDE OF THE PERMANENT MAGNETIZATION DEPENDS ON
THE EARTH'S MAGNETIC FIELD AT THE PLACE WHERE THE SHIP
WAS BUILT, THE MATERIAL OF WHICH THE SHIP IS CONSTRUCTED,
THE METHODS USED TO CONSTRUCT THE SHIP, AND THE
ORIENTATION OF THE SHIP WITH RESPECT TO THE EARTH'S FIELD
AT THE TIME OF BUILDING. THIS PERMANENT MAGNETIC FIELD
CAN BE RESOLVED INTO:
SHIP'S PERMANENT MAGNETIC
FIELD (CONTD.)
(A) VERTICAL PERMANENT FIELD COMPONENT
(B) HORIZONTAL PERMANENT FIELD COMPONENT. IT INCLUDES
THE LONGITUDINAL PERMANENT FIELD COMPONENT AND THE
ATHWARTSHIP PERMANENT FIELD COMPONENT.

THE VERTICAL, LONGITUDINAL, AND ATHWARTSHIP

PERMANENT FIELD COMPONENTS ARE CONSTANT, EXCEPT
FOR EXTREMELY SLOW CHANGES WITH TIME. THEY ARE NOT
AFFECTED BY CONTINUOUS CHANGES IN HEADING OR
MAGNETIC LATITUDE.
PERMANENT
MAGNETISATION
SALIENT FACTORS OF THE PERMANENT MAGNETISM (PM) ARE :
◦ SHIPS POSITION
◦ THE ELEMENTARY MAGNETS GET REALIGNED
◦ SIGNIFICANT PM OCCURS ONLY AFTER BEING SEVERAL MONTHS IN A FIXED POSITION

◦ SHAKING AND VIBRATION (CONSTRUCTION)

◦ MAGNETISM ENHANCED BY MECHANICAL SHAKING AND VIBRATION, RIVETING AND WELDING
OPERATIONS
◦ PROLONGED OPERATION
◦ SHIP EXPOSED TO STRONG FIELDS OF SYNTHETIC ORIGIN
SHIP'S PERMANENT MAGNETIC
FIELD (CONTD.)
 SHIP'S INDUCED MAGNETIC
FIELD (CONTD.).
(A) VERTICAL INDUCED FIELD COMPONENT IS DIRECTED
DOWN (TOWARDS THE KEEL) WHEN THE SHIP IS NORTH OF THE
MAGNETIC EQUATOR, REDUCING WHEN IT MOVES TOWARDS THE
EQUATOR AND REVERSING ON CROSSING IT AND MOVING UP
WHEN THE SHIP IS SOUTH OF THE MAGNETIC EQUATOR.
(B) LONGITUDINAL INDUCED FIELD COMPONENT. THE
HORIZONTAL INDUCED FIELD COMPONENT INCLUDES THE
LONGITUDINAL INDUCED FIELD COMPONENT AND THE
ATHWARTSHIP INDUCED FIELD COMPONENT. THE HORIZONTAL
COMPONENT OF THE EARTH'S FIELD INDUCES A LONGITUDINAL
 SHIP'S INDUCED MAGNETIC
FIELD (CONTD.).
OR FORE-AND-AFT COMPONENT OF MAGNETIZATION WHEN ON
NORTH-SOUTH HEADINGS.
(C) ATHWARTSHIP INDUCED FIELD COMPONENT. THIS IS
HEADING DEPENDENT, AND IS MAXIMUM AT EQUATOR AND MINIMUM
AT POLES. WHEN A SHIP IS ON AN EAST HEADING, A NORTH POLE IS
INDUCED ON THE PORT SIDE AND A SOUTH POLE ON THE STARBOARD
SIDE, WHICH IS THE ATHWARTSHIP COMPONENT OF INDUCED
MAGNETIZATION. THE MAGNITUDE OF THE ATHWARTSHIP MAGNETIC
FIELD DEPENDS ON THE MAGNITUDE OF THE HORIZONTAL COMPONENT
OF THE EARTH'S MAGNETIC FIELD AT THAT LATITUDE
 INDUCED
MAGNETISATION
INDUCED MAGNETISM (IM) IS LATITUDE DEPENDENT :
◦ VERTICAL INDUCED
◦ IN NORTHERN HEMISPHERE NORTH POLE IS AT KEEL
◦ THE VALUE DEPENDS ON POSITION AND DECREASES AS SHIPS SAILS SOUTH.
◦ CROSSING THE EQUATOR REVERSES THE DIRECTION
◦ IT IS NOT INFLUENCED BY SHIPS HEADING

◦ ATHWARTSHIP AND LONGITUDINAL INDUCED

◦ HEADING DEPENDENT
◦ MAXIMUM AT EQUATOR AND MINIMUM AT POLES
◦ SHIP SAILING NORTH LI IS MAXIMUM AND AI ZERO
DEGAUSSING

• INDUCED MAGNETIC FIELDS

SHIP'S EDDY CURRENT
MAGNETIC FIELD.
THIS IS CAUSED BY MOVEMENT OF THE SHIP IN EARTH’S
MAGNETIC FIELD. IT DEPENDS ON THE ARRANGEMENT OF
THE CONDUCTIVE MATERIAL IN THE SHIP AND THEIR
RELATIVE MOVEMENT W.R.T TO EARTH’S MAGNETIC FIELD.
THESE ARE ALSO SUBDIVIDED INTO VERTICAL,
LONGITUDINAL AND ATHWARTSHIP COMPONENTS, THESE
HAVE INFLUENCE TO SHIPS OF NON MAGNETIC DESIGN.
EDDY CURRENT MAGNETISM
CAUSED BY MOVING SHIP IN SHIPS MAGNETIC FIELD :
◦ DEPENDS ON THE ARRANGEMENT OF THE CONDUCTIVE
MATERIAL IN THE SHIP AND THEIR RELATIVE MOVEMENT
WRT TO EARTHS MAGNETIC FIELD
◦ THESE ARE ALSO SUBDIVIDED INTO VERTICAL,
LONGITUDINAL AND ATHWARTSHIP COMPONENTS
◦ THESE HAVE INFLUENCE TO SHIPS OF NON MAGNETIC
DESIGN
DEGAUSSING
DEGAUSSING
DEGAUSSING
 DEGAUSSING
TO SUMMARISE, THE PREDOMINANT OF THE MAGNETIC FIELDS THAT
NEED TO BE COUNTERED ARE THE COMPONENTS OF INDUCED AND
PERMANENT MAGNETIC FIELDS, AND THESE ARE DEFINED IN THREE
DIRECTIONS WITH RESPECT TO THE VESSEL:
(A)PERMANENT LONGITUDINAL MAGNETISATION (PLM)
(B)PERMANENT VERTICAL MAGNETISATION (PVM)
(C)PERMANENT ATHWARTSHIP MAGNETISATION (PAM)
(D)INDUCED LONGITUDINAL MAGNETISATION (ILM)
(E)INDUCED VERTICAL MAGNETISATION (IVM)
(F)INDUCED ATHWARTSHIP MAGNETISATION (IAM)
WHAT IS DEGAUSSING ?
MEASURES TO KEEP THE SHIP’S MAGNETIC SIGNATURE TO
MINIMUM LEVEL
COUNTERACT THE VARIATIONS IN EARTH’S MAGNETIC
FIELD DUE TO SHIPS MOTION

WHY DEGAUSS?
•THREAT FROM MAGNETIC INFLUENCE
WEAPONS[ EG.MINES ]
•DETECTION THREAT FROM AIRCRAFT[MAD] OR
MAGNETIC SURVEILLANCE BY ENEMY
DEGAUSSING
OPERATIONS
CONSIST OF :
MEASUREMENT OF SHIP’S MAGNETIC FIELD
DEMAGNETISATION TREATMENT
SETTING OF ONBOARD DEGAUSSING SYSTEM FOR OPTIMUM
PERFORMANCE
THE MINE THREAT
INFLUENCE MINES ARE SEA BED DEPLOYED
LIMITED BY BACKGROUND NOISE
CAN BE ACTUATED BY ACOUSTICS, ENABLED BY PRESSURE
AND TRIGGERED BY MAGNETIC INFLUENCE OF SHIPS
SURVEILLANCE THREAT
MORE RELEVANT TO SUBMARINES RATHER THAN SURFACE
SHIPS
MAG. ANOMALY DETECTION(MAD)
EQUIPPED AIRCRAFT
SEA BED BASED MAGNETIC SENSOR-ARRAY FOR HARBOUR
DEFENCE, CHOKE POINTS ETC
 WAY OUT
TO UNDERTAKE MAGNETIC RANGING OF SHIPS PERIODICALLY
TO UNDERTAKE EFFECTIVE DEPERMING & WIPING WHEN NEEDED
TO SET/OPERATE ON BOARD DEGAUSSING SYSTEMS OPTIMALLY
PREVENTIVE MEASURES DURING DESIGN/CONSTRUCTION/OPS
PHASES
TYPICAL STEEL SHIP SIGNATURE
BEFORE DG IS SET
TYPICAL STEEL SHIP SIGNATURE
AFTER DG IS SET
EFFECT OF EARTH'S FIELD ON
MOVING SHIP
ANGLE OF INCLINATION  IS THE ANGLE THAT THE MAGNETIC
FLUX FORMS WITH THE POINT OF INTERSECTION ON EARTH’S
SURFACE. THIS ANGLE IS 0 AT THE EQUATOR AND 90 AT THE
POLES
THE MAGNETIC FLUX DENSITY AT A PLACE OF THE EARTH’S
MAGNETIC FIELD AND THE ANGLE OF INCLINATION ARE GIVEN IN
THE MAGNETIC CHARTS
THE TOTAL MAGNETIC FLUX DENSITY VALUE TOGETHER WITH THE
ANGLE OF INCLINATION DEFINES THE VECTOR OF THE EARTH'S
MAGNETIC FIELD BE.
EFFECT OF EARTH'S FIELD ON
MOVING SHIP
THE MAGNETIC FLUX DENSITY VECTOR IS SUBDIVIDED INTO THE
VERTICAL (BVE) AND HORIZONTAL (BHE) AS SHOWN

Bhe= BE . Cos ()

Bve= BE . Sin ()

BE


EFFECT OF EARTH'S FIELD ON
MOVING SHIP
EVEN KEEL SHIP (WITH NO ROLL OR PITCH MOTION) THE VECTOR
COMPONENTS THAT ACT ARE
◦ VERTICAL COMPONENT BV= BE . SIN () (LOCATION)
◦ ATHWARTSHIP COMPONENT BA= BE . COS () (HEADING)
◦ LONGITUDINAL COMPONENT BL= BE . COS () (HEADING)
THE ABOVE COMPONENTS WILL AFFECT THE SHIP WHERE
VERTICAL IS LOCATION DEPENDENT AND ATHWARTSHIP AS WELL
AS LONGITUDINAL COMPONENT IS HEADING DEPENDENT
 EFFECT OF EARTH'S FIELD ON
MOVING SHIP
ROLLING PITCHING SHIP - THERE IS CONTINUOUS CHANGE OF POSITION
REFERRED TO THE VECTOR OF MAGNETIC FLUX DENSITY BY ROLL AND
PITCH MOTIONS
THIS LEADS TO ACTIVE PROPORTIONAL CHANGES OF THE COMPONENTS
TO THE THREE COMPONENTS IN RELATION TO THE HULL
FOR ROLL MOTION (WITH  = ROLL ANGLE)
◦ VERTICAL COMPONENT BV= BE . SIN (  ) (LOCATION)
◦ ATHWARTSHIP COMPONENT BA= BE . COS (  ) (HEADING)
◦ LONGITUDINAL COMPONENT BL= BE . COS () (HEADING)
EFFECT OF EARTH'S FIELD ON
MOVING SHIP
FOR PITCH MOTION (WITH  = ROLL ANGLE)
◦ VERTICAL COMPONENT BV= BE . SIN (  ) (LOCATION)
◦ ATHWARTSHIP COMPONENT BA= BE . COS () (HEADING)
◦ LONGITUDINAL COMPONENT BL= BE . COS (  ) (HEADING)
DEMAGNETISATION
MAGNETIC TREATMENT METHODS
◦ WIPING : REDUCTION OF VERTICAL MAGNETIC FIELD
◦ DEPERMING : REDUCTION OF LONGITUDINAL MAGNETIC
FIELD
OTHER METHODS
◦ SHIPS DEGAUSSING SYSTEM
WIPING
WIPING IS BASED ON THE METHOD OF MAGNETISING
FERROMAGNETIC BODIES BY STROKING OR ‘WIPING’ THEM
WITH A MAGNET. DURING THIS OPERATION, THE SPECIMEN
IS SUBJECTED TO A CHANGING MAGNETIC FIELD AND AS A
RESULT, IS LEFT WITH REMNANT MAGNETISM PARALLEL TO
THE DIRECTION OF MOTION OF THE MAGNET. THE
INTENSITY OF THIS REMNANT MAGNETISM DEPENDS ON THE
MAGNETIC CHARACTERISTICS OF THE SPECIMEN AND THE
MAGNET. THE INTENSITY CAN BE INCREASED IF THE
SPECIMEN IS VIBRATED DURING THE OPERATION.
PRINCIPLE OF WIPING
WIPING
WIPING
IN DEGAUSSING PRACTICE, THE CHANGING MAGNETIC FIELD
IS PRODUCED BY A CONDUCTOR CARRYING DIRECT CURRENT,
WHICH IS MOVED IN A DIRECTION PARALLEL TO THE AXIS
ALONG WHICH IT IS REQUIRED TO MAGNETISE THE
SPECIMEN
 WIPING
THE WIPING OPERATION WORKED ON THE PRINCIPLE OF
MAGNETISATION DUE TO THE PROXIMITY OF THE SHIP’S HULL TO
A MAGNET OR A CURRENT CARRYING CONDUCTOR. THE
PROCEDURE INVOLVED A LARGE COPPER CABLE OF DIAMETER
~10MM, ARRANGED HORIZONTALLY AROUND THE SHIP, AND
HAULED FROM THE WATER LINE UP TO THE DECK AS CLOSE AS
POSSIBLE TO THE EXTERIOR OF THE HULL (SEE FIGURE 12-9). THE
CURRENT OF 1000-2000A PROVIDED A FIELD
 WIPING
THAT WIPED A MAGNETISATION INTO THE HULL WITH A
DIRECTION OPPOSING THE EARTH’S FIELD FOR A SPECIFIC AREA
OR LATITUDE. THIS WAS ONLY REALLY EFFECTIVE FOR SHORT
PERIODS OF 1-3 MONTHS AND LIMITED THE VESSEL TO A SHORT
RANGE CORRESPONDING TO THE NEUTRALISING BALANCE
BETWEEN THE EARTH’S FIELD AND THAT OF THE SHIP OR
SUBMARINE (WIPING WAS PARTICULARLY USED WITH
SUBMARINES).
 DE-WIPING & WIPING
BACK.
DE-WIPING IS SIMILAR TO THAT OF DEMAGNETIZATION BY WIPING.
THE PROCESS IS USED TO COMPLETELY ERADICATE THE EFFECTS OF
THE PREVIOUS WIPING TREATMENT OF A SHIP AND RESULTS IN A
NORMAL STABILIZED UNDEGAUSSED SIGNATURE.
WIPING BACK IS SIMILAR TO THAT OF WIPING EXPLAINED EARLIER.
THE CURRENT USED IN THIS PROCESS IS THAT OF REVERSE OF THAT
USED IN ORIGINAL WIPING TREATMENT. THE OPERATION IS
DESIGNED TO CHANGE THE MAGNETIC STATE TO SOME
REASONABLY STABLE VALUE. SEVERAL APPLICATIONS OF THE
TREATMENT MAY BE NECESSARY BEFORE A SHIP’S MAGNETIC FIELD
CAN BE COMPLETELY STABILIZED.
 FLASHING.
A SIMILAR TREATMENT WAS PERFORMED FOR SMALL WOODEN VESSELS WITH
SIGNIFICANT METAL COMPONENTS LIKE ENGINES. COILS WERE WRAPPED
AROUND THE RELEVANT PARTS AND FLASHES OF CURRENT WERE APPLIED. THIS
WAS CALLED “FLASHING”. UNLIKE WIPING, THE COIL(S) REMAINED STATIONARY.
THE MAGNETISATION ENDOWED DURING WIPING OR FLASHING WAS ERODED
SLOWLY AS THE FERROMAGNETIC DOMAINS WITHIN THE METALS WERE RE-
ARRANGED THROUGH THE COMBINATION OF THE EARTH’S VERTICAL FIELD IN
THE ZONE OF OPERATION AND MAGNETO-ELASTIC FORCES. WITH EXTENDED
USE OR EXPOSURE, THIS RE-ARRANGEMENT MIGHT PREFERENTIALLY ACQUIRE
THE DIRECTION OF THE EARTH’S FIELD SO THAT, NOT ONLY DID THE VESSEL LOSE
ITS MAGNETIC CAMOUFLAGE, BUT IT COULD ALSO CARRY A RECORD OF THE
LATITUDES IT HAD VISITED.
OVERWIPING
OVERWIPING. IT WAS REALISED (PERHAPS BY ACCIDENT)
THAT IF A SHIP WAS GIVEN AN EXCESSIVE MAGNETISATION
THROUGH WIPING AND THEN A COMPENSATORY FLASH IN
THE REVERSE DIRECTION, THE RESULTING SIGNATURE WAS
FAR MORE DURABLE. THERE WAS CERTAINLY A DELICATE
BALANCE TO BE STRUCK BETWEEN WHAT THE STRENGTH OF
THE APPLIED FIELDS SHOULD BE DURING WIPING AND THE
FOLLOWING FLASH.
DE-PERMING
WIPING AND OVER WIPING OPERATIONS NEUTRALIZE THE
VERTICAL FIELD OF THE SHIP, BUT DE-PERMING IS A
MAGNETIC TREATMENT FOR NEUTRALIZING THE
HORIZONTAL FIELD OF THE SHIP, WHICH IS EITHER PLN OR
PAM. DE-PERMING IS MOST IMPORTANT IN OUR CONTEXT,
BECAUSE OURS SHIPS MOSTLY OPERATE AROUND 15º NORTH
LATITUDE WHERE THE VERTICAL COMPONENT OF THE
EARTH’S MAGNETIC FIELD IS VERY WEAK TO INTRODUCE
MUCH VERTICAL MAGNETISM.
DE-PERMING
TREATMENT INTRODUCES A PLM OF A POLARITY AND
VALUE TO NEUTRALISE THE EXISTING PLM AND CAN BE
ACHIEVED BY APPLYING A SINGLE MAGNETIC FLASH
THROUGH A SOLENOID WOUND ROUND A SHIP. IF THE
CURRENT STRENGTH AND POLARITY OF THIS FLASH HAVE
BEEN CORRECTLY CHOSEN, THEN THE SHIP WILL BE LEFT
WITH ZERO EFFECTIVE PLM.
DE-PERMING

•De-perming by
Single Flash
 DE-PERMING

•ARRANGEMENT OF DE-PERMING CABLES AROUND A SHIP

SHIP’S DEGAUSSING
SYSTEMS (HISTORY)
EVOLVED DURING LATE 1930S TO COUNTER THREAT FROM
MAGNETIC INFLUENCE MINES
ORIGINALLY DEGAUSSING BELT AROUND OF SHIP
[EXTERNALLY]
EXTERNAL COIL FOUND VULNERABLE TO DAMAGE FROM
JETTY & OTHER SHIPS
 SHIP’S DEGAUSSING
SYSTEMS (DEVELOPMENT)
CHANGED TO LAYING COIL AROUND MAIN DECK, CALLED ‘M’
COIL
LATER M COIL MOVED TO UNDER THE MAIN DECK, BUT
NAME WAS UNCHANGED
HIGH SPEC SYSTEMS[ EG.DELHI CLASS] HAVE COILS SPLIT INTO
SEVERAL SUB COILS ENCOMPASSING VARIOUS
COMPARTMENTS
DEGAUSSING COIL
ARRANGEMENTS
VARIOUS COIL CONFIGURATIONS USED IN THE NAVY ARE :
◦ M - COIL CONFIGURATION
◦ MFQ COIL CONFIGURATION
◦ MFQA COIL CONFIGURATION
◦ VAL COIL CONFIGURATION
‘M’ COIL CONFIGURATION
PLAN VIEW

M COIL

SIDE VIEW
 SHIP’S DEGAUSSING
SYSTEMS (DEVELOPMENT)
FORE DECK AND QUARTER DECK COILS (F&Q COILS) FITTED TO
REDUCE FIELD AT THREAT DEPTHS
MFQ CONFIGURATION IS APPLIED TO SHIPS OPERATING IN DEEP
WATER AREAS
ROLL AND PITCH MOTION ARE NOT TAKEN INTO CONSIDERATION
FQ COIL CURRENT ARE CONTROLLED DEPENDING ON THE COURSE
EITHER AUTOMATICALLY OR MANUALLY
‘MFQ’ COIL CONFIGURATION
PLAN VIEW

F COIL

Q COIL
M COIL

SIDE VIEW
SHIP’S DEGAUSSING
SYSTEMS (DEVELOPMENT)
ATHWARTSHIP COILS ARE AN IMPORVEMENT IN THE MFQ
CONFIGURATION
THIS SYSTEM SERVES FOR COMPENSATION OF VERTICAL,
ATHWARTSHIP AND LONGITUDINAL PERMANENT AND
INDUCED MAGENETISM
CONTROL OF CURRENT IS PROCESSED FROM REFERENCE
SIGNAL FROM GYRO COMPASS
ROLL AND PITCH NOT COMPENSATED
‘MFQA’ COIL CONFIGURATION
PLAN VIEW

F COIL

Q COIL A COIL
M COIL

SIDE VIEW
 SHIP’S DEGAUSSING
SYSTEMS (DEVELOPMENT)
VAL COIL CONSISTS OF THREE INDEPENDENT COILS
MOST EFFECTIVE TO COUNTER THREATS IN SHALLOW WATER
AND THEREFORE ADOPTED IN MOST FRONTLINE SHIPS
EACH COILS DIVIDED INTO P (PMT) AND I (IND) COILS
ADDITIONAL E (EDDY CURRENT) WINDINGS IN SHIPS OF NON
MAGNETIC ORIGIN
‘VAL’ COIL CONFIGURATION
PLAN VIEW

L COIL A COIL
V COIL

SIDE VIEW
VAL COILS ADVANTAGES
INDEPENDENT COILS COMPENSATE THE PMT AND
INDUCED MAGNETISM
L COILS ARE CONTINUOUS COMPENSATION FOR THE
LONGITUDINAL MAGNETISM
BY HIGH NUMBER OF COILS A SENSITIVE ADJUSTMENT
OF APPEARED MAGNETISM IS ENSURED
BY CONTROL WITH A PROBE A CONTROL OF CURRENTS
FOR COMPENSATION FOR SHIPS MOVEMENT, HEADING
AND POSITION IS ALSO ENSURED
VAL COILS ADVANTAGES
OFFERS THE HIGHEST DEGREE OF PROTECTION
THE ONLY PROBLEM IS THE INSTALLATION EFFORTS THAT
ARE NEEDED FOR THE L COILS IN THE SHIP
SHIP’S DEGAUSSING
SYSTEMS
COIL CURRENT OF SUPPLY SYSTEM NEEDS TO BE ADJUSTED TO
OPTIMISE THE ‘AMPERE-TURNS’ IN EACH COIL TO MINIMISE
SIGNATURE
SUPPLY SYSTEM OF COIL CURRENT NEEDS TO HAVE FACILITIES TO
ADJUST COIL CURRENT DURING TRANSIT IF NECESSARY
WHEN MANUAL CONTROL REQUIRED, DG RANGE STAFF WILL
INSTRUCT SHIP ON REQUIRED ADJUSTMENTS/SETTINGS
SHIPS DEGAUSSING
SYSTEMS
FOLLOWING METHODS ARE APPLIED TO THE CONTROL OF THE
DEGAUSSING PLANTS :
◦ MANUAL CONTROL
◦ GYRO CONTROL
◦ TRIAXIAL PROBE CONTROL
◦ COMPUTER CONTROL
MANUAL CONTROL
SIMPLEST AND OLDEST METHOD
LATITUDE DEPENDENT REFERENCE VALUES ARE ADJUSTED BY
VARIABLE RATIO TRANSFORMERS
IN A AND L COILS A MANUAL COURSE COMPENSATION SWITCH
WILL BE USED TO ADJUST THE REFERENCE VALUES FOR THE
COURSE
BHE IS COMPENSATED BY THE A AND L COILS
GYRO CONTROL (SEMI
AUTOMATIC)
COMPARED TO THE MANUAL CONTROL THE CONTROL OF THE
CURRENT IN THE LI AND THE AI COILS IS UPGRADED BY A GYRO
CONTROL.
IT PROCESSES THE REFERENCE VALUES, INDEPENDENT OF THE
SHIP COURSE, FOR TRIGGERING THE LI AND AI CHANNELS
THE VARIATIONS DUE TO THE ROLL AND PITCH MOTIONS OF THE
SHIP WILL NOT BE TAKEN INTO ACCOUNT
LATITUDE CORRECTION ARE MANUAL INPUTS TO THE SYSTEM
 Latitude Position Gyro Compass
Inclination angle and magnetic Ships course
flux density B taken from earth IA
Potentiometer
Magnetic field chart

IL
Manual Basic Adjustment
IV IA IL
PV Manual Basic
AI and LI control or PA Adjustments
reference values P - portion
PL
Degaussing Control Cabinet (Post Ranging)
PV IA PA IL PL
IV
Amplifiers
GYRO CONTROL
PV IA PA IL PL SYSTEM
IV
Degaussing Coils System
PROBE CONTROL (AUTOMATIC
METHOD)
MAGNETIC FLUX DENSITY OF THE EARTH IS A QUANTITY THAT CAN BE
MEASURED BY A FLUX GATE PROBE.
THIS IS DONE INDEPENDENTLY OF THE POSITION, COURSE, LATITUDE
OF THE SHIP AND ITS MOVEMENT.
ANALOG VALUES ARE SIMULTANEOUSLY MEASURED
PROBE SIGNALS MEASURED IN THE THREE AXES ARE CONVERTED TO
APPROPRIATE REFERENCE VALUES FOR CURRENT CONTROL
PROBE CONTROL IS HIGHLY EFFECTIVE AS CURRENT IS CONTROLLED
WITH DUE CONSIDERATION TO SHIPS COURSE, POSITION, ROLL AND
PITCH.
PROBE CONTROL SYSTEM
Earth's Magnetic Field

Triple Probe
BV BA BL
Degaussing
Magnetometer Control Cabinet
IV IA IL
Operation Unit
IV PV IA PA IL PL
Amplifiers
IV PV IA PA IL PL
Degaussing Coils System
COMPUTER CONTROL
(AUTOMATIC METHOD)
THE GENERATION OF REFERENCE INPUTS FOR THE CURRENT
CHANNELS IS PERFORMED BY THE COMPUTER
COMPUTER RECEIVES DATA OF INSTANTANEOUS SHIP POSITION
FROM THE NAVIGATION SYSTEM
DATA OF SHIPS COURSE AND ROLL AND PITCH MOTIONS FROM
THE GYRO COMPASS UNIT.
THE DATA IS EVALUATED BY INTERPOLATION PROGRAM
SIGNAL IS CONVERTED INTO ANALOGUE FOR CONTROL OF THE
SYSTEM AMPLIFIERS
NAV computer Vertical Gyro COMPUTER
Position Heading Roll and Pitch motions CONTROL

Interface Interface SYSTEM

Internal Data Bus
PV Manual Basic
Memory PA Adjustments
(Magnetic P - portion
flux Density PL
CPU CPU Matrix) (Post Ranging)

D/A Converter
Computer
PV PA PL IV IA IL
Amplifiers
IV PV IA PA IL PL
Degaussing Coils System
COMPARISON OF THE CONTROL
SYSTEMS
MOST EFFECTIVE IS THE TRIPLE PROBE SYSTEM
WITH GYRO CONTROL THE PROPORTIONATE CONTROL DOES NOT
OCCUR (MANUAL LATITUDE CORRECTION REQD)
COMPUTER CONTROL IS ALTERNATIVE TO PROBE CONTROL
COMPUTER CONTROL IS USED WHERE HIGH DEGREE OF
PROTECTION IS REQUIRED AND USE OF PROBE CONTROL IS NOT
POSSIBLE DUE TO CONSTRUCTION OF SHIP/ SUBMARINE
RESPONSIBILITIES OF THE
SYSTEM
THE EXECUTIVE OFFICER OR ANY SUCH OFFICER, SPECIFICALLY
APPOINTED BY THE CAPTAIN WOULD BE RESPONSIBLE FOR
OVERALL EXPLOITATION, HANDLING AND MAINTENANCE OF SHIPS
MINE SWEEPS INCLUDING DEGAUSSING EQUIPMENTS. REGS NAVY
PART I ARTICLE 0403 RELEVANT
THE NAVIGATING OFFICER IS RESPONSIBLE FOR THE PROPER
SYSTEM OPERATION. THIS INCLUDES THE TRAINING OF
PERSONNEL WHO OPERATE THE SYSTEM, PERFORM THE
DEGAUSSING RUNS, ESTABLISHING AND
RESPONSIBILITIES OF THE
SYSTEM
MAINTAINING PROPER CURRENT VALUES, AND THE MAINTENANCE
AND CUSTODY OF THE DEGAUSSING FOLDERS AND CHARTS. REGS
NAVY PART I ARTICLE 1317 RELEVANT
THE ELECTRICAL OFFICER IS RESPONSIBLE FOR DEGAUSSING SYSTEM
MAINTENANCE WHICH WOULD INCLUDE THE TRAINING OF
PERSONNEL WHO PERFORM PREVENTIVE AND CORRECTIVE
MAINTENANCE AND THE DOCUMENTATION FOR THE MAINTENANCE
PERFORMED REGS NAVY PART I ARTICLE 1317 AND 0606 RELEVANT
THE ASW OFFICER IS NOT RESPONSIBLE FOR THE DEGAUSSING
EQUIPMENT. REGS NAVY PART I ARTICLE 1104(E) RELEVANT
UNITS OF MEASUREMENT
UNITS MILLI-OERSTED TESLA AMPERE/CM
(MOE) (T) (A/CM)

MOE 1 10-7 0.8X10-3

T 107 1 8 X 103
A/CM 1.256 X 103 0.1256 X 10-3 1