Test Plan

Introduction
Defines the complete test process for the artifacts within the defined fact

Tests items
Defines the scope of the test plan
POWER AND ACCELERATION
SLALOM COURSE CENTERLINE DEVIATION
SLALOM COURSE CENTERLINE DEVIATION
SLALOM SPRAY
SLALOM WAKE
TRICK WAKE
JUMP WAKE
DRIVABILITY
HANDLING AND MANEUVERABILITY
ENGINEERING
SOUND LEVEL TESTING
ENGINE STANDARDIZATION
Stability test
Leakage test
Buoyancy test
Corrosion test
Slamming Test

Tested features
Specifies the features of the unit scheduled for completion during the current increment

Features not to tested (per cycle)

Specifies the features not scheduled for completion during the current increment

Testing strategy and approach

Describes the test techniques and criteria used to ready the artifact for use in many contexts

Description of functionality
Describes pre/post-conditions for each behavior and invariants for each component

Arguments for test

Describes the levels and types of arguments used for assets within the scope of this plan

Expected output
Specifies the expected output at a level appropriate to the level of the test plan

Specific exclusions
Excludes certain inputs or certain functionality

Dependencies
List resources outside the scope that must still be available during the test

Test-case success/failure criteria

Lists criteria for how thoroughly to validate the results such as checking for correctness of
visible results and current state values at the end of the test

Pass/fail criteria for the complete test cycle

Sufficient test failures identifies certain types of defects lead to a pass backward to previous
steps in the development process. Other types of failures cause iteration within the current
development phase. Some failure may be sufficiently minor to allow a pass forward to the next
phase.

Entrance criteria/exit criteria

Specifies criteria that must be met prior to starting testing

POWER AND ACCELERATION

Introduction
Purpose:
The primary purpose of speed trials is to determine ship performance in terms of speed,
power and propeller revolutions under prescribed ship conditions, and thereby verify the
satisfactory attainment of the contractually stipulated ship speed.
Applicable Reference Document
This method follows a methodology similar to the one recommended by ISO 15016.

Requirement

Measured and observed data prior to

the trials
Prior to the trial, the data specified below
shall be recorded, based on measurements
where relevant:
• Date
• Trial area
• Weather conditions
• Mean water depth in the trial area
• Water temperature and density
• Draughts
• Corresponding displacements
• Propeller pitch in the case of a CPP
It is recommended to retain a record of the
following factors, which should prove useful
for verifying the condition of the ship at the
time of the speed trial:
• Time elapsed since last hull and propeller cleaning
• Surface condition of hull and propeller.
4.2 Data on each run
The following data should be monitored
and recorded on each run:
• Clock time at commencement
• Time elapsed over the measured distance
• Ship heading
• Ship’s speed over ground
• Propeller rate of revolutions
• Propeller shaft torque and/or brake
power
• Relative wind velocity and direction
• Air temperature
• Observed wave height (or: wave height
corresponding to observed and/or
agreed wind conditions)
• Wave period (or length) and direction
• Rudder angle
• Drift angle
• Ship position and track
Data such as ship’s speed, frequency of revolutions of the propeller, torque, rudder angle and
drift angle to be used for the analyses shall be the average values derived on the measured
distance. The conditions such as wind speed and direction, wave height and direction, water
depth and rudder angle should not change considerably during a single run,
and average value should be utilized in the corrections.
Test Procedures

Evaluation

Maneuvering Test
Introduction
Purpose:
The purpose of this test is to provide a guideline for performing full scale trials to determine ship
maneuvering characteristics as a reaction to rudder and engine actions.
Applicable reference document
This is based on the 14th ITTC MANOEUVRING TRIAL CODE
Test Requirement
For operation purpose, tests must concern following qualities which have been identified by
IMO:
1. inherent dynamic stability,
2. course- keeping ability,
3. initial turning/course-changing ability,
4. yaw checking ability,
5. turning ability,
6. stopping ability.
Environmental Test requirement:
 Maneuverability of a ship is strongly affected by interactions with the bottom, banks,
passing vessels, wind and waves. Therefore the trial site should be located in waters of
 adequate depth with low current and tidal influence as possible, and maneuvering trials
should be performed in the calmest possible weather conditions.
 The water depth should exceed four times the mean draft of the ship.
 The maximum wind speed should be chosen
taking into account the ship’s characteristics such as ship speed, ship displacement,
accurate full scale data.
 The maximum sea state should be chosen taking into account the ship’s characteristics
such as ship speed, ship displacement, etc.
Test Procedures
Turning Circle
Turning circle tests are performed to both port and starboard at approach speed with a
maximum rudder angle. It is necessary to do a turning circle of at least 540 degrees to
determine the main parameters of this trial. The essential information to be obtained
from this maneuver consists of
• Tactical diameter,
• advance,
• transfer,
• loss of speed on steady turn,
• time to change heading 90 degrees
• time to change heading 180 degrees
Zigzag Maneuver (Z-Maneuver)
The zigzag maneuver is obtained by reversing the rudder alternately by δ(rudder angle)
degrees to either side at a deviation Ψ (heading angle) from the initial course. After a steady
approach the rudder is put over to right (first execute). When the heading is Ψ degrees off the
initial course, the rudder is reversed to the same angle to left (second execute). After counter
rudder has been applied, the ship initially continues yawing in the original direction with
decreasing yaw rate until it changes sign, so that the ship eventually yaws to the left in
response to the rudder. When the heading is Ψ degrees off the course left, the rudder is
reversed again to right (third execute). This process continues until a total of 5 rudder
executes have been completed Hence, a zigzag maneuver is determined by the combination
of the values of change of heading Ψ and rudder angle, and is denoted δ/ψ. Common values
for these parameters are 10/10 and 20/20.
Spiral Maneuver
Spiral maneuvers are applied to assess the course stability of the ship. For ships, which show
stable characteristics either the direct or reverse spiral methods can be used to obtain
response at low rudder angles. For unstable ships, the reverse spiral is recommended within
the limits indicated by the results of the pullout maneuvers.
Pullout Test
 The pullout maneuver is a simple test to give a quick indication of a ship's course stability. A
rudder angle of approximately 20 degrees is applied until the ship achieves a steady rate of
turn; at this point, the rudder is returned to midship. If the ship is stable, the yaw rate will
decay to zero for turns to both port and starboard. If the ship is unstable, then the rate of turn
will reduce to some residual yaw rate. The pullout maneuvers have to be performed to
both port and starboard to show a possible asymmetry. Pullout maneuvers
can be performed at the end of a zigzag or turning circle test.
Stopping Test
During stopping tests a ship’s speed is reduced from some initial steady value to zero by
applying full astern power.
The most common stopping trial starts from full ahead speed. When the approach conditions
are satisfied, the demand for full astern power is given from the engine control position
on the bridge.
When the propelling unit has reached steady full astern rpm and ship’s speed becomes zero,
the test is completed.
Stopping Inertia Test
Stopping inertia tests are performed to assess the behavior of a ship during deceleration without
propeller action.
Starting from full ahead speed, the engine is stopped quickly. When the ship's ahead speed has
reduced to 5 knots (2.57m/s) , the test is completed.
• the head reach which is defined as distance travelled in the direction of the ship's initial
course;
• the track reach which is the total distance travelled along the ship's path;
• the lateral deviation which is the distance to port or starboard measured normal to the
ship's initial course;
• the duration of the maneuver.
Man-overboard Test
Man-overboard maneuvers are performed to provide information on the time taken and the
deviation from course necessary to retrieve a person or object from the sea.
These maneuvers will, in the absence of wind and current, bring the ship back to the position
where the man overboard incident occurred.
Parallel Course Maneuver Test
The parallel course maneuver provides information on the ship's side reach.
With the ship initially under approach speed, the rudder is moved quickly to hard over starboard
and held until the ship has altered course by 15 degrees from initial course. At that time, the
rudder is moved quickly too hard over port. When the ship’s heading resumes the initial course,
the rudder is moved to midship.
Initial Turning Test
The initial turning trial provides information on the effectiveness of the rudder in transient
manoeuvres and to ascertain the ship’s initial turning ability.
With the ship initially under approach speed, the rudder is moved quickly to 10 degrees and held
until the ship has altered course by 10 degrees from initial course.
Accelerating Turning Test
Accelerating turning test provide the ability to make a "kicking" turn at slow speed, which is
used in harbour manoeuvres.
Crabbing Test
A ship’s ability to move transversely at zero forward speed without altering heading is verified
with a crabbing test. The purpose of the test is to document the maximum possible transverse
speed.
The test should be carried out in as still air and calm water conditions as possible.
Leakage Test
Equipment
A shop vac or leaf blower, duct tape, paint brush, a bucket of water, car
wash soap or the like, food colouring. saw horses.
Procedures
Unscrew the ports and place the vacuum cleaner hose through it. If there
are at least 2 ports or more it is possible to go ahead and tape the vacuum
cleaner hose in place.
Open any other ports, plugs etc. With the vacuum cleaner on blow, turn it on
and see what happens. Our goal is to pump air into the hull and create back
pressure that will force the air out through the leaks. IF THE HULL BEGINS
TO EXPAND TURN THE VACUUM OFF IMMEDIATELY!!! If you have only one
port you may have to put duct tape over part of the hose to block air flow. If
you have more than one port you will have to create back pressure by
putting duct tape over the second port. Do it one piece at a time until you
can feel some pressure build inside the hull.
You may at this stage want to close any drain plugs so you can test them for
leaks.
Mix up your soap solution. You can use any soap that will bubble easily i.e.
dish washing soap, but don't try liquid hand soap it won't bubble well
enough. Do not make the solution foamy. That will only make it hard to tell
where the bubbles are coming from.
Turn on your vacuum and begin to work your way around the hull. You want
to test around any fitting, hardware, crack, joint etc. where water can pass
through into the hull.
Use the paint brush to flow the soap solution on.
Use the paint brush to flow the soap solution on.

Place to be intensively checked

Hull / Deck Joints or Rails, Through Hull Bailers and Scuppers, Drain Plugs,
Inspection Ports, Loose Hardware, Dagger or Center Board Trunks where
they join the deck or hull, Mast Step, Coaming on Sunfish, Bailer Hoses on
Vanguard 15s, Cracks on the hull or cockpit that look to minor to be all the
way through.
Spots you can't reach, ie. Sunfish Mast Steps, can be dye tested. Put some
food colouring in water and pour the water into the mast step. Let it sit for a
while and then look inside the hull. If you see the dye in the boat, then you
know the step is leaking. Through hull bailers like the Vanguard 15s can also
be tested this way.

DO NOT ever try to find a leak by filling the hull of your boat with water
unless you want to wreck it. Boats were not designed for the enormous
stress of sitting on land with several thousand pounds of water in them.

Evaluation
Must satisfy the minimum requirements of ISO 10648-2:1994 Containment enclosures — Part 2:
Classification according to leak tightness and associated checking methods.