Seamanship Flashcards
State 5 regular entries in a nav log whilst on a coastal page
Position with time compass course to steer Gyro course to steer Speed Variation Deviation Log readings Wind direction & speed Sea state Engine revs Visibility
State ten distress signals
Gun or explosive signal Continuous signaling Radiotelegraphy sos/mayday Flames on a vessel Rocket/hand parachute flares Orange smoke signal Arm outstretched - lowering and raising EPRIB Signal SART Signal DSC Alert Orange canvas with black square/circle - air Dye marker
Regarding COSWOP - State 5 considerations to be taken when -
Towing
Responsible person in charge Agreed plan Communication system between PPE Snap back zones Check all equipment Only essential personnel
Explain the preparations for heavy weather at sea concerning:
Water tight integrity
Water tight doors closed Hull openings closed Deadlights Hawse and spurring covers closed Ventilation pipes covered/sealed/closed All non-essential sea values closed Storm boards rigged
Explain the preparations for heavy weather at sea concerning:
Vessel safety
Scuppers clear reduce FSE
Freeing ports clear increase GM
Items lashed down
Bilge pumps and alarms tested
Explain the preparations for heavy weather at sea concerning:
Crew safety
Restrict access to decks Rig lifelines Safety harnesses available Check life raft/ abandonment equipment Rest crew Warn galley Prepare easy food/meals
State the arrangements and precautions to be taken by the officer on (deck/bridge) when embarking a pilot
Communications with bridge
Hand steering
Standing on the wing the which the pilot is boarding.
Maintaining watch duties/post lookout to help
Adequate lighting/ not pointing towards P Boat.
Buoy with self igniting light with line to hand.
Secure steps provided for rail/bulwark.
Ladder 9 meters or less connected to a fixed companionway
Ring with light (NO LINE)
Line with bag/bucket
Clear of discharges
Steps evenly spread 31-35 height bottom 4 are rubber
Min 40cm between ropes
Spreader min 180cm
State the responsibilities of the officer of the arch during a compulsory pilotage
Monitor the pilot
Ensure correct execution of passage plan
Call master if in doubt as to actions of pilot provided back up to the pilot eg: helm, lookouts, engine orders, radar, comes
inform pilot if in doubt of his actions
List six reasons for the officer of the watch to call the master to the bridge
- If restricted visibility is encountered or expected
- If traffic conditions or the movements of other ships are causing concern
- If difficulties are experienced in maintaining course
- On breakdown of the engines, propulsion machinery remote control, steering gear or any essential equipment malfunctions
- if the radio equipment malfunctions I’m
- in heavy weather, if in doubt about the possibility of weather damage
- If the yacht meets any hazard to navigation, such as ice or a derelict in any other emergency or if in any doubt
Explain the reason for fitting non-return valves on tank vent pipes
Tank vent pipes are fitted to allow the tanks to vent to deck allowing the tank to breath as the ullage space in the varies. Non-return valves are fitted to prevent ingress of water into the tank from the vent outlet
State the relationship between breaking stress and safe working load
Breaking stress is the load at which a rope or fitting will fail
Safe working load is the maximum certified load that can be safely applied to a rope or fitting
With reference to STCW’95 ‘Fitness for duty’ requirements, state:
The minimum rest period for an officer in charge of watch
10 hours in any 24 hour period
With reference to STCW’95 ‘Fitness for duty’ requirements, state:
How the minimum rest period for an officer in charge of watch may be divided
No more than two periods, one of which shall be at least 6 hours
With reference to STCW’95 ‘Fitness for duty’ requirements, state:
The conditions under which the minimum rest period is not required
In case of emergency drill or other overriding operational conditions
Breaking strain
The term breaking strain is the load or weight applied to material when testing to destruction
(In general marine work for both fibre and wire rope it has 6 times more strength then the SWL)
