Competence 10 (Deck)

"Put the rudder full starboard" means to turn the rudder completely to the right side of the ship. This is a command given to steer the ship in the direction of starboard, which is the right side of the ship when facing forward. By turning the rudder full starboard, the ship will change its course to the right.

In this situation, it is important to take advantage of the precise navigation equipment to plot the direction and rate of drift. This will provide valuable information for later use, such as calculating the distance traveled and estimating the time it will take for the engine to be repaired. It is not advisable to wait for the engine to be fixed without taking any action or to call the company immediately without assessing the situation. Asking the chief engineer about the engine's readiness is also not the most appropriate course of action at this point.

Using a sea anchor with the survival craft will reduce your drift rate. A sea anchor is a device that is deployed in the water to create drag and slow down the movement of the survival craft. By reducing the drift rate, the sea anchor helps to keep the survival craft in a more stable position and prevents it from being carried away too quickly by wind or currents. This can be crucial in a survival situation, as it allows for better control and increases the chances of being located and rescued.

When you hear the cry "Man overboard, starboard side", you should instinctively give full right rudder. This is because giving full right rudder will turn the ship towards the starboard side, which is the side where the man fell overboard. By turning the ship in this direction, you will increase the chances of reaching the person quickly and effectively during a rescue operation.

When steering a tow downstream around the shape of a sand bar, an operator should be cautious of eddies under the bar. Eddies are circular currents that can form beneath the surface of the water. These eddies can be unpredictable and can cause turbulence, which may result in loss of control of the tow. Therefore, it is important for the operator to be aware of the presence of eddies and take necessary precautions to navigate safely around the sand bar.

The helmsman should repeat the command before executing it. This ensures that the helmsman has understood the command correctly and is ready to carry out the instructions. It also allows for any clarifications or questions to be addressed before the command is executed, reducing the chances of errors or misunderstandings during the execution of the command.

When making a Scharnow turn, the rudder is put hard over and the initial turn is maintained until about 240 degrees from the original course. This means that the rudder is turned fully in one direction and the vessel continues to turn in that direction until it is approximately 240 degrees away from its original course. This maneuver is used when performing a search and rescue operation for a man overboard, as it allows the vessel to quickly change direction and return to the point where the person went overboard.

The correct answer is "pivot point." A ship does not turn around its center of gravity, but rather around a specific point known as the pivot point. This point is crucial in determining the ship's turning radius and maneuverability. It is the point where the ship rotates or pivots when changing direction.

In shallow water, the turning diameter will be increased. This is because the water is shallower, which means there is less space for the boat to maneuver. As a result, the boat will need to make a wider turn to avoid hitting the bottom or running aground.

Using the rudder hard over both sides while reducing engine power, also known as "high frequency rudder cycling," allows the ship to stop quickly while minimizing changes in the heading. By turning the rudder sharply from one side to the other, the ship creates a force that counteracts its forward momentum, slowing it down. Simultaneously reducing engine power helps to further decrease the ship's speed. This technique is effective in stopping the ship promptly without causing significant alterations in its direction.

When a ship is "dead" in the water, it means that it is not moving forward or backward. In this state, the pivot point, which is the point around which the ship turns, will be in the same position as the center of gravity. This is because when the ship is not moving, the forces acting on it are balanced, and the pivot point will be located at the center of gravity to ensure stability.

This type of propeller is called a twin screw because it consists of two screws that are out-turning, with right-handed screws on the starboard side and left-handed screws on the port side.

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One shackle of anchor chain is equivalent to 15 fathoms.

The turning diameter will be increased in shallow water because the reduced depth of the water will cause increased resistance and drag on the boat, making it harder to turn and requiring a larger turning diameter.

A single screw refers to a ship that is powered by only one propeller. In this context, the explanation suggests that the propeller is right-handed, meaning it rotates in a clockwise direction when the ship is moving forward. This aligns with the concept of a single screw propulsion system, where the ship's propulsion is driven by a single propeller.

In this scenario, the anchor is dragging in a storm, indicating that it is not providing sufficient holding power. To address this issue, the recommended action is to drop a second anchor. By adding a second anchor, the vessel will have increased holding power and be better able to withstand the storm. Additionally, veering to a good scope (letting out more cable) will further enhance the holding power of the anchors. Finally, weighing the first anchor means retrieving it to ensure that it is properly set and not dragging. This sequence of actions is the most effective way to address the situation and ensure the safety of the vessel.

The correct answer is "Shallow water factor." In shiphandling, a master or pilot has no direct control over the depth of the water. Shallow water can significantly affect the maneuverability and handling of a ship, as it can cause the ship to lose speed, reduce its maneuverability, and even run aground. Therefore, the master or pilot must take into account the shallow water factor and make appropriate adjustments to ensure the safe navigation of the ship.

In the event of a collision in calm weather, the colliding ship should generally remain embedded to allow another ship time to assess the damage or prepare to abandon ship. This is because immediately pulling out could cause further damage or endanger the crew members and passengers on both ships. By remaining embedded, the colliding ship provides a stable platform for the other ship to assess the extent of the damage and make necessary preparations for evacuation if needed.

The compass heading and approximate angle between the two ships should be noted at the moment of impact of collision. This information is crucial for determining the direction and angle at which the two ships collided, which can help in understanding the cause and fault of the collision. It can also assist in reconstructing the events leading up to the collision and determining the appropriate actions to be taken afterwards.

When steering a tow downstream around the shape of a sand bar, an operator should be cautious of eddies under the bar. Eddies are circular currents that can form beneath the surface of the water, often caused by obstacles like sand bars. These eddies can create unpredictable and turbulent water conditions, which can make it difficult to steer and control the tow. Therefore, it is important for the operator to be aware of the presence of eddies and take necessary precautions to navigate around them safely.

When the ship is making headway and the propeller is put in full astern, the rudder can still have an effect. By putting the rudder hard starboard, it will shield the water flow to the starboard side of the propeller, causing the ship to turn to port. Similarly, if the rudder is put hard to port, it will shield the water flow to the port side of the propeller, causing the ship to turn to starboard. This demonstrates that the rudder can still have an effect on the ship's turning ability even when the propeller is going astern.

A good helmsman does not use as much rudder as possible to keep the vessel on course because excessive use of rudder can lead to instability and difficulty in maintaining the desired course. Using too much rudder can cause the vessel to oversteer and make it harder to control. Instead, a good helmsman aims to use as little rudder as possible to maintain the vessel on course, ensuring smooth and stable steering.

A 12 knot steamer refers to the speed at which the ship is traveling. When the ship is making a circle turn at full rudder angle, it means that it is making a complete 360-degree turn. The time it takes to complete this turn depends on the speed of the ship. In this case, a 12 knot steamer will take approximately 8 minutes to complete one circle turn at full rudder angle.

The given answer, "steering and conning," is the most appropriate choice because it refers to the specific knowledge related to controlling and navigating a ship. This includes understanding the different methods of steering and maneuvering the ship, as well as the ability to switch from primary to secondary methods if necessary. The other options, propulsion and ship handling, are more general and do not encompass the specific knowledge required for steering and conning a ship.

The question is asking about the number of turns of wire that typically mark either side of the shackle 105 fathoms from the anchor. The correct answer is 7 turns. This means that the wire is wrapped around the shackle 7 times.

Chocks are used in towing to protect the towline from chafing. Chafing can occur when the towline rubs against rough surfaces or edges, causing damage and weakening the line. Chocks are typically made of a smooth and durable material, such as rubber or metal, and are placed at strategic points along the towline's path to provide a smooth surface for the line to pass over. This helps to prevent friction and abrasion, extending the lifespan of the towline and ensuring its integrity during towing operations.

A single-screw vessel going ahead tends to turn more rapidly to port because of propeller sidewise force. When the propeller rotates, it creates a sideways force known as the sidewise force. This force pushes the water to one side, resulting in a greater force on the port side of the vessel. As a result, the vessel turns more rapidly to port. The sidewise force is responsible for the turning effect and the tendency of the vessel to deviate from its straight path.

In heavy weather and when a vessel is off a lee shore, it is important to take appropriate action to ensure the safety of the vessel and its crew. Putting the sea and wind about two points on either bow means turning the bow slightly away from the wind and sea, which helps to reduce the impact of the waves and wind on the vessel. Reducing speed is also necessary to maintain control and stability. This action allows the vessel to maintain a safer position and reduces the risk of being driven onto the shore.

Allision refers to a situation where a moving vessel collides with a stationary one. It specifically denotes a collision between a moving vessel and a stationary object, such as a dock, pier, or another vessel that is not in motion. This term is used to differentiate from a collision between two moving vessels or an accident involving a vessel and a fixed object. Therefore, allision is the correct answer in this case.

The effect known as bank cushion occurs when a single-screw vessel is proceeding along a narrow channel. It causes the bow of the vessel to be forced away from the bank. This happens because the water between the vessel and the bank is compressed, creating a cushioning effect that pushes the bow away. This effect helps to prevent the vessel from colliding with the bank and allows for safer navigation in narrow channels.

When going astern in a right-handed propeller ship, the propeller's rotation causes the ship to swing to the left. To maintain the ship's heading, the rudder needs to be placed to starboard (right) in order to counteract this swing. By positioning the rudder to starboard enough, it compensates for the swing caused by the propeller's rotation and helps the ship maintain its desired heading.

The pivot point of a vessel when going ahead is located about one-third of the vessel's length from the bow. This means that when the vessel is moving forward, it rotates around a point that is roughly one-third of the way from the front of the vessel. This pivot point is important to consider when maneuvering the vessel, as it affects how the vessel turns and responds to steering inputs.

The turning diameter will be increased in shallow water because the water is more shallow, which means there is less resistance to the turning motion of the boat. This results in a wider turning radius and therefore a larger turning diameter.

In heavy weather and when the vessel is off a lee shore, it is important to take appropriate actions to ensure safety. Putting the sea and wind about two points on either bow and reducing speed is the correct action to take in this scenario. This maneuver helps to keep the vessel's bow facing into the waves, reducing the risk of being swamped or capsized. By reducing speed, the vessel can maintain better control and stability in challenging conditions.

A tug would not assist a ship to steer if it is made up approximately amidships of the vessel. This is because the tug's position in this area would not provide enough leverage or control to effectively steer the ship. The tug needs to be positioned either forward on either bow of the vessel or on the vessel's quarter to have better control and maneuverability. Being made up by a tow line ahead of the vessel would also not assist with steering as it would only provide forward propulsion.

In the event of a loss of rudder, the appropriate action is to use the emergency steering wheel (trick wheel). This allows the ship to maintain some level of control and steer in the desired direction. A jury may be achieved by providing a drag on each side of the ship, but this is not the immediate action to be taken in this situation. Abandoning the ship is not necessary unless there are other critical factors involved. A Williamson turn is a specific maneuver used for search and rescue operations and is not directly related to the loss of rudder.

When the ship reverses the engine to stop, the right-handed fixed screw will cause the ship to sheer to starboard. This means that the ship will veer towards the right side and gradually lose forward momentum (headway). Therefore, the correct answer is that the ship will most likely sheer to starboard and gradually lose headway.

The given information states that this type of screw is used by fast coastal craft and some classes of aircraft carriers. It also mentions that the propeller revolves in the same direction to facilitate engine installation. This indicates that there are multiple propellers working together, which suggests that the correct answer is "Triple or multiple screw."

The correct answer is "the size of the crew permits." This means that a passenger vessel must have an emergency squad only if the size of the crew allows for it. In other words, if the crew is large enough to accommodate an emergency squad, then it is required to have one. The presence of an emergency squad is not determined by the number of passengers on board, the duration of the voyage, or the vessel being certified for over 12 passengers.

The anchor's ability to dig in is the primary factor that determines its holding capability. When an anchor is dropped into the water, it needs to dig into the seabed in order to provide a secure hold. The shape of the anchor and the stowage of the anchor on board may also play a role in its holding capability, but they are secondary factors. Additionally, the size of the vessel and its draft may affect the choice of anchor size, but they do not directly determine the anchor's holding capability.

When a ship is going astern (moving backwards), the rudder being midships means that it is in a neutral position and not causing any turning force. Since the ship has a right-handed fixed screw, the propeller is designed to push the stern to the right. As a result, when the ship picks up sternway (backward motion), the propeller's force will cause the ship to change its heading to starboard (right). Therefore, the ship will most likely change heading to starboard in this scenario.

When entering an ice area, it is recommended to trim the vessel down by the stern. This means adjusting the distribution of weight in such a way that the stern (back) of the vessel is slightly lower than the bow (front). This helps to prevent the bow from being lifted by the ice, reducing the risk of damage to the vessel. Trimming down by the stern allows the vessel to better navigate through the ice, maintaining stability and control.

In shallow water, the stopping distance will be longer compared to deep water. This is because the reduced depth limits the effectiveness of the ship's brakes and increases the resistance against the hull, resulting in a longer distance required to bring the ship to a stop.

When going astern in a right-handed propeller ship, the propeller's rotation causes the stern to swing to the left (port side). To maintain the ship's heading, the rudder needs to be placed to starboard (right side) enough to compensate for this swing. By placing the rudder to starboard, it creates a force that counteracts the swing and helps the ship maintain its desired heading while going astern.

Double-braided nylon is the best line for towing small vessels. Nylon is a strong and durable material that can withstand the stress and strain of towing. The double-braided construction provides added strength and prevents the line from stretching or breaking under pressure. This makes it ideal for towing small vessels as it ensures a secure and reliable connection between the towing vessel and the towed vessel. Nylon also has good resistance to UV rays and abrasion, further enhancing its suitability for towing applications.

Heave refers to the upward and downward motion of a vessel, which occurs along the vertical axis. This motion is caused by the rise and fall of the vessel as it moves through waves or swells. The vertical axis is perpendicular to the water surface, and the heave motion is essential for understanding and predicting the vessel's behavior in rough seas.

When the ship goes full astern from full ahead with a right-handed propeller, the ship tends to sheer to starboard due to the propeller's rotation. To reduce this change in heading, the rudder should be put hard to port. By doing so, the water flow to the right side of the propeller is reduced, which helps counteract the sheering effect and allows for better control of the ship's heading.

When a vessel is backing on the starboard screw and going ahead on the port screw, the unequal thrust generated by the two screws will cause the bow of the vessel to swing towards the side with less thrust, which in this case is the starboard side. Therefore, the correct answer is "swing to starboard".

The pivot point is located at about 1/6 of the ship's length from the bow because the ship's center of gravity is closer to the bow. This means that when the ship is moving forward, the bow will tend to pivot around this point, allowing the ship to turn more easily.