DWO ?s

Question 1

1. Who works for you as UW OOD?

Answer 1

QMOW and the EOW collectively working together for the safety, efficiency and well being of the crew and cutter.

Question 2

1. What are your duties as the deck?
2. What are your duties as the Conn?

Answer 2

1. Conn will concentrate on keeping a lookout and conning the ship.
2. Deck assists with navigation, lookout, radar, communications and watch reliefs.

Question 3

3. Explain a proper pre-watch round and relief process.

Answer 3

1. Walk around the ship looking for gear adrift items.
2. Look at the POD or Night orders for the Op plan or from the relieving OOD.
3. Proper relief pass down regarding Mach, Plant and pump status, contacts visually/Radar and ROS, auto-pilot or FFU.

Question 4

4. What is your greatest skill as UW OOD?

Answer 4

To always stay calm during every situation and most importantly to notify my crew and ask for help when needed.

Question 5

5. What logs are you responsible for?

Answer 5

4380A Smooth
4380B Wx

Question 6

6. Explain Bridge Resource Management and how it applies to your watch?

Answer 6

An integrated command and control system combining sensor inputs, display, and communications to meet specific tactical/navigational requirements of the Coast Guard.

Question 7

7. What are the reasons to call CO?

Answer 7

Watch standing:
a. Cannot comply with night, standing, navigation rules or CG regulations.
b. No night orders by 2200.
c. cannot assume the watch.
d. uncertain.

Navigation:
a. doubt about position.
b. exceeding xtrack in coastal and open waters.
c. CMG is more than 10 degrees from ordered course.
d. water depth diff from charted depth.
e. Loss of nav equipment
f. offsta aid.
g. when approved route shall be altered for any reason.

Environment:
a. Visibility can drop below 2 nm, confirm when opens back up.
b. Wind speed increase 10 kts or more in one hr, sustained true wind of 30 kts.
c. barometric change of 0.04 in one hr.
d. wave height increase by 2ft.
e. unusual or unexpected wx phenomenon.

Personal and equipment:
a. emer sound on bridge
b. accident or injury to personnel.
c. When starting and stopping MDE’s if not outlines in night or day orders.

Contact:
a. other vessel fog signal detected.
b. pop up contact 3nm.
c. Vessel has a CPA of less than 1nm by day and 2 NM by night and is less than 30 min CPA.
d. sighting of another Military vessel or CGC.

Mission:
a. Distress radio or message traffic
b. Spotting a TOI
c. Prior to launching and recovering small boat.
d. OPCON and TACON change.

Question 8

8. What do you do if you come up to watch and previous watch section is 4,000 yds left of track and there was no report to CO or other tasking?

Answer 8

Ask them if they know when they should’ve contacted the CO Iaw Nav standards and the X-track error distance. Before we blame, we find out the reasoning,

then have them make the report to CO on why and the plan to get us back on course prior to relieving.

Question 9

9. Who is your best lookout?

Answer 9

Myself and my Qmow

Question 10

10. EPOs standing orders/night orders conflict with COs. What do you do?

Answer 10

1. Do not relieve or assume the watch until it’s resolved. Call CO and EPO to address it.

Question 11

1. RMD
   o What is it & why/when do we set it?

o What is the equipment status during RMD?
o When does the EOW have the authority to secure equipment when RMD is set? i.e. the “exceptions”
o What is the red button on the bridge right next to the start and stop engine buttons? What does this button actually do to the engines

Answer 11

is an agreement between the CO and the EPO, and by extension the OOD and EOW, that there are certain circumstances when the operation and navigational safety of the ship takes precedence over combatting engineering casualties.

a. SSD
b. Close quarters w/ other vessels.
c. Towing.
d. Low Vis
e. GQ (Conditions I and III).
f. Underway Replenishment (UNREP) and Refueling at Sea (RAS).
g. As directed by the Commanding Officer.

Equipment Status;
a. Two MDE’s
b. One Gen w/backup and EDG
c. Two steering pumps tested one online
d. Fin Stabilizer
e. bow thruster

EOW- can secure if:
Crankcase
Atomized spray
Major F/O leak
Personnel entanglement
Bravo
Charlie

Safety system override- temporary disables or bypasses safety mechanisms set in place to protect the ship and systems.

doesn’t allow the EOW to take control, only will secure the engine for Lolo or Run-away engine.

Question 12

2. What lube oil pressure does the MDE need to build to for MDE to start?
   o Can you bypass this? How?

Answer 12

1. if lube oil doesn’t reach 0.4 within 120 seconds aborted. If it exceeds 0.4 before 120 seconds its initiated.
2. Yes, in the front of the MDE is the Priming pump switch that you have to turn off to bypass.

Bad practice because not enough oil is in the cylinders to lubricate. Priming puts oil into the cylinders. Therefore if you try to start without turning the bypass off it will try to lube the cylinders.

Question 13

3. Based on best practices exercised by TEZANOS, what temperature do we wait for T-Coolant to build to prior to clutching in the engine? What temp before exceeding 1500 rpms?

Answer 13

1. Between 40-60 C
2. 60+

Question 14

4. What are the various engine “modes”
   o What is trolling mode? What temperature are we specifically mindful of when in trolling mode?
   o What is start-up mode?

Answer 14

1. Trolling 945rpms and warm-up
2. Controlled slippage of the reduction gear, that lowers the RPM’s while maintaining the MDE RPM’s.
3. Allows the Engine to warm without engaging throttles.

Question 15

5. What is a reduction gear?

Answer 15

reduce the high rotational speeds of the engine to a usable, slower speed at the props.

4.390:1

Question 16

6. What is the max RPMs on a single engine

Answer 16

1500

Question 17

7. What happens to the propeller of the offline engine when the other is engaged? What is this called?

Answer 17

free wheeling or windmill, which can cause Drag which can reduce fuel efficiency. Also is bad for the seals and bearings because it’s not being lubricated as it spends!

Question 18

8. Immediate actions for:
   o Metallic noise on #1MDE
   o Lo-lo lube oil P on #1MDE.  EOW Investigates and IDs a major lube oil leak on inboard side of #1 MDE
    What are the first several things that need to happen IAW MSFD/emergency checklists?
   o Collision with submerged object off the port bow
   o Attempt to mark your turn since we got to the edge of our box, and you don’t seem to have any rudder control

Answer 18

1. Let the EOW know, come to neutral and secure the engine.
2. Come down to nuetral, secure 1MDE.
   Lube oil leak, so I will set GE iaw MSFD.

• Pipe the rapid response team to investigate.
• Set Zebra
• Secure all engines
• Energize fire pump 1
• Raise stern gate
• Notify Sector

3. Come down to neutral, mark my position, look to see what we hit.
   * Pipe CGC Tezanos has hit a submerged object off the port bow all hands investigate and report to bridge. TWICE
   * Check all the frame areas for flooding.
4. Loss of steering switch to FFU.
   * Report to EOW and pipe loss of steering.
   * Eow will check to see if system is intact before switching Pumps, if not intact Set GE iaw MSFD.
   * If that doesn’t work switch to steering in the GEN, if that fails switch to aft steering.

Question 19

9. Decipher the following alarms:
   o Yel WF FO Storage Tank Str V aft
   o Red HI HI FO Svce Tk Fwd P
   o Red AL MN DK SA Lkr 1-26-2 Opn
   o WF
   o SD
   o MD

Answer 19

1. warning, wrong feedback-fuel oil storage tank storage void aft.
2. alarm, Fuel oil service tank fwd port side
3. alarm, main deck small arms locker frame and open.
4. wrong feedback - invalid feedback from a switch.
5. sensor defect - sensor fault for the measuring point concerned.
6. missing data - fails to receive info about the measured value.

Question 20

10. How do you switch engines at midnight?

Answer 20

1. notify the EOW, they will make sure the engine is primed. they will notify you when to start.
2. hit start, wait for the engine to reach 40-60 T coolant before clutching ahead.
3. Bring opposite engine down to neutral to cool down for 10-15 minutes, notify EOW then secure.

Question 21

11. What happens to fuel if the overflow tank is full and EOW forgets to shut off transfer pump?

Answer 21

You will get an alarm for hi and hi hi or low and low low, if you don’t turn it off then it will go overboard.

Question 22

12. There’s a minor, but noticeable, list to starboard. What might be the cause?

Answer 22

Fuel tanks are uneven.

Question 23

13. What is “idle”?

Answer 23

Engine running at low speed. Our propellers are not clutched in therefore we are DIW.

Question 24

14. What is a proper steering check for entering port checklist?

Answer 24

Check steering pump 1 and 2 in the Engine room regarding rudder angle.

EOW pass it up do the same, and clutch fwd and aft on both engines.

Question 25

15. Why do we typically wait to energize the bow thruster until inside the basin?

Answer 25

Because it can’t be used more that 1200 RPMs or less than 5 knots

Question 26

Deck / Boat Handling
1. How would weather effect the way you would launch the small boat?
o What are the weather limitations of launching the small boat? (Rated for 11 ft but launch in greater than 8 should be avoided; pitch 10 roll 20)
o Where can you read pitch/roll values? What is this measurement tool called?

Answer 26

1. Wx affects the sea states which affects the difficulty when notching. Greater the roll harder for the Coxn to notch.
2. 8 ft seas, 10 degree pitch & 20 degree roll
   *normally not to exceed 5 & 15
3. In calm seas (less than 3-4 feet), heading into the seas with a speed of 4 to 6 knots is ideal. In heavier seas (4-8 feet), launching and recovering with the seas off of the beam is preferred due to the minimal pitching of the stern notch and stern gate. JOSEPH TEZANOS will not launch beyond Pitch 5 Roll 15.
4. Nav standards, pitch and roll.

Measurement tool called is the clinometer that is posted on the Stbd Fwd/aft and aft port/stbd of the pilot house.

Question 27

2. We’re operating in a restricted waterway (i.e. river) with up-bound and down-bound traffic. What are some concerns you have in this situation? What type of hydrodynamic effects exist, especially when passing another vessel?
   o Consider bank suction and bow cushion
   o What sound signal would you use to indicate nearing a bend?

Answer 27

1. Bow cushion - positive water force off your bow pushes the bow out.
2. Bank suction - negative suction that sucks your stern in.
3. 1 prolong

Question 28

3. You’re in a narrow channel with a 2.5 kt flood. What is your immediate action during a loss of steering situation?

Answer 28

1. Reduce my speed as much as possible. switch from autopilot to FFU.
2. Notify the crew. EOW checks to see if system is intact. set anchor detail.
3. depending on water depth, drop the anchor.
4. Alert other vessels around with security call, 5 short.
5. Alternate steering pump or back up.

Question 29

4. You are the deck for our anchoring evolution. What is on the checklist? What are the verbal commands to the foc’sle in charge as we start to approach anchorage?

Answer 29

1. 2hrs to entering restricted waters check off list.
2. Prior to entering restricted waters check off.
3. Anchoring
4. Script to dropping anchor.
5. Post anchor
6. weighing anchor.
7. Pass distance to focsle every 50 yards, stand by the anchor, CO request permission to drop, Let go anchor, how the anchor line tends.

Question 30

5. Someone comes up to the bridge and voices concern that they haven’t seen FN Ayro in a really long time. What should you do?

Answer 30

Pipe all hands to report to the mess deck for muster immediately 3 times.

Start preparing to make a Williamson turn to maneuver the ship to its original track.

60-degree port/stbd turn, then loop back to the reciprocal course.

Question 31

6. Migrants start running from aft PH to 01 deck without tasking from security watch standers. You hear shouting and no response from security watch on the radio. What do you do?

Answer 31

Pipe all LE personnel lay to the 01 deck for emergency.

Question 32

7. You are station keeping 300 yds from a 60ft F/V that your boarding team is currently embarked on conducting a standard 4100. You notice the vessel’s roll period is significantly increasing. What is roll period? What may that indicate?

Answer 32

This means the severe weather is near. which affects the stability of the vessel in rough conditions.

Question 33

8. OTH is in pursuit of NCV. Once Ghost disables the Yola, 02 POB start opening fire with a semi-automatic weapon. What do you do?

Answer 33

1. Set general quarters Condition 1 w/ CO permission.
   * Follow the checklist.
   * Set zebra, notify sector, WCO reports when MT 51 and 52 are manned and ready.
   * Wait for weapons free
2. Highest state (battle)
3. Heightened state of readiness
4. Wartime cruising

Question 34

9. Hear of child’s voice on the radio calling for help on Ch 16. You don’t hear sector respond. TEZ is actively tracking a TOI w/ reliable intel. What do you do?

Answer 34

Call the land line command center, send the information we heard. Reach out on 16 to make sure the child is not in danger. Tell them to push the red button on the radio.
* Treat as possible hoax

Continue on the mission until diverted.

Question 35

Electronics / Equipment

1. What is the difference between AIS contacts and radar blips? What’s more reliable? (Reporting frequency of AIS is too low to be reliable in remote areas where it is reliant on satellite AIS but no right answer on this)

Answer 35

AIS gives you information on the vessel position, speed, heading, name, type and bearing. Real time information Small boats and older vessels don’t have AIS.

Radar provides radio waves within range to detect all objects depending on sea state, weather and the size of the target. Small vessels are hard to detect in rough conditions.

Question 36

2. What is the different between VEGA-ECDIS and VEGA-ECS?

Answer 36

VEGA-ECDIS: VEGA-ECDIS is an Electronic Charting Display and Information System (ECDIS) and is approved as the primary means of navigation aboard Coast Guard cutters. JOSEPH TEZANOS has two SEAWATCH clients capable of running VEGA-ECDIS as the primary navigation tool while in Automated Plotting.

VEGA-ECS (Standalone): The backup navigation system onboard JOSEPH TEZANOS is VEGA-ECS (located on the QMOW chart table). VEGA-ECS, sometimes referred to as “Baby Vega,” is the same basic program as VEGA-ECDIS, but is not integrated with all the sensors required of a full ECDIS. Additionally, routes do not automatically load into VEGA-ECS from VEGA-ECDIS, and vice versa.

Question 37

3. How do you adjust radar in heavy weather (thunderstorms and 7 ft seas)?

Answer 37

Adjusting the sea clutter reduces the reflections from waves near the boat. Increase the sea clutter until the seas return near the vessel start to diminish, ensure the target still appears clearly on the radar.

in heavy wx decreases the range for better details but continue to range in and out for contacts.

Question 38

Rules of the Road / Contact Situations
1. Explain bearing drift.

Answer 38

The direction of flow a target is moving left or right.

Question 39

2. Explain aspect.

Answer 39

The term “aspect” of a vessel refers to the angle or view from which the vessel is seen relative to an observer. In maritime contexts, understanding the aspect is important for navigation, collision avoidance, and communication. Here’s how it is generally understood:

1.	Bow Aspect: When the vessel is approaching and you can see the front (bow) of the ship.
2.	Stern Aspect: When the vessel is moving away, and you see the rear (stern) of the ship.
3.	Beam Aspect: When the vessel is seen from the side, showing its full profile (either the port side or starboard side).
4.	Quarter Aspect: When the vessel is viewed from an angle that is neither directly bow, stern, nor beam, but rather at a diagonal, such as the port quarter or starboard quarter.

Understanding the aspect is essential for determining the direction of travel, speed, and orientation of other vessels in the vicinity, aiding in proper navigation and decision-making on the water.

Question 40

3. How, In what situation is there no stand on vessel? (Consider when not in sight of one another or head on)
   o Sometimes when we are operating at night, we are never the stand-on vessel. Why? do you know if ROC exists?
4. Rule 17:
   o What are the actions of a stand of vessel?

Answer 40

According to the International Regulations for Preventing Collisions at Sea (COLREGs), there are certain situations where there is no stand-on vessel, meaning neither vessel has the priority, and both must take action to avoid a collision. These situations include:

1.	Overtaking Situation (Rule 13): The overtaking vessel is the give-way vessel, while the vessel being overtaken is the stand-on vessel. However, if the overtaking vessel cannot determine whether it is overtaking or not (e.g., if the aspect of the other vessel is unclear), both vessels should act with caution. In this uncertainty, there isn’t a clear stand-on vessel.
2.	Head-On Situation (Rule 14): When two power-driven vessels are meeting head-on or nearly head-on, both vessels must alter their course to starboard to pass on the port side of each other. In this case, neither vessel is designated as the stand-on vessel; both must take action to avoid a collision.
3.	Crossing Situation (Rule 15): In normal crossing situations, the vessel that has the other on its starboard side is the give-way vessel, while the other is the stand-on vessel. However, in restricted visibility or uncertain situations where it is unclear whether a crossing situation exists, both vessels should be prepared to take action, effectively eliminating a clear stand-on vessel.
4.	Situations Involving Restricted Visibility (Rule 19): When vessels are navigating in or near an area of restricted visibility (such as fog), they must operate under Rule 19. In such conditions, vessels must proceed with extreme caution and take action to avoid collisions without regard to the usual stand-on/give-way relationships. In this scenario, no vessel is explicitly designated as the stand-on vessel.

In these cases, both vessels share the responsibility of avoiding a collision, requiring cooperation and communication when possible.

Rule 17:
Shall take action to avoid collision
May take action to avoid collision
May take action to best aid to avoid collision.

Question 41

7. Do you feel more protected by the rules of the road in a narrow channel or TSS? Which provides more liberty to act?
   o In a narrow channel, you stay to right side vs. in TSS you just stay in correct lane
   o In narrow channel, vessel shall not cross if it impedes the passage of a vessel that can only op within it vs. in TSS you should avoid crossing but should do it right angle
   o Both avoid anchoring
   o In TSS, vessels not using it avoid the lane by wide berth

Answer 41

Liberty to Act: Compared to a narrow channel, a TSS offers slightly more liberty. Vessels have room to maneuver within the lanes, and there is some flexibility when entering, leaving, or crossing the scheme as long as they comply with the rules. The TSS allows vessels to act with more discretion if they need to adjust their course or speed, provided it doesn’t compromise safety.

Question 41

6. Related to rules of the Road, what do you do when you are in doubt and what rules does this apply to?

Answer 41

Rule 7: any doubt, such risk shall be deemed to exist.
o Rule 13: any doubt as to whether she is overtaking or crossing, assume that this is the case and act accordingly.
o Rule 14: head on situation vs crossing, assume that it does exist and act accordingly.
o Rule 19: when you hear fog signal fwd if your beam

Question 41

5. What is the most important rule to you and why?

Answer 41

The most important navigation rule is Rule 5: Lookout because it serves as the foundation for safe navigation and collision avoidance. This rule requires every vessel to maintain a proper lookout by all available means (sight, hearing, radar, AIS, etc.) at all times to fully assess the situation and determine if there is a risk of collision.

Question 42

9. See a green light off your port bow. Constant bearing and it’s getting brighter and lower from the horizon. What type of situation is this and what will you do?
   o Could be S/V less than 20mi

Answer 42

Seeing a green light off your port bow that is constant bearing and getting brighter and lower from the horizon indicates that you are crossing the path of another vessel that is approaching from your port side. This situation implies that the other vessel is on your starboard side (their green light facing you), and they are the give-way vessel, while you are the stand-on vessel.

Type of Situation

This is a crossing situation, as defined by Rule 15 of the COLREGs. In this scenario:

•	The vessel on your starboard side (whose green light you see) is the give-way vessel.
•	You are the stand-on vessel.

What You Should Do

1.	Maintain Course and Speed (Initially): As the stand-on vessel, you should maintain your course and speed according to the rules. This allows the other vessel to take the necessary action to avoid a collision.
2.	Continue to Monitor: Keep a close watch on the situation to see if the other vessel takes appropriate action to alter course or speed. Make sure the aspect of the light changes (e.g., it begins moving away or changing position), indicating that the vessel is taking avoiding action.
3.	Be Prepared to Take Action (If Necessary): If you notice that the green light remains on a constant bearing and gets even closer (suggesting that the other vessel is not taking action), you must be ready to take evasive action. Under Rule 17, the stand-on vessel can take action to avoid a collision if it becomes clear that the give-way vessel is not maneuvering appropriately.
4.	Sound the Warning Signal: If in doubt, sound at least five short and rapid blasts on your horn to indicate danger and your concern about the other vessel’s intentions.

By staying vigilant, maintaining a proper lookout, and being prepared to take action, you can ensure safety and compliance with the navigation rules.