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Master 3000 Prep - Complete > Radar and Bridge Equipment > Flashcards

Radar and Bridge Equipment Flashcards

1
Q

RADAR Essentials
MGN379

CCEPVVM

A
  • All vessels 300GT and over required to have X-Band Radar
  • Characteristics of radar equipment: Arcs of blind and shadow sectors on the display caused by masts and other onboard obstructions
    Current performance which is best ascertained by the performance monitor - VRM of plume. And number indicated in the PM bar. The echo return from a distant known target should also be checked. Performance monitor before sailing and at least every four hours
    PM should be recorded in Radar Log Book
  • Constraints of range scale in use / regularly adjusting for long range scanning
  • Echoes may be obscured by sea or rain-clutter. Correct setting of clutter controls will help but may not completey remove this possibility.
  • Possibility that small vessels, ice or other floating objects such as containers may not be detected
  • VRM checked against range rings, EBL checked against compass
  • Video processing techniques should be used with care
  • Misalignment of the heading marker, even if only slightly, can lead to dangerously misleading interpretation of potential collision situation
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2
Q

At sea you would expect your OOW’s to do what with regards to ECDIS?

A
  • Ensure the OOW holds the adequate ECDIS type specific and generic certificate however additional training has been offered on his joining of the ship
  • He follows the Masters Standing order and Night orders (if appropriate) at all times
  • Ensure that the inputs are correct at all times - continually monitor GPS - checking qty of satellites and DOP values and crosschecking against both GPS units
  • Ensure ECDIS is setup appropriately with relevant layers, correctly scaled (not over or underscaled) using compilation scale and overlays (AIO, Radar) - Appropriate use of ‘look-ahead sector’
  • Cross checking the display on the ECDIS by manually plotting position by all available means
  • Continually monitor position using PIs
  • Avoid over-reliance on ECDIS and be aware of limitations. ECDIS should enhance situational awareness however navigator should not be complacent.
  • Be aware how to manually plot and insert objects (something we do we operating to mark FADs for example)
  • Ranges and Bearings of objects on the ECDIS and cross check with the GPS position
  • Always comply with rule 5 - lookout
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3
Q

Factors affecting radar return

Factor affecting minimum Radar range

A

MASTS
Material
Aspect
Size
Texture
Shape

Vertical Beam Width (height of scanner/height of target)
Pulse Length

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4
Q

Radar Errors

A

-Side Lobe Error - small amount of pulse emitted from side of scanner painting a smaller target either side of the main target
-Spurious Echoes
-Multiple echoes
-Radar Interference (Interference Rejections) - 2 radars operating on same frequency
-Shadow and Blind sectors
-Radar horizon

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5
Q

Radar Setup to detect SART

A

X-Band Radar
-Brilliance - as required
-Use range scale of 6-12NM
-Gain - normal setting
-Detune the radar to reduce the clutter
-Rain clutter as required
-Sea Clutter at minimum

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6
Q

Navigation Radar setup

A

X-Band = 3cm

  • Appropriate range scale
  • North Up
  • Relative Motion
  • Relative Vectors
  • True Trails
  • Ground Stabilised (for position fixing)
  • 6nm range scale

-Speed and Heading from GNSS in ground stabilised
-Set and Drift visually shown

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7
Q

Collision Avoidance Radar setup

A

S-Band = 10cm

  • Sea Stabilised (Collision avoidance) (Input = STW)
  • 12nm range scale
  • Long range scanning
  • Early detection of targets
  • North Up
  • Relative Motion
  • Relative Vectors
  • True trails (switch between true / relative trails

-Speed and Heading from Gyro and Log
-True aspect of vessel easily determined
This is because set and drift will not be taken into account within the radar ARPA calculation, and therefore the resulting true vector of a target will provide a more accurate representation of other vessels’ aspect.

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8
Q

What must be posted on the bridge with regards to Radar and Navigation?

A
  • Must have a blind sector chart by the radars on display
  • Must have a diagram of how to change over from Auto to Manual steering on the helm
  • Must have a talk back system in place on the bridge and also down by the steering gear - Possible gyro repeater
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9
Q

What 3 different types of information does AIS show?

A
  1. Static
    a. Length
    b. Breadth
    c. Call sign
    d. MMSI
    e. Type of ship
  2. Dynamic
    a. Course, speed of vessels and own vessel (GPS fed)
  3. Voyage Data
    a. Draught
    b. Number of People
    c. Destination and ETA
    d. Navigational Status
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10
Q

NAVTEX

A
  • Navigational Warning System via text - Uses MF frequency so range of 200-300NM
  • 518kHz English & 490 kHz for local language
    • A= Nav Warnings
    • B = Met Warnings
    • D = Search and Rescue / Piracy
    • L = Additional Nav Warnings

ABDL - Cannot be switched off

Failure of Navtex - Nav and Met warning through NAVAREAS and METAREAS are provided via SatC SafetyNet

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11
Q

BNWAS

A

Bridge Navigational Watch Alarm System

BNWAS should be operational whenever ship’s heading or track control system is engaged or when inhibited by master.

At anchor would depend on the manner in which BNWAS resets - motion sensor. Also depend on expected conditions.

  • IMO Performance Standards = ANNEX 11 - Resolution MSC.128(75)
    • Automatic function
    • Manual On - Manual Off A
    • Audible Alarm between 3-12 mins
    • Second Alarm to senior officer or master
    • Third Alarm to ships crew (general alarm)
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12
Q

What is ARPA

A

Automatic Radar Plotting Aid -
* Over 10,000GT
* Can track 40 acquired targets (whether or automatically acquired)
* CPA, TCPA, Range, Bearing, True Course, True Speed
* Capable of sea and ground stabilisation
* Also used in trial manoeuvres

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13
Q

What are the errors of ARPA?

A
  • Input errors - so wrong course or speed the info coming out will be incorrect
  • Target Swap
  • Target Loss
  • Missed targets - if weak
  • Interpretational errors of the navigator - relying too much on presented data or misreading vectors.
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14
Q

What are the performance standard / criteria for ARPA?

A

IMO MSC 192(79)
* Within 1 minute + Track + CPA within 1.0 nm + TCPA
* Within 3 minutes + Full report + CPA to within 0.3 of a nautical mile + TCPA

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15
Q

What are the performance standard / criteria for Radar?

A

IMO MSC 192(79)
* Range discrimination within 1% or 30m of range scale in use
* Bearing within 1 degree
*On a range scale of less than 1.5nm
* Capable of displaying two targets on the same bearing seperated by 40m in range
* Capable of displaying two targets at the same range seperated by 2.5 degrees.
* Should be fully operational from cold start within 4 minutes

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16
Q

When taking over a watch, what would you do with your radar?

A
  • Put the controls to zero and reset the radar to how you want it
  • Also on a regular basis should do a performance monitor check - Checks the magnetron on the radar and ensure that it is working to within a specification as the manufacturers instructions. Log in deck logbook
  • Once taken over the watch, re-plot the position, setup all of the radar equipment to optimum performance, this will include setting up the radar, starting from scratch, ECDIS ensuring that all the layers displayed are the ones that you want to have.
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17
Q

How do you setup a radar?

A
  • Check no open PTW, no one aloft, visual check, no halyards in the way
  • Turn it on and turn all controls to zero - wait for magnetron to warm up
  • Adjust in the following order: BRGTC (Big Randy Girls Talk Crap) (Brilliance, Gain, Tune and Clutter)
    • Brilliance - is for ambient light
    • Range - select range appropriate to situation
    • Gain - turn up until speckling effect and then turn back slightly
    • Tune - tune for best picture. Look for targets on outer edge of radar and tune to get best return for those targets. If no targets, then set to maximum deflection on the tuning bar.
    • Clutter - Rain and Sea. (Affects the radar from the centre outwards) When adjusting the sea clutter we are trying to get rid of the burnt area in the middle of the screen. Rain clutter suppresses over the whole screen and can also suppress small targets which is a danger. When searching through a rain cloud you should turn rain clutter on and then off again .
18
Q

How do you know ECDIS complies?

A
  1. Type Approved - Under Solas Ch V - Type approval is a process that equipment must go through before it is considered as complying with IMO standards. SEC - Form E will have ECDIS equipment if approved. IMO Wheel mark
  2. Use up to date ENCs
  3. Maintained so it is compatible with IHO latest standards - S52. Use IHO ENC check dataset - Ecdis chart 1
  4. Have adequate, independant back up arragnements

Check Data set and up to date - zoom in to lat/long to fictitious chart - and symbols should match those on PDF

19
Q

ECDIS What are the advantages and disadvantages of rastor charts - RNC’s

A

Advantages:

  • Exact copy of a paper chart
  • Familiarity in look and symbology
  • Good topographical detail
  • Cheaper to produce
  • World wide coverage

Disadvantages:

  • Can’t interrogate
  • Cannot be customised
  • Cannot zoom in, chart become pixilated
  • Large file sizes
  • Not seamless. need to load another chart if going off “edge”
20
Q

ECDIS What are the advantages and disadvantages of Vector Charts - ENC’s

A

Advantages:

  • Charts may be rotated to any angle
  • File sizes up to 10 times smaller than RNCs
  • useful for correcting - easily downloaded via internet
  • Objects can be interrogated
  • Chart data may be shared with other equipment i.e. radar, AIS
  • You can zoom in and it is seamless - Layering eg. CATZOG when passage planning (Category zone of confidence)

Disadvantages:

  • Technically more complex
  • More expensive
  • Not worldwide coverage
  • Teaching and training takes longer and more expensive
  • Objects need to be interrogated to get information
21
Q

What are the display options for ECDIS?

A
  • Base display; Lowest chart display (minimal information) can be used for passage planning, however lack of navigational and safety information
  • Standard display; as defined in the ECDIS Performance Standards, does not necessarily display all the chart objects necessary for safe navigation under all circumstances, e.g. Spot soundings, Underwater obstructions.
  • Custom; i.e the above mentioned spot soundings and underwater obstructions.
22
Q

ECDIS standards

A
  • IHO S-52 Specification for Chart Content and Display Aspects of ECDIS
  • IHO S-57 = IHO Transfer Standards for Digital Hydrographic Data - ARCS = Admiralty Rastor Chart Service - You would use RCDS mode when there is not adequate ENC coverage for the area you are in.
  • IHO S-63 = Standard for distribution and authorising access
  • IHO S-100 = new geospatial standard from IHO, next generation Electronic navigation charting incorporating other products.
  • International Electrotechnical Commission - ECDIS standards for operational and performance requirements
23
Q

Magnetic Compass Checks
Pre Departure

A

The performance of all magnetic compasses, including spares should be checked as follows:

  • Freedom of movement of the gimbal
  • Card floating freely, level and rotating without any friction
  • Liquid free of bubbles and clear
  • Compass card clear and sharp (Able to read) with no distortions
  • Optical system (if any correctly adjusted and clean)
  • No liquid leaks around seals or filler plugs
24
Q

Gyro Compass Checks
Pre Departure

A

Uses gyroscopic inertia and the rotation of the earth to find North. Requires SOG and latitude.

Operational checks

  • Check the gymbal is moving freely
  • Check the compass card is clear and sharp
  • Card should float freely and rotate without any friction
  • Check the liquid is free of bubbles and clear
  • No liquid leaks around seals or filler plug
25
Q

Compasses - Performance Monitoring

Methods for position fixing

A

Monitoring Performance of compasses is required due to the importance of the compass in taking position fixing. It is one of our primary means of navigating

  • Record compass deviations in the ‘Compass Deviation Book’
    • Take a compass error after every large alteration of course
    • Record a compass error at least once a watch
  • The purpose of taking a compass error is to identify any excessive deviations when compared to the deviation card, which may indicate the need for repair.

-Three point fix
-Range and Bearing
-Running fix
-Parallel Indexing
-VSA
-Echo sounder

26
Q

Testing Steering

A
  • Test manual steering at least once a day and before entering restricted waters.
  • Test steering gear at least twelve hours before departure. If vessel is on regular short voyages, this may be done once a week
  • Log all steering gear tests, check and emergency steering drills in the Official Logbook.
  • Perform an emergency steering gear drill every three months. (Emergency steering gear drill within 24 hours of entry to the USA)
27
Q

AIS - Do’s and Don’ts

A
  • Excellent for situational awareness
  • Is an AID to navigation
  • Not to be used directly for collision avoidance
  • GPS - Ground Stabilised -
    • CPA and TCPA between two GPS recievers… not ships
  • Ensure navigational status is updated regularly
  • The data transmitted is only as accurate as what is entered, and errors are frequently observed
28
Q

Compass Checks

A
  1. Transit - comparing the true transit of two charted objects against the observed compass bearing of the same objects. The difference between the two bearings is the compass error.
  2. Amplitude of the sun at sunrise or sunset.
    -Take a brearing of the sun rising/setting, a semi-diameter above the horizon (due to the refraction in the atmosphere)
    -Find the Dec of the sun for that day (Nautical Almanac)
    -Note our latitude
    -Enter Norries, use the correct table for true bearing of sun
    -Compare against the sun’s compass (gyro/magentic) bearing
  3. Azimuth of a heavenly body
    -Take a bearing of the sun, note the time
    -Find the GHA and the Dec of the sun for that time
    -Work through chosen longitude and LHA
    -Go to the Sight Reduction Tables with the LHA, Lat and declination
    -Extract the Azimuth (True Bearing) of the sun
    -Compare Azimuth of the sun against your gyro/compass bearing
29
Q

Parts of a magnetic compass

A
30
Q

Actions if compass is reading incorrectly / Failure

A

-Silence alarms (if any)
-Switch to hand steering
-Make navigational risk assessment
-Reassess safe speed
-Muster relevant crew / additional bridge manning
-Increase lookouts
-Be aware that Radar/ARPA, ECDIS, Autopilot and AIS will be affected.
-Switch over to Gyro 2
-Log the incident
-Switch to Magnetic Compass - TMC (accounting for variation and deviation)
-Notify DPA, Next PoC, Flag, contractor to fix
-Fill out Non-Conformity

31
Q

Actions if GPS fails

A

-Various alarms, identify the failed sensor
-If primary source fails -ECDIS will switch to secondary GPS
-If unavaiable ECDIS will revert to DR or EP mode
-Identify other equipment that may be affected by sensor failure
-Increase lookouts
-Make a navigational risk assessment
-Re-assess safe speed
-Use Radar Image overlays
-Use PIs
-Begin manually plotting position on ECDIS as often as possible
-Inform DP, Company, Flag, Next PoC
-Amend ship’s route if necessary
-Lodge NC

-If GPS restored - correlate position with all other means including Radar overlay

32
Q

2nd officer notices deviation has increased

A

-Revert back to Compass logbook and look for a trend
-Check the fore/aft ships permanent magents are in place as per deviation log
-Check chart for any local magentic anomolies
-Check around compass binnacle for any items which could affect the compass
-If non of the above present then notify DPA and lodge a non-conformity as per SMS

33
Q

What is on the deviation card?

A

-A tabulated format of all the compass headings and how to convert from magentic to compass on a particular ships head
-Shows position of permanent magnets/soft iron correctors
-Model of compass for which the deviation card is relevant for
-Location, time, signature and stamp of authorised person who performed compass swing
-Signature of harbour master
-Location of captain signature

-Ensures Navigational Accuracy
-Compliance with Regulations
-Prevents Navigational Errors
-Monitors Compass Condition
-Documentation for Inspections

34
Q

How often should a compass be adjusted?

A

-They are first installed
-When they become unreliable
-Ship undergoes structural repairs
-Electrical equipment close to compass is added
-A period of two years since last adjustment and a record of compass deviations has not been maintained or the recorded deviations are excessive

35
Q

What is retention error

A

This error results from the tendency of the ship’s structure to retain some of the induced magentic effects for short periods of time. Ships will tend to retain some fore-and-aft magnetism.

36
Q

GPS Errors

A
  1. Ionospheric delay (solar activity)
  2. Tropospheric delay
  3. Ephemeris errors (Satellite orbit error)
  4. Satellite clock error
  5. Multi-path error
  6. GPS Jammers
37
Q

What is SBAS / EGNOS?

A

A form of Satellite Based Augmentation System - European Geostationary Navigation Overlay Service
Which corrects GPS errors by confirming position at a satellite level with known ground stations and providing a correction via a Geostationary satellite
DGPS - discontinued 2022

38
Q

Mandatory ECDIS inputs

A

Position sensor - GPS
Heading sensor - Gyro
Speed sensor - log
Power supply

Additional:
2nd GPS for full ECDIS
2nd Gyro for full ECDIS
2nd power supply
AIS
Echo sounded
Anemometer
Radar
Navtex

39
Q

Mandatory ECDIS alarms

A

-Crossing safety contour
-Cross track deviation
-Positioning system failure
-Approach to critical point
-Different geodetic system

40
Q

What are PIs?

A

Parallel Index techniques provide the means of continuously monitoring a vessel’s position in relation to a pre-determined passage plan, and therefore a way to either monitor GNSS integrity, or navigate in the absence of GNSS

Can be done on both sea and ground stabilised / true and relative motion.

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