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Shiphandling Questions Flashcards

Shiphandling

You may prefer our related Brainscape-certified flashcards:
Charter Pilot (Part 135) - Oral flashcards
1
Q
  1. When using an anchor to go alongside a dock with an onshore wind blowing
A

ans: don’t use the lee anchor if vessel is deep draft and there is little bottom clearance.

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2
Q
  1. While turning on an anchor you increase the vessel’s speed. The pivot point ans:
A

does not move forward.

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3
Q
  1. When stopping a vessel the ship falls off from original course. The amount of change is greater in deep water than in shallow water.
A

False

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4
Q
  1. The diameter of a turning circle increases at higher speeds. TRUE
A

True

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5
Q
  1. It is easier for a deep draft vessel to turn around a bend in a narrow channel with a head current than with a fair current.
A

FALSE

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6
Q
  1. Bank cushion is greater than bank suction for a vessel moving ahead in a narrow channel.
A

FALSE

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7
Q
  1. A vessel proceeding close to the bank in a narrow channel will cause the water level between the ship and the far bank to be less.
A

FALSE

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8
Q
  1. Dropping one or two anchors in an emergency would be effective to slow the vessel and assist in controlling direction even when the anchors are used at short scope.
A

True

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9
Q
  1. Transverse thrust is greater from large, slow moving propellor than from a small, fast moving propellor.
A

True

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10
Q
  1. The names used for the three tug lines commonly used in U.S. ports are ans:
A

backing, come ahead, & stern line.

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11
Q
  1. A tug with a quarter line can be capsized.
A

True

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12
Q
  1. A tug is in the most danger of being tripped or capsized when working on a hawser.
A

True

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13
Q
  1. When using standard tug whistle signals for U.S. ports, 1 blast could mean ans:
A

stop coming ahead.

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14
Q
  1. When using standard tug whistle signals for U.S. ports the signal for come ahead full could be ans:
A

1 blast followed by a succession of short blasts.

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15
Q
  1. When turning a vessel that is dead in the water using only the bow thruster and discounting any outside forces such as current where would the pivot point be? Ans:
A

1 X Beam from the stern

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16
Q
  1. When handling a dead tow with a tail boat and a bow tug the bow tug is best used on a hawser led through the bullnose.
A

False

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17
Q
  1. When handling a dead tow with a tug on the hip in a narrow channel where it will be necessary to negotiate sharp right hand turn in the channel, the best position to place the tug would be ans:
A

stbd quarter (inboard side of turn) with bow of tug slightly in towards hull of ship.

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18
Q
  1. When assisting a ship (not a dead tow) in making a right-hand turn in a narrow channel what is the best position for the bow tug? Ans:
A

Tug should be on stbd bow (inboard side of turn) and will assist in slowing the ship down.

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19
Q
  1. When undocking and using the propellor wash to assist in pushing the stern away from the dock the effect is greater when leaving from stbd-side to than from port-side to.
A

True

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20
Q
  1. When docking with the wind blowing off the dock the first line put on the dock should be ans:
A

fwd spring.

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21
Q
  1. A vessel is Dead in the water using tugs of equal power one fwd and one aft to push the vessel laterally. Disregarding current or wind as the vessel comes ahead on the engine and headway is gained ans:
A

the ship turns to stbd and the pivot point moves fwd.

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22
Q
  1. On a ship with limited ballast capacity it is preferable to get the “bow down” to an even or nearly even keel rather than to have the ship with considerable drag.
A

FALSE

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23
Q
  1. Ballasting tanker down by stern will limit amount of twisting. TRUE
A

True

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24
Q
  1. Dropping two anchors on a short scope…a good way to slow the ship? TRUE
A

True

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25
Q
  1. A vessel docking using an anchor with no tug available and an onshore wind, theoretically the anchor will hold as required with less scope if the lee anchor is used. TRUE
A

TRUE

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26
Q
  1. A vessel using an anchor to dock with an onshore wind and no tug available, the anchor which would most benefit the vessel when undocking would be the offshore anchor. TRUE
A

TRUE

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27
Q
  1. A vessel moored to a dock with a deep draft vessel passing in the channel. The vessel at the dock will be pushed in towards the dock when the passing vessel is abeam.
A

FALSE

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28
Q
  1. In standard U.S. tug signals the signal given for push full ahead would be ans:
A

one blast followed by a series of short blasts.

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29
Q
  1. A light vessel in ballast, screw is submerged with a strong wind blowing puts the engines ahead with rudder amidships. The pivot point will move aft from the initial point.
A

FALSE

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30
Q
  1. A deep draft vessel starts the engines from dead in the water with rudder hard over and gets underway. As headway increases the pivot point moves aft.
A

True

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31
Q
  1. A vessel puts its engines astern in shallow water with rudder amidships to stop the vessel. By the time the vessel is stopped its heading will be 80 to 90 degrees off the original heading.
A

True

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32
Q
  1. A vessel is backing in to a slip to dock starboard side to with a fresh breeze blowing off the dock. There is one tug available. The most effective way to use the tug would be ans:
A

made up on the port bow.

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33
Q
  1. When making a turn in a narrow channel a buoy located on the point would not be a useful indicator for the turn.
A

False

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34
Q
  1. When making a turn in a narrow channel and using a buoy on the point to help position the vessel, if the relative motion of the buoy is towards the bow the vessel will fetch up at a further distance from the buoy. FALSE
A

False

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35
Q
  1. A vessel with a controllable pitch propeller will behave like a right-handed propeller ship when backing if the vessel has a ans:
A

left-handed propeller.

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36
Q
  1. A controllable pitch propeller is more effective astern than a conventional propeller.
A

FALSE

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37
Q
  1. A steam turbine vessel can work against mooring lines more easily than a motor vessel.
A

TRUE

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38
Q
  1. A dual mode ITB backing out of a slip will have the same interaction with the bottom as a conventional vessel.
A

FALSE

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39
Q
  1. A vessel which increases trim by the stern will decrease the turning diameter.
A

False

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40
Q
  1. Bank cushion has a greater effect on a full bodied deep draft vessel than a vessel in ballast.
A

True

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41
Q
  1. When turning in to a slip to dock port side to with a tug made up on the stern on a hawser, the tug is more likely to be capsized if the if the towing connection is ans:
A

high and amidships.

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42
Q
  1. A twin screw vessel is more likely to take a sheer in a narrow channel than a single screw vessel. TRUE
A

True

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43
Q
  1. The three lines commonly used by U.S. tugs are in the order that they would be made fast ans:
A

backing, come ahead, and stern

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44
Q
  1. In standard U.S. tug signals one blast could mean stop if the tug is pushing.
A

TRUE

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45
Q
  1. Bank cushion and bank suction work together to cause a vessel to sheer away from shoal water.
A

TRUE

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46
Q
  1. Bank cushion and bank suction will cause a vessel to sheer away from the near bank.
A

TRUE

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47
Q
  1. A vessel making a turn in a narrow channel should have the engine on full ahead when entering the turn and then reduce the revolutions when coming out of the turn.
A

FALSE

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48
Q
  1. Docking stern in onshore wind, best placement for tug? A. on the bow on a hawser
A

B. on the port bow C. midships D. on the stern on a hawser (I put port bow)

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49
Q
  1. Twin-screw vessel rudder midships going astern you expect to back
A

a. erractically b. port c. starboard d. fairly straight (I put D)

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50
Q
  1. Ship with limited ballast capability you want to get the bow down to make it on even keel or almost even keel?
A

FALSE (I put TRUE credit given)

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51
Q
  1. Vessel with bow out of water, not underway and drifting, the wind will blow the bow faster than the stern and the stern will go up into the wind.
A

True

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52
Q
  1. A twin screw vessel is more likely to shear in a narrow channel then a single screw vessel
A

TRUE

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53
Q
  1. Right handed screw varible pitch propeller, if you’re going ahead the stern will go which way? Going astern which way?
A

Stern will always go to starboard

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54
Q
  1. Dead in the water, full ahead, full rudder, what you start moving the pivotpoint will shift somewhat aft
A

TRUE

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55
Q
  1. A conventional single screw tug is being used to assist a vessel off the berth and is made up on the bow. The tug’s come ahead line will be best used with the line led through the bull nose chock on the bow of the tug.
A

TRUE

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56
Q
  1. A deep draft vessel proceeding through a narrow channel that has reached limiting speed increase rpms on the engine. This will not increase the vessels speed but will give better steering control.
A

False

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57
Q
  1. A vessel with a block coefficient of 0.77 is making 8 knots and has a squat of 4 feet. If the vessel reduces speed to 4 knots how many feet would the squat decrease to?
A

ans: 1 foot

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58
Q
  1. A deep loaded vessel starts its engines while dead in the water with rudder hard over. The pivot point moves to about 1/3 the distance of the vessel from the bow.
A

False

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59
Q
  1. A vessel in ballast with the bow high out of the water and the screw submerged with a beam wind starts its engines from dead in the water with the rudder midships, the pivot point will move aft from its initial position.
A

False

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60
Q
  1. A deep loaded vessel turning in a bend in a narrow channel that is too close to the bank on the side of the point in the bend, bank suction will adversely affect the vessel in making the turn.
A

True

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61
Q
  1. A deep loaded vessel turning in a bend in a narrow channel will likely only need the rudder to check the swing of the turn. TRUE
A

True

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62
Q
  1. A dual mode ITB entering restricted waters that must keep the barge on a short tow line should keep the tow line as short as possible to make sure the tug does not become girt or capsize.
A

False

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63
Q
  1. A vessel using the lee anchor when docking with no tugs and an offshore wind ans:
A

theoretically the lee anchor will hold as required with less scope.

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64
Q
  1. A vessel turning on her anchor at constant speed increases her rpms. The pivot point moves aft.
A

True

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65
Q
  1. A full bodied deep draft vessel is likely to squat by the head.
A

True

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66
Q
  1. A deep draft vessel coming from deep water to shallow water generally steering will improve unless the vessel goes down by the head.
A

True

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67
Q
  1. A vessel that increases its drag will have a tighter turning circle.
A

False

68
Q
  1. When a pilot boards a vessel in order to know what magnetic course to steer he should get from the vessel the ans:
A

deviation

69
Q
  1. A deep draft vessel is proceeding in a narrow channel and passes a vessel moored to a berth. As the deep draft vessel passes the beam of the docked vessel the vessel at the dock will be pushed up against the dock. .
A

FALSE

70
Q
  1. A vessel is overtaking another vessel in a narrow channel. The vessel being overtaken will feel an increase in speed and an increase in bank suction as the overtaking vessel approaches its quarter.
A

TRUE

71
Q
  1. A tugboat assisting a vessel unberthing from a dock working on a hawser. Which placement of the towing hook would be the most dangerous in capsizing the tug? ans: high and midship
  2. Shallow water effect becomes significant at a depth 1.5x draft.
A

True

72
Q
  1. The resultant bow thruster force is inversely proportionate to the ship’s speed.
A

TRUE

73
Q
  1. The moment of a force about a point is the product of that force and the perpendicular on its line of action.
A

TRUE

74
Q
  1. A turn in shallow water is wider due to restricted lateral motion of the aft ship and smaller drift angle.
A

TRUE – restricted bottom clearance impedes water flow

75
Q
  1. The rate of turn is about the same whether turning in shallow water or deep water.
A

TRUE

76
Q
  1. Using a bow thruster to turn the ship to port, will result in the center of gravity shifting to starboard.
A

FALSE –opposite is true

77
Q
  1. A ship down by the head will have a wider turning circle because of the reduced steering lever.
A

FALSE – smaller turning circle, due to increased lateral resistance fwd.

78
Q
  1. In shallow water the turning diameter is about the same as in deep water.
A

FALSE – turning diameter is greater in shallow water

79
Q
  1. On smaller ships, a turn to port has a smaller diameter then a turn to starboard.
A

True

80
Q
  1. A ship will have a smaller turning diameter under acceleration.
A

True

81
Q
  1. Momentum is the quantity of motion measured by the product of mass and velocity.
A

True

82
Q
  1. Under sternway in shallow water, a ship changes heading significantly, as much as 80 to 90 deg.
A

True

83
Q
  1. Under sternway in shallow water, much more distance is required to stop a ship then in deep water
A

False

84
Q
  1. For a quicker stop from full ahead, the propeller working slow astern will have a better braking effect than working full astern.
A

True

85
Q
  1. The turning circle in loaded condition in shallow water tends to be larger than in ballast
A

TRUE – due to smaller rudder ratio, more momentum, less bottom clearance

86
Q
  1. Directional stability improves in shallow water, unless ship is down by the head..
A

TRUE

87
Q
  1. Loss of headway with engine stopped, in shallow water, is more than in deep water, due to increased flow restriction under the keel.
A

FALSE – “ship carries her way longer in shallow water.”

88
Q
  1. Twin-screw, single rudder ships steer better at very low speeds when the engines are stopped than when coming ahead.
A

True

89
Q
  1. Under sternway in deep water, ships head will fall off to starboard at a greater rate than in shallow water.
A

FALSE

90
Q
  1. A ship down by the stern has a larger turning circle because of less lateral resistance fwd and more lateral resistance aft of PP.
A

TRUE

91
Q
  1. A complete turn under full rudder and full ahead from DIW takes less than half the room than it does for a ship starting a turn from full speed.
A

TRUE – due to momentum and longitudinal resistance.

92
Q
  1. The turning circle at a constant speed is the same, regardless of the speed.
A

FALSE – a slower constant speed will result in a smaller turning circle due to less momentum, shorter steering lever, and larger drift angle.

93
Q
  1. The vessel will twist more when backed in shallow water.
A

TRUE

94
Q
  1. Directional stability becomes more positive as length increases.
A

TRUE

95
Q
  1. Lateral resistance abaft PP restricts the drift angle AND limits the magnitude of the lateral resistance.
A

TRUE

96
Q
  1. A wider drift angle will result in smaller turning diameter.
A

TRUE

97
Q
  1. A ship under acceleration and turning has a wider drift angle.
A

TRUE

98
Q
  1. Directional stability becomes less positive as drag increases.
A

FALSE

99
Q
  1. A large turbine plant may have as little as 25% of the power astern as she has ahead.
A

False

100
Q
  1. A ship with a wider beam will have a relatively larger turning circle than a ship with a narrower beam.
A

False

101
Q
  1. During acceleration, the PP moves fwd as the resistance fwd is not yet proportionate to the propulsion force.
A

True

102
Q
  1. In order for the anchor to have a significant pivoting effect on a vessel under headway, a large turn must be deliberately initiated using the engine and rudder.
A

True

103
Q
  1. A VLCC loses 5-10% of her headway for every 90 deg. change in heading.
A

FALSE – “25-30%”

104
Q
  1. As depth decreases, the ship’s tactical diameter decreases.
A

False

105
Q
  1. A high-sided ship will feel the wind significantly at 5x the ship’s speed.
A

false 3x Ships Speed

106
Q
  1. A head current in a narrow channel assists large vessels in making turns.
A

FALSE – “a fair current assists….”

107
Q
  1. In the beginning stages of a turn, the imbalance of forces causes the ship to be directionally unstable.
A

TRUE – All ships

108
Q
  1. Disregarding current, if quickwater falls behind the ship when the engine is put astern, the speed could be less than 2 knots.
A

FALSE

109
Q
  1. A ship down by the head, while turning, experiences a relatively larger negative pressure at the quarter, and a relatively smaller positive pressure on the outward bow.
A

FALSE – just the opposite.

110
Q
  1. The PP apparently shifts fwd on a ship down by the head.
A

TRUE

111
Q
  1. During a turn in a narrow channel, a buoy has an opening relative bearing, the ship will end up closer to that buoy.
A

FALSE – opening = distance increasing

112
Q
  1. Squat is directly proportional to speed.
A

FALSE – “squat varies in proportion to the square of the speed.”

113
Q
  1. The windward anchor is preferred in a docking situation because it will hold better in a beam wind.
A

FALSE

114
Q
  1. A ship down by the stern, under sternway, the PP would not move as far aft as if the ship was stopped.
A

TRUE – transverse thrust and increased directional resistance keep the PP from moving aft.

115
Q
  1. Radar is more effective in measuring absolute distances then it is in measuring changes in distance.
A

False

116
Q
  1. In a dead ship movement, it is better to have the tug made up on the inside quarter during a turn, as the tug backing will assist the turn.
A

True

117
Q
  1. A ship at 10 knots has a Cb of .8 and a sinkage of 5.25ft. If speed is reduced to 5 knots, what is the resultant sinkage?
A

1.3ft (or ¼ the squat at higher speed)

118
Q
  1. A ship in shallow water reaches “limiting speed” an increase in RPM will not increase the speed, but the greater flow over the rudder will improve steering.
A

FALSE – “ship becomes difficult to steer”

119
Q
  1. A ship with a large Cb will tend to squat by the stern.
A

FALSE – by the head.

120
Q
  1. The first line sent aboard by the tug is usually the “backing line.”
A

True

121
Q
  1. The “come ahead line” is led from the tugs quarter to a bitt on the ship
A

.FALSE – the “come ahead line” is lead from the tug’s foredeck, through the bullnose, then up to the ship.

122
Q
  1. When using whistle signals when working with a tug, one blast would mean, “stop.”
A

FALSE – could mean stop if pushing or pulling or if stopped, come ahead normal.

123
Q
  1. When working with tugs, on long blast means, “come ahead slow.”
A

TRUE

124
Q
  1. The drag provided by a tug made up aft will improve the effectiveness of the rudder.-
A

FALSE

125
Q
  1. The stern tug tends to set the stern away from the side she is made up on.
A

TRUE

126
Q
  1. The anchor windless brake has three times as much holding power when the wildcat is stopped (static friction) as when it is turning (dynamic friction).
A

TRUE

127
Q
  1. Set and leeway increase in a wind and current situation, causing the turning circle to become more elliptical.
A

TRUE

128
Q
  1. During a stern in docking to a slip, it is important that the stern tug be made up as soon as possible to control the stern.
A

FALSE – “stern tug stand off until actually needed.”

129
Q
  1. A ship under sternway will back into the wind because the PP is fwd.
A

FALSE – PP is aft

130
Q
  1. There is usually a set off the wharf in a current in a direction contrary to the current which is running nearly parallel to the ship’s heading.
A

TRUE

131
Q
  1. The classic Williamson turn using a 60-deg change of heading will apply to all ship types.
A

FALSE – VLCC’s, directionally unstable, need much less change before shifting helm.

132
Q
  1. A 30 knot wind exerts the same force on an equal area as a 1 knot current.
A

TRUE

133
Q
  1. “A ship moves 200 ft per minute at 1 knot”
A

FALSE – “100 ft per minute @ 1 knot.”

134
Q
  1. The quickwater effect is felt first on the starboard side.
A

TRUE

135
Q
  1. A ship in a full speed turning circle will end up inside the original starting point.
A

TRUE – the first 90 deg. is larger diameter due to momentum and having the PP farther fwd resulting in a smaller drift angle.

136
Q
  1. Spring lines are the most effective lines in keeping the ship alongside.
A

FALSE – breast lines

137
Q
  1. When passing a moored ship in a narrow channel, the moored ship is first pushed toward the berth, than sucked away as the ship comes abeam.
A

TRUE

138
Q
  1. The deepest water in turn will be in the bend nearest the point.
A

FALSE – “deepest water away from the point.”

139
Q
  1. Above or below a turn, the deepest water lies on the side nearest the path of the ebb tide as it flows from one bend to the next.
A

TRUE

140
Q
  1. Using an anchor under headway, the bow will be steadied more if the starboard anchor is used on a right-handed propeller ship.
A

FALSE – “bow steadied regardless of anchor used…”

141
Q
  1. A deeper draft ship would have more frictional resistance than a shallower draft ship.
A

TRUE

142
Q
  1. Lateral resistance equals propulsion force when the ship is at a constant speed.
A

FALSE – “directly proportionate…”

143
Q
  1. The position of the PP is determined only by the ship’s shape, motion, and magnitude of the force.
A

FALSE – also the point of impact

144
Q
  1. Frictional drag is one of the elements that determines the PP.
A

FALSE – happens all along the vessel; no effect on PP.

145
Q
  1. The rudder force works at an optimum when the ship is DIW, and full thrust on the rudder has maximal leverage.
A

TRUE

146
Q
  1. As sternway sets in the rotational effect of the transverse rudder force is reduced.
A

TRUE

147
Q
  1. A ship moored in a current are subject to pressure which is directly proportional to the underwater area and also directly proportionate to the current velocity.
A

FALSE – “proportionate to the square of the current velocity.”

148
Q
  1. A current on a freely moving ship, not subject to outside forces, will result in a turning moment.
A

FALSE

149
Q
  1. A ship starting DIW, has the initial PP on ship’s beam from the bow.
A

TRUE

150
Q
  1. As a ship is building up headway, the PP will shift aft proportionally to the magnitude of the underwater resistance force in relation to the propulsion force.
A

TRUE

151
Q
  1. A ship not moving over the ground but subject to a current from astern will have the PP located aft.
A

TRUE

152
Q
  1. Overtaking in narrow channels should be done at moderate speeds as to limit the time the two vessels are alongside.
A

FALSE – “…with reduced speeds only.”

153
Q
  1. The safest way for unberthing a loaded tanker in unfavorable current is to bring the ship parallel to the current as soon as possible.
A

TRUE

154
Q
  1. The lateral resistance forward of the PP does not determine the position of the PP on a ship turning under rudder.
A

FALSE – “one of the principle forces which determines…”

155
Q
  1. The PP shifts aft when a ship is turning at a constant speed.
A

FALSE – PP stays in the same position

156
Q
  1. A ship under headway and turning, the PP lies about 1/3 of the length from fwd.
A

TRUE

157
Q
  1. How bad do you want it?
A

$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$$

158
Q
  1. A ship will turn much tighter when started from DIW with full ahead and full rudder, because it is easier to overcome rotational inertia than longitudinal inertia.
A

TRUE

159
Q
  1. The holding power of an anchor is at best twice its own weight, not including chain.
A

FALSE – 4x

160
Q
  1. Under anchor, the speed must be kept to minimum revs to keep the PP fwd, and allow the desired large swinging moment.TRUE
A

B

161
Q
  1. The relative effectiveness of the rudder is the same regardless of rudder angle. FALSE – “relatively higher in the region of small rudder angles…”
A

B

162
Q
  1. The rate of turn for the first 10 deg. is initially low because the transverse rudder force has to overcome lateral inertia and strong resistance aft of the PP.
A

TRUE – drift angle opens slowly

163
Q
  1. The rate of turn is highest between 5 and 45 deg. of turn.
A

FALSE – 10 to 90 deg. is the highest rate of turn

164
Q
  1. What is the average diameter of a full speed, full rudder turning circle?
A

3.5 L

165
Q
  1. A loaded tanker turning on her anchor, increases RPM’s this will force the PP aft and reduce the leverage of the wind force on the beam.
A

TRUE

166
Q
  1. As the anchor chain becomes slack, the PP moves farther aft.
A

FALSE – it returns to the fwd position.

LOCAL PILOT (15 decks)

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