USCG Auxiliary Seamanship Study Guide

Transcription

AUXILIARY SPECIALTY COURSE
SEAMANSHIP
(AUXSEA)
STUDENT STUDY GUIDE
PUBLISHED FOR EDUCATIONAL PURPOSES ONLY
COMDTPUB P16794.42
;;,kffff'M
Commandant
U.S.CoastGuard
21@ SecondStreetS.W.
Washington,
DC 20593-0001
G-NAB-1
Staff Symbol:
Phone: (2O2) 257-LooL
COMDTPUB
PL6794.42
I 5 APR1992
C O M M A N D A NPTU B L I C A T I O N P 1 6 7 9 4 . 4 2
Course Seamanship (AUXSEA); Student
Auxiliary
Specialty
Study Guide
Subj:
1.
is intended
for use as the student
P_UBPOSE. This publication
Course in
study guide for the Auxil-iary
Specialty
purposes only
It is published
for instructionalSeamanship.
and is not policy material.
2.
The Auxiliary
DIRECTIVES AFFECT_E_D_.
Operational
is
Course, Student Workbook, CG AUX 498-2(74),
3.
DISCUSSION. This publication
contains instructional
regarding Coast Guard Auxiliary
information
Seamanship.
j-nclude:
in this new edition
Major revisions
Specialty
canceled.
a.
New chapter on anchoring
proper safety procedures
fouled anchor.
techniques
which reviews the
for anchoring and clearing
a
b.
New chapter on duties
and manners which reviews the
dutj-es expected of the deck hand, radio watchstander,
J-ookcut, hel-msman, and towing
navigator,
engineer,
watch.
c.
Redesigned and expanded topics
on terminology,
boat
gear types.
materials,
and steering
construction
d.
Revised chapter on internal
combustion engines,
( I/O's).
on inboard-outboards
including
information
D I S T R I B U T I O- N5 P 1 P e . 1 3 0
a
b
d
e
o
h
J
K
A
B
D
E
F
u
H
SN
ee
NON-SrANDARDDlsrRlBUTlo
: page 2.
m
n
o
p
q
u
w
x
v
z
COMDTPUP
BL67694.42
19sZ
15 APR
4.
ACTION. District
Commanders shall
insure that this
publication
is used as a resource for Auxiliary
training
and
instructors
that all Auxiliary
and teaching
assistants
are
aware of this publication
and become thoroughly
familiar
with its contents.
/QA,rx
W. J. ECKER
Chief, 0ffjce of NavlgailonSafety
ir :C IjltCr ' ,r ,,e1,
Scr vices
Nonstandard Distribution
Auxiliary
Auxiliary
National Board
Department Chiefs
Auxiliary
Past
NationaL
Commodores
TABLEOFCONTE}MS
Pago
iv
TNTRODUCTION
CIIAPTER 1-TENMINOLOGY, BOAT CONSIRUTTIONMATERIALS AIID STEERING
GEARTYPES
INTRODUCTION..........
FIBERGLASS
BOATS....
wooDBoATs
.,.........
l-l
1-l
...,......
....................,
............,............
t-5
,.......1.7
ALUMINUM
................
l-8
FABRIC0nflatables)
l-8
.......,.......
TypEs oF STEERINC
$YSTEMS
andSmallBoatHandling
CHAPM.ANPiloting Seamanship
;....................Chap1er
onNauticalTerms
EdyEditions
andAcronyms;Section8, Appcndices
Iater Editions...SectionI ChapterI andAbbreviations
STUDYQUESfiONS
CHAPTDN,2 - BOAT MNNTENANCE
cH2
CHAPTER 4 * MARLINSPIIG SEAMANSHIP
TNTRODUCTTON
4-l
.......,........
4,1
TYPESOFROPE
NanualLine
4-l
4-l
SyntheticLine ...,...,.......
+3
Wire Rope
u3
CARE OF LINES
LINE USAGE,KNOTS,HITCHES,BENDS,AI.{D SPLICES...................-........,. 4-5
4-5
"DippingfteEye4-5
SquareKnot.........,...,
.
Bowline
4-6
Half Hitch
M
Clove Hitch
4-7
TimberHitch
4r7
RolliogHitch
4.8
SheetBend/BecketBcnd..*.....,....
4-9
4.9
SAICING
Short Splice
4-9
Eye Splice
4-10
STOWINGLINE
4-l I
CHAPMAN Piloting Seananshipand Smail Boat Handling
Early Editions
......Chaperon Marlinespikc Seamanship
LaterEditions
STUDYQT.IESTTONS
Section3, Chapter13
.. 4-r2
CHAPTEN.5 _ BOAT IIANDLING
INTRODUCTION
STUDYOUTLINE
BasicPrinciplesof Boat Handling
Dock Lines and Their Use
Landing at aPier
GettingClear of a Berth
Manzuverat Slips in tigbt Quarters
Handling Twin ScrewBoats
STUDYQUESTTONS
5.I
5-I
CHAPMANPiloting
Searnanship
and Small
BoatHandling
Eatly Editiom, Chapteron
Power Cruiscr Seamanship
Iator EditionsnSection3, Chapte{9
54
CIIAPTEB 6 * H0AVY WEATIIER
INTRODUCTION
wrNDwAy8s....................
STORMTIDEWAVES
SEISMICWAVES
TIDALWAVE$
SWELLS
suRF............
WAKES
cRosssEAs............
6.I
6.r
63
G4
64
6.4
M
65
6s
TI{BETFECTOFWINDANDCURRENT
ONMANEUVERING................... 65
HEAVYWEATIIEROPERATION
6.8
TrrESEAANCHOR(DROGUE).....................
69
6ll
and Small Boat Handling
CIIAPMAN Piloting Searnanship
Early Editions ....,..Sectionon Boat HandlingUnder Adverse Conditions
Editions
::.T.:13::::.T:1::g#ffiHHJ1T
Later
.,..,-:..".:-::::1"
STUDYQT]ESTIONS
cH2
GI3
CIIAFTER 7 - ASSISTANCETO BOATSIN DISTRESSAND DAMAGD CONTROL
INTRODUCTrON....,.....
7.1
RIGIITINGA CAPSIZEDSAILBOA.T
7.1
REFLOATINGASTRANDEDVESSEL
7A
APPROACHINGABURNINGVESSEL
7.5
FrREFIGInING.............
7.5
PLUGGINGAI{DPATCHING
....,.I".r....r.,...
7.6
D8WAT8RrNG.................
?-10
andSmallBoatHandling
CHAPMANPiloting,Seamanship
EarlyEditions
sn Stranding,
AssistingandTowingandonEmergency
,.....Section
LaterEditions................-:.:::::::.T.::::::.:.:.:::::::.:::::.::5ffiJfffiff
srIJDy QUESTIONS..................
.............r!.,....
7-13
CTIAPTER 8. NAVIGATION RI]LES
INTRODUCTION
STUDYOUTLINE
8.1
8-1
NAVIGATION RULES: LIGHTS AND DAY SHAPES
ThoU. S' InlandRrltt
Intehationil Rulesof the Road
CHAPMANPilotingSeamanship
ondSmallBoatllandling
EarlyEdritions,
ChaptoronNavigationRules
LaterEditioq$!Section3, Chapters
7 andI
STUDYQUESTTONS
CHAPTER9- AIICEORING
INTRODUCTION
....,.........
STUDYOUTLIM
.................. 9.1
9-1
Atchoring
GroundTackls
Anchoring Te,chniques
PermanentMoorings
CHAPMAN Piloting Seamanship
and Small Boat Ilandling
Early Editions, Chapto on Anchoring
Later Editiong Section3, Chapter12
STUDYQUESTIONS
...............-.
%3
CHAPTERTO-DUTIESAI\IDMAI\INERS
INTRODUCTION
l0-l
lG.l
l0-3
DUTIES
MANNERS
POLLUTION
COURTESY
BOARDINGA COASTGUARDVESSEL
STUDYQUESTIONS
llt
cH2
104
lc.5
10{
This Page Left Intentionally Blank
Reverse of Page iii
CHAPEER 1
TEnMtNOI.ocy,
BOf[
CONSIRUCIITOD|lrATERflxJ,
AIID grEERnrG CEAR lrpEs
provides
lnforrnation
on
overall
chapter
This
MTRODUCrIq}!.
ffimatexia1susedforboatbui1ding.Itgivessomeofthe
Students are also introduced to
advarltages and disadvantages of, each.
wlth seamanship.
associated
Fina}ly
Terms"
some of the "Nautical
material
systems.
The
readS-ng
steering
there is a review of corunon
pages of this chapter
for this l-esson can be found In the following
and in designated portions
of Cna4tril Pil.gttllgt, FeaoanqLlip?tl4.,FTet+
In the earlier
Boat EandlinE,
m6- cEapEer on l{auti.cal lerma.
in Sectl,on
I
sed upon these readings,
#
is
editions
of CIIAPMAN,the naterial
fn the later editionsr
the material
in
is
materials
to
boat ewner has nany boat building
Today's prospective
all'
a far cry from yesteryearr when practically
choose from. It's
ls
woodr
Now, there
boats
were built
from one material-wood.
plus many combinations
of
fero-cement,
aluminun, steel,
fibergrlass,
hulls with wooden decks,
these, For instance, yoo can see fiberglass
lnteriors,
and deck houses. The same is true for aL1 of the other
material$.
You don't need the desire to be a boat builder to learn more about boat
and what
building.
The more you know about how boats are built
you
able
to
sel-ect
build
them'
the
bet,ter
will
be
materials are used to
year
year.
will
her
This
after
lesson
a boat and then to maintain
you
In
boat
building
materlals
use
today
and
to sofite of the
introduce
you
will
find
in
aL1
systems
nearly
the,
steering
w111 explain
powerboats.
l^tith fiberglass.
Today, fj.berglass
begin
FIBEF€LaSS=,BgryS. Iletrs
ffipo1izestheboatbui1ding1ndustry.Thiswasnot
new innovation
is a relativel,y
and has
always so. The use of, fiberElass
the last few decades, come to replace wood as the primary
on1y, within
has become so popuJ.ar
The reason fiberglass
boat building material.
Thousands of boat
is due to the fact that it is so easily maintained.
to
their
delight
that, taking
care
of
a
olrners have discovered
its wooden counterpart,
fibergJ-ass boat is far easler than maintaining
yards in the spring is proof enough. Owners of
A J.ook at fitting-out
them ready for launching,
wooden boats spend hour upon hour getting
is
boats find
that much Jess maintenance-time
Owners of fiberglass
required.
But then again, fiberglass is not exactly a miracle material either. It
rreeds
requiree proper care and, contxary to what many people think,
painting periodically.
cH2
The word fiberglassdoesn'treally define the material. It is more exactly plastic reinforcedwith
fiberglass.The British use a more accuratedescription- CRP, which standsfor glassreinforced
plastic. A fiberglasshull, then, is composedof shandsand layers of fiberglasssaturaledwith
iesin. This constuction can be comparedwith that of reinforcedconcrete.The fiberglassstrartds
sompareto the steelrods andthe resin comparesto ttre cement.
Just as with any other kind of boat building material, there ate good fiberglassboats and bad
fiberglass boats. There are ilulny ways to use fiberglassin building a boat and, predictably,
thereare firrr supportersof eachof these,
itsel{
the reinforcing
Fiberglass
material,comesin four differerttforms-mat,
chopped
and
cloth, wovon roving,
strands(frgure 1-1). Mat is a mass of
randomly choppedfiberglass fibers that
are either bonded together with resin or
mechanicallystitchedtogether. It is usedas
a primaryreinforcsrnentfor the hull andthe
deckofa boat.
Fiberglass
Mat
Fiberglass
Cloth
-nt
\\vA-.
,fr?5Ry}\rU
It is alsousedto reinforcejoints andto
providea waterproofbanier.Fiberglass
-/4ti{t*-o
just
it
is
what
the
implies.
is
rurme
cloth
anopeq squareweavewith strands
WovenRoven
goingin trivodirectionsonly.It is usedas
ChoppedStands
Thefour primarytypesof a primary
for hullsanddecks,and
Figurel-I.-The four primary
reinforcoment
fotthe
typesof fiberglassreinforcemetrts.
commonlyusedasa reinforcemenl
surfacecoat(calledthe gelcoat).Wovett
roving is almost exactly like cloth but it has a heavierweave, It is used as a primary
reinforcement
for hulls anddecks.Choppedshandsarejust that,fiberglassthathasbeenchopped
into very srnallpieces.
iW
-qlfililh'
Thetwo basictypesof resinrxedin boatconstuctionarepolyesterandepoxy. Polyester
resins
are mostcommonlyfouud.Theyare versatile,easyto handle,andhavea relativelylow cosL
Epoxyresinsarestrongerthanpolyesters,
but then,theyaremoreexpensive.
Theyarealsovery
difficult to work with.
t-2
resi-ns.
There are many substances conmonly actded to boat building
the
are
used
to
control
Others
Some are used to harden the resin.
to
make
the
resin
are
used
others
Stift
curing tirne of the resins.
are extremely
laninates
fiberglass
since untreated
retardant
fire
to rnake thern fire retardant
Resins that have additives
flanmable.
smoke, and char in the presence of heato but will
discolor,
will
not break into flame.
to
build
a
must be fol-lowed
which
various
steps
are
There
part for that matter.
First
a
oE any fiberglass
huII,
fiberglass
like the
This is a nale nold that looks exactly
plug must be nade.
or almost any
product.
It can be made of wood, plaster,
finished
and cheaply to cut
and is often rnade very fightly
other naterial,
mold, also known
The pluq is used to make a cavity
down on costs.
or other
It too may be made of wood, plaster,
aS a female mold.
rnold
The cavity
it is made of f iberglass.
}lany tines
materials.
much in the same way that a pan
hutl,
is used to rnake the finished
There are two ways to use a cavity mold in
is used to bake a cake.
One is the hand-Iayup process, and the
hull.
a fiberglass
building
of
process.
Sometimes a combination
other i; the chopped-strand
the gel coat is
In the hand-Iayup process, first
the t$to is used.
give the boat its
applied to the inside of the mold, which will
cloth is
Next a layer of fiberglass
surface.
cotor anO its finish
layer
This
with
resin.
to
it
gel
and
bonded
coat
on
the
down
taiO
of
c
o
m
b
i
n
a
t
i
o
n
s
A
f
t
e
r
t
h
i
s
,
r
e
i
n
f
o
r
c
e
m
e
n
t
.
a
s
a
a
c
t
s
of cloth
are
added
strands
chopped
sornetimes
and
roving,
\doven
mat,
cloth,
of the huII is
the desired thickness
layers until
in successive
has a lot to do
a
r
e
c
o
m
b
i
n
e
d
m
a
t
e
r
i
a
l
s
f
i
b
e
r
g
l
a
s
s
H
o
w
t
h
e
obtained.
w
i
t
l
b
e
h
u
l
l
t
h
e
d
u
r
a
b
l
e
a
n
d
s
t
r
o
n
g
witn how
to the
applied
process,
In the chopped-strand
9el coat is first
g
u
n
,
w
i
t
h
r
e
s
in and
w
h
i
c
h
i
s
f
e
d
a
T
h
e
n
n
o
l
d
.
inside of the cavity
and
ruixes
the
strands
chops
operation
in
one
strands,
fiberglass
g
e
l
coat.
t
h
e
o
v
e
r
i
s
s
p
r
a
y
e
d
m
i
x
t
u
r
e
T
h
e
resins.
them with
get
an
as
to
so
great
of
skill
amount
a
gun
requires
Handling the
g
e
l
A
ny
c
o
a
t
.
o
v
e
r
t
h
e
w
i
t
h
r
e
s
i
n
m
i
x
e
d
even layer of fiberglass
p
l
a
c
e
s
i
n
s
o
n
e
t
h
a
t
i
s
t
h
i
c
l
c
a
h
u
l
l
i
n
result
will
rniscalculations
p
r
o
d
u
c
e
w
e
a
k
a
t
e
r
r
i
b
l
y
w
i
l
l
t
h
a
t
something
in others,
and thin
boat.
it is strengthened
huLl has been built
After the basic fibergtass
of the boat is
Then
the
rest
and other members.
witn stiffeners
etc.
added such as the declcs, the cabins, the superstructure,
huII
is to use the matched die
Another nay to make a fiberglass
rnethod. Matched dies are nothing more than male and female molds,
usually made of metal, that are clamped together with a laminate
amount of pressure and heat, the
the correct
By applying
between.
hult is made uniform throughout.
l--3
S t i l l a n o th e r co n stru cti o n nethod is called sandwich constr uction.
r t c o n s i s ts o f a co re n a te rial,
usuar ly wood, such as balsa, th at
i s s a n d w i ch e d o n e i th e r si de by layer s of fiber glass inpr
egnated
-used
with resin.
ottrer core materials
that are soietirnes
are
foaned plastics or plywood. Sandwich construction provides a boat
tfat_ is very strong and buoyant.
There is one diawback though.
Should the laninate become cracked, noisture can enter and stirt
dry rot in the wooden core.
This can cause a najor problern. (see
figure t-2.)
BArSA
n63rerA55
OR oTt-lE<
tAh,{lNAIE
@MATE€IAU
Figurc 1-2.-Srndwich construction. Thc fiberglrs lamina& can bc madc up of rny combinrtion of mrt. doth,
or roving. Ulrally only the cutsidc of thc hoctformed in thir manncr'u finichcd with gcl coal
The advantages of fiberglass
boat construction
are many. Fiberglass
by its very nature. is irnpervious to narine borers,
shipworns;
and
rot.
Since the fibergJ-ass hull does not have any seams as such
(after
a1l it
is. ? one-piece
hurr)
there
cannot be any reaks
through seams or joints.
The color can be molded into fiberglass,
so for a few years, at least,
tbe hult need not be painted.
Don't be fooled, however, the bottoms of fiberglass
boats are still
affected by'qarine growths and barnacles. rt is wise, then, to coat
the bottom with antifouling
paint.
Fiberglass
boats can be extremely strong.
This is true even though
they have very IittIe
franing.
This is not to say there are no
weak fiberglass
boats, though.
The quality of the engineering that
goes into any kind of a boat directly
affects
how stiong that boat
will be.
Another advantage of fiberglass
is that
it
can be molded into
alrnost any shape, naking it very easy for the boat designer.
rt
should be noted, however, that flat
surfaces are not exactly ideal
boats.
for fibergrass
Frat surfaces,
when used, are norrnarly
re-inforced with some other type of naterial.
One of the disadvantages of fiberglass
as a boat building
material
is that
it
is heavier
than water.
Fiberglass
does not have
inherent buoyancy.
fn other words, a fiberglass
boat filled
with
water will sink, unless it has built-in
flotation.
Such flotation
is usually provided by using air tanks, styrofoam,
balsa wood, oF
other very light ruaterials.
L-4
boats is that they are usually
of fiberglass
Another disadvantage
and weight
are related.
strength
heavy.
In fiberglass,
very
strong fiberglass
boats
Though it is hard to mal<e a general rule,
ones night or night not be
boats-Iight
heavy fiberglass
are usually
There is much research and developnent going on these
strong ones.
laminates while at the
days to cut down on the weight of fiberglass
strength.
their
same tirne increasing
is that it is
boat construction
of fiberglass
bubbles
in
Air
too easy to cover up shoddy workmanship.
all
and yet they
weaken the huII,
laminates can materially
fiberglasS
in many of the
There are so many layers
unseen.
are virtually
in
the
bubbles
that
air
today
built
boats
being
fiberglass
t
h
a
t
are
B
o
a
t
s
u
n
d
e
t
e
c
t
a
b
l
e
.
a
r
e
i
n
s
t
a
n
c
e
,
l
a
y
e
r
s
,
f
o
r
innermost
uneven
thicknesses,
night
have
rnethod
by the chopped-strand
buitt
yet it is very hard to determine that this is trueimpossible to
huII, it is virtual-Iy
up a fiberglass
Without cutting
who
b
o
a
t
b
uilders
F
i
b
e
r
g
l
a
s
s
i
t
s
m
a
k
e
u
p
.
what went into
tetl
the
doing
are
boats
of
their
and cutaways
provide
cross-sections
y
o
u
t
e
I
I
e
x
a
c
t
ly
t
r
u
t
h
,
i
n
can,
Then
buying public a real service.
what you are buying.
has
rnaterial
The use of wood as a boat building
WOOD BOATS.
w
ith
y
e
a
r
s
.
I
n
c
o
m
p
e
t
i
t
i
o
n
in the last twenty
rapidly
declined
g
r
o
u
n
d
.
T
h
is
lost
it has steadity
and other plastics,
fiberglass
This is
boats.
is not to say that wood is not good for building
There are many people who would not trade a
far from the truth.
Even to those who favor the
of wood for any other one.
boat built
This can be seen
wood represents the ultimate.
modern synthetics,
boats,
that their
in the large number of boat owners who insist
have as much wood
in fiberglass,
constructed
even though basically
as is economically possible.
All wood can be grouped in two general classes - hardwoods, which
come from trees with broad leaves, and soft woods, which come from
the words
leaves. Actually,
or scale-Iike
trees with needle-like
since some of the soaccurate,
hardwood and softwood are not truly
called softwoods, such as southern yellow pine and douglas fir are
hardwoods, such as basswood and
harder than some of the so-called
cottonwood.
types of wood, but, surprisingly
There are hundreds of different
In many cases'
u
s
e
d
in boat building.
w
i
d
e
l
y
f
e
w
a
r
e
v
e
r
y
enough,
q
uantities
and
s
u
f
f
i
c
i
e
n
t
i
n
w
o
o
d
c
e
r
t
a
i
n
o
f
the Lvailabifity
of
M
a
n
y
t
y
p
e
s
f
a
c
t
o
r
.
d
e
c
i
d
i
n
g
t
h
e
b
e
e
n
h
a
s
dinensions
suitable
used
because
longer
are
no
past
building
for
boat
wood used in the
available.
they are no longer readily
The following
used in boat
is a table of characteristics
todaY:
building
t-5
of
some of
the
woods
l{AROWOOO
Tvpr
ot Wood
Ur
Ogrlitig
Arh
HrarV, hrrd,
..rd ttiff
Mortly fo? orr
Gr-nharn
Orcry cisttnt
Grnrnl
LignumVitrr
Vrry hrrd rnd
voy hcary
Prop.l|lr dlaft b..ringr
Africrn
Mrhognny
Hrrd rnd drcry
f.drtlnt
Furnitun, fLntrrr and
htrrion
Mrhogrny
Hervy nd hrrd,
low dr?ink g.
Furniirn, {|rrurra.
imrrian rnd
Dl.nkirre
Ork
H.rvy, hrrd, niff,
frd nroag
Fnmrr rrd othrr
ttructu?rl m.'nban
Philigprinr
Mthogany
Modarrtaly d.crf
ratinrnt Jrd
modantrly h.rw
lntl?io.r
Tcrk
Strong, hirly hrrd,
altaly workcd,
vary dccay
rc3rtttnt
Hull rnd d.ck plrnking,
nrlingt and oth.r
finirrgr
Hclrry, hrrd.
nrong, rriff.
retirtlnt to
Intlriorr
Bltk
Walnut
d.cay
Tvx
Ur
Ourliticr
Cyprur
Modcrrt.ly lighr
rnd modarrtcly
ttroog
Goml
Alaskr Ccdar
ModGrrt!ty lighr
rrd rnodaEtrly
lo! in rtra?rgth.
Hrt axcll|!nt
waking rnd
finirhing
proPCnt6
Gmrnl
Cadar
Light, nEdcr.taly
nrong. hahly
rdinant to
dccry
Pbnking
O o u g l a sF i r
Strong. moderrtaly
hrrd, hrany, rnd
modcrataly dccay
ncrrtt!nl
Gcncnl
Eancrn
Lrrctl
(H!ck-
Modrntaly
K|!at
Jror\g
One
of
the
biggest
considerations
of wood for boat
building
is how it wiII endure.
The effect
of
decay,
marine
borers, weathering,
heat, etc.,
makes the
difference
between
good wood and bad wood.
How
t'rood stands
up to decay is an
important factor.
Decay-causing
gradually
fungus plants
reduce
wood to a punky or crunbling
mass.
Fungi that cause decay thrive
in
danp conditions
caused by fresh
brater rather
than salt
water.
Wood used in boats, that is not
properly
ventilated,
allowing
the danpness to evaporate,
wiII
almost
surely
be attacked
by
decay.
More on this
in lesson
two.
soFTvrrooo
of Wood
The principal
considerations
in
selecting
wood for boat building
are strength,
decay resistance,
and
availability.
The
secondary,but
still
important,
properties
of woods that affect
their selection
for buitding
are
workabi I ity
and
witer
absorption.
Softwood of all wood species is
Iow
in
decay
resistance.
Hardwood varies considerably
in
decay resistance
according
to
the type of wood.
Only a few
types of wood are rated high in
this property.
Hardwood of such
species as douglas fir,
cedar,
rnahogany, southern yellow pine,
western larch, and white oak, is
usually
classified
as moderate
in
decay
resistance
and
generally
gives
good service
under nold conditions
of decay.
mrtackl
Southarn
Ycllow Pinr
Mod.nr.ly h.rd
alrd titong
Plrnking, kmll
nrrt'|.. dacl bdnr
Eancm
Whitr Pinr
Modcrat.ly light.
wc€hL mod?rttaly low in
nrln€th
Otcking md Plrnkirrg
1-6
STEEL. There are two metals that are most cornmonly used to build
boats, steel and aluminurn. Steel has been used in the past, and in
large boats and
for fairly
for that matter,
too,
the present,
yachts,
while aluminum has been used for large and small craft.
of canoes and john
aluminum accounts for the najority
For instance,
b
u
i
l
t
t
o
d
a
y
.
boats
The main
construction.
advantages to steel
There are several
stronger
is
ratio
steel,
on
a
strength-to-weight
is
that
advantage
r
e
s
i
s
t
a
nce to
i
n
r
a
t
e
s
h
i
g
h
a
l
u
m
i
n
u
r
n
.
I
t
w
o
o
d
,
o
r
than fiberglass,
A
r
e
s
i
s
t
a
n
ce.
a
n
d
f
a
t
i
g
u
e
abrasion resistance,
stiffness,
inpact,
s
t
r
e
n
g
t
h
e
q
u
a
l
a
h
u
l
l
o
f
t
h
a
n
be lighter
huII made of steel will
material.
made of another boat building
Steel,
deals with noise.
Another advantage for steel construction
noisy
b
e
i
n
g
o
f
a
c
c
u
s
e
d
b
e
e
n
have
and fiberglass
alurninum,
w
ood.
t
h
a
n
r
e
a
d
i
l
y
m
o
r
e
they conduct noise
that
is,
rnaterials;
t
han
l
e
s
s
n
o
i
s
y
however, is
true, steel,
Though this is certainly
except wood.
aII material
Steel and aluminuro are
to fire.
advantage is resistance
The final
still
A steel huIl will
than other materials.
resistant
more fire
or
after a fire that would have destroyed her fiberglass
be afloat
This does not mean, however, that the non-steeI
wood counterparts.
To the
by the steel.
be fire-shielded
parts of a steel boat will
leaving just
a steel boat can be gutted just as quickly,
-ontrary,
the hull.
quick
is
its
boats
steel
for
of
disadvantage
A potential
proper maintenance.
A steel huII that has
without
deterioration
can turn into a sorry
fron corrosion
correctly
not been protected
period
Boat owners who tend to
of tine.
a short
mess within
boat.
boats would do better with a fiberglass
neglect their
steel,
Like
ALttllINI'Ir{.
One of the
construction.
is its
material
building
boats made of
many snitl
is ideally
be very light
to aluminurn
are many advantages
there
prinary
advantages of aluminum as a boat
This is why you see so
weight.
liqht
to
A canoe, which is required
alurninum.
suited for aluminun construction.
is
and fiberglass,
steel
aluminum, Iike
is
advantage
Another
be
It must, however, Iike the others,
to narine borers.
inpervious
painted with a botton paint to reduce the growth of marine plants
to remember that aluninu:n and the
It is irnportant
on the botton.
and when in contact
netals,
paint
dissirnilar
are
botton
in
copper
Unless you
p
r
o
c
e
s
s
e
l
e
c
t
r
olysis.
o
f
t
h
e
u
p
s
e
t
w
i
t
f
o
t
h
e
r
witl each
paint between the hull and the
put a layer or two of non-metallic
orderin short
be corroded
your aluminum witl
paint,
tottorn
need
not be
waterline
the
above
ind
superstructures
hulIs
Alurninun
of
steel.
the
extent
to
oxidize
not
does
alurninum
painted at all
L-7
one disadvantage
of aruminum is that
it
is a very good heat
conductor.
Aluninum hulls
tend to sweat considerably
because of
this.
is that
alurninum has a fairly
low
point.
nelting
rn the presence of a fire
intense
with
heat,
aluminum will
mert
more readily
than
will
steel.
Another
disadvantage is that it is noisy.
rt is so noisy that if the hull
of an aluminurn boat is not specially
treated against noise, it will
conduct sounds unheard of in boats built
of other materials.
To
sit in an outboard-motor-powered,
non-sound-darnpened alurninum boat
being operated at high speed can be deafening.
FABRTG (rnflatables).
A class
of
gaining
boats
increased
popularity
is the inflatables.
They have been around for long tine
but only started
to gain utility
during and after I{W II.
These boats have a wide range of uses frorn the light
single p1y for
play to the many layered laminates
used for running rapids
and
heavy ocean use.
Use of many of the synthetic
rnaterials,
including
one that is now
proof vests, enable the builders
used for bullet
to fabricate
for
extreme toughness.
As in other materiars,
a wide range of design
is now being produced including
large boats with inboard engines
and rigid
hulls
with
tremendous seakeeping abilities.
These
qualities
make them valuable for such duties as boardirg,
rescue in
heavy seas, and where the requirement is for maximum buoyancy and
shallow draft.
There are several advantages of fabric boats over other boats.
One
the ease of transport
is
both
in the deflated
and inflated
condition.
fnflations
may be accomplished by CO, bottles,
but
generally
is done with an air punp.
The materiars
are tough and
with reasonable care these boats wirr rast a rong time.
They do
not rust, blister,
or have dry-rot,
and storage and haul out can be
easier than boats made of other materials.
TYPES OF STBEEING SYSTEI{S. Basically,
there
are six different
types of steering
systems in use on pleasure boats today.
Some of
them are fairly
simple, requiring
few gears or pulleys,
but others
are extremely complex and employ scores of moving parts.
Here are
the six:
1,
2.
3.
Tiller
Drum and cable
Sprocket and chain
4.
5.
6.
Rack and pinion
Gear and shaft
HydrauJ-ic
system is the earliest
The tiller
type of steering arrangement, and
the sinplest,
ft is stitl
used widely on sailboats,
but has found
use for powerboats.
Iimited
Just about the only powerboats still
are small launches.
using tillers
Tillers
are easy to handle and
have no complicated gears or pulleys.
A tiller
steering
systern is
piece of wood or netal
more than a horizontal
nothing
that
is
attached to the head of the rudder stock.
1-8
are predorninantly used
Tillers
The nain
in sailboats.
is that
disadvantage of a tiller
it takes up too much room in the
of a boat.
And, of
cockpit
in a large boat
course, a tiller
Iittle
mechanical
very
has
1-3.)
advantage. (See fig.
Tru.ER
systen is
The drum and cable
probably
the
next
sinplest
system.
ft is nade up
steering
to
a
drurn
connected
a
of
wheel.
A cable
is
steering
The two
bound around the drun.
ends of the cable, after passing
are attached to
through pulleys,
or rudder quadrant.
the ti]ler
one
When the wheel is tuned,
side of the cable is wound uP on
the drurn while the other side is
This is transmitted
unwound.
to rudder
the pulleys
through
the
boat
quadrant
or-tilIer;
or the
turn to the right
wiII
depending on which waY the
left,
wheel is turned. (See fiq. 1-4.)
the sprocket and chain
Actually,
more than a
i
s
nothing
system
d
r
u
m and cable
t
h
e
o
f
variation
o
f
a drum, a
I
n
s
t
e
a
d
system.
a
n
d
i
nstead of
u
s
e
d
;
sprocket is
j
.
n
c
omPatible
a cha
a cable,
'
used.
is
sprocket,
the
with
s
Ystem
Operation of the steering
and
d
r
u
m
to the
identical
is
cable sYstem
Figurc 1.3.-A tillcr rtecring,yrtrm.
F,Lt:Y
51FSRtNe
Figurc 14.-Thc drum rnd flcxible cablc rtocring
ryr
tom. Ths cabler can bc rfiadred to r tittor or rudder
quadrrnt.
steering
The rack and pinion
system is becoming more and more
takes uP
popular,
because it
less room than the three tYPes
above and gives the
described
sensitive
nore
operator
boat
Figun 1-S.-Thc rrck and pinion (purh-pulll
(See fig.
1-5. ) The
steering.
rtecringJystem.
smalI
a
has
wheel
steering
pinion gear at the end of the
This
shaft.
wheel
steering
gear
engages a rack,
pinion
Attached to the rack is
rather than round, gear.
wnicn is a flat,
This cable is attached
a cab1e, which is in a conduit.
l_-9
at the other end to the rudder assembly.
There is no need for
pulleys
in this
system and the cabre Can go up, down, and around
according
to the layout of the boat"
when the pinion
gear turns
and engages the rack, the cabre is pushed or pulled,
ac6ordinq io
which way the steering
wheel is turned.
The cable iransmits
€fris
push or pull to the rudder assenbly,
which in turn translates
it
into right
or left
rudder.
The gear and shaft steering
systern is seldom found on small boats.
rt is found more often on large craft,
usually
commercial boats.
At the end of the steerinq
wheel i-s a bevel driving
gear, which
engages another gear that is connected to a shaft.
The shaft,
sornetimes utilizing
joints,
universal
travels
from the steering
wheel to the rudder, where its notion is transrated
by a worm gear,
a bevef gear, or cables and purreys,
to reft or righl
rudder:
Hydraulic
steering
systems
are
sinilar
to
automotive
power
steering.
This type of system is being found on an increlsing
number of recreational
vessels.
They use hydraulic
fluid
that i;
purnped through a system to actuate the rudder.
The steering
wheel
is connected to a pump with valves.
l{hen the wheel is turn6d,
the
pump pushes fluid
through the appropriate
valves into hydraulic
lines
that
carry
the fluid
to the actuating
cylinder.
rn the
cylinder,
the motion of the fluid
is translatea
into teft or right
rudder by a linkage to the rudder head.
1-L 0
STUDY QUESTIONS
l-.
saturated
2.
List
the
is
hull
A fiberglass
composed of
.
with
four
types
of
rnaterials:
reinforcing
fiberglass
t_.
2.
3.
4.
3.
The two types
of resins
used in
fiberglass
construction
are
and
4.
There are many substances
are used to
added to boat building
resins.
They
and to
known as a
5.
A rnale rnold is
6.
A f emale rnold is
7.
The hand-layup
known as a
and chopped-strand
processes
are used in
A.
and chopped-strand processes, the
is applied to the inside of the rnold first-
g.
In the
g.
In the matched-die method the
with
are clamped together
hand-Iayup
10. What core materials
lt_. List
the
advantages
are used in
of
sandwich construction?
fiberglass-built
t -LL
boats.
12. List
the
disadvantages
13. What are the
of
two general
boats.
fiberglass-built
classes
of wood?
in
considerations
L4. What are the principal
various
types of wood for boat building?
l-5. List
16.
the
advantages
of
The disadvantage
of
steel
steel
17. Why rnust you put a layer
hult of an aluminum boat
of
18. List
the
advantages
19. List
the
disadvantages
20. The six
types
of
for
for
boat
boat
of
steering
building
systems are:
1.
2.
3.
4.
6.
t-L2
is
paint
between the
copper bottom paint?
boat
aluminum for
of
building.
of nonmetallic
and a layer of
aluminum for
selection
the
building.
boat
building.
21.
Thesimpleststeeringsystemis the
22.
The cuve or sweepof the deckof a vesselwhe.nviewedfrom the side is tlre
23,
Theoutwardcruvatureof the sidesof the boatnearthe bow that is usedto keep
thedeckdrieris calledthe
24.
What arethe threebasicshapesof thEbottomof a boat?
25.
Whatis thediftrence betweena displacement
andplaninghuln
26.
In wood boa constnrcdon,
the plank attachedstartingat the gunwaleis the
27.
What is the differcncebetwe€na trunk cabin and a raiseddeck cabin?
28.
What re limber holesandwhat purposedo they senre?
29.
The use of two or more materials in the hull of a vessel is known as
cons8uction.
30
The portion of the extotior hull at the waterline is called
top.
cH2
r-13
thp
31,
The spokeof a steeringwheel that is vertical when the rudder is exacfly centered
is the
_spoke.
32.
Theverticaldistancebetweeuthewaterlineandgunwaleis _.
33.
Desctibethecharacteristics
of thefollowiugsailboatqpes:
Catboat
Sloop
Ketch
Yawl
34.
Thegrosstonnageof a vesselis
l-14
cH2
CHAPTER 2
BOAT IIAII'TENAIICE
at the end of the lesson are
study questions
IIflrRODUCTION. The
and not on any outside
chapter
in this
based on the readings
readings.
tines
Hauling out tine is one of the nost important
HAULfNG OtIf.
boaters,
your
To
most
boat.
to ensure the proper maintenance of
the end of the boating Season, and
out signals
however, hauling
out period just before
the fittj"ng
maintenance is put aside until
is dangerous,
That attitude
the boat is launched in the spring.
Many of the maintenance chores
since it can mean more work later.
you night face in the spring can be handled when the boat is hauled
at
if the job is handled correctly
out, or can even be prevented
you
go
What you do when you haul your boat, and how
the beginning.
between a well-naintained
can mean the difference
about Aoing it,
of your intentions.
boat and a poorly rnaintained boat, regardless
When you haul your boat, whether the job is done by you or at a
of the
is the proper blocking
thing to consider
yard, the first
canoes, and
though dinghies,
Boats should be stored upright,
hull.
they are
upside down provided
can be stored
craft
small
other
The
Upright boats must be blocked correctly.
covered adequately.
weight of the boat should rest on the keel, which should itself
of the bottom of the keel.
rest on blocks to allow ventilation
feet along the keel and
five
every
about
be
spaced
should
Blocks
get
you
to
the bottom of the keel
can
that
enough
so
be
high
should
y
o
u blocl. tp your boat,
W
h
e
n
y
o
u
r
c
h
o
r
e
s
.
m
a
i
n
t
e
n
a
n
c
e
p
e
r
f
o
r
m
to
prevent
p
o
s
s
i
b
l
e
;
this will
a
s
g
e
t
a
s
l
e
v
e
l
w
a
t
e
r
l
i
n
e
t
h
e
try to
d
e
s
i
g
ned to
h
t
a
s
n
o
t
s
h
e
s
t
r
a
i
n
s
t
o
s
u
b
j
e
c
t
e
d
b
e
i
n
g
f
r
o
m
the boat
o
n
t
h
e
s
horing
r
e
s
t
t
o
b
o
a
t
t
h
e
w
e
i
g
h
t
o
f
t
h
e
a
l
l
o
w
n
o
t
Do
handle.
t
h
i
s
s
h
o
r
i
ng is
u
p
r
i
g
h
t
;
b
o
a
t
t
h
e
t
o
h
o
l
d
t
o
u
s
e
y
o
u
h
a
v
e
wiII
that
o
n the
s
t
r
a
i
n
s
e
x
c
e
s
s
i
v
e
s
i
n
c
e
s
u
p
p
o
r
t
s
,
a
s
l
a
t
e
r
a
l
inten-ded only
the
to
damage
severe
do
could
the
hull
of
and bottom
sides
t
h
e
b
o
a
t
.
o
f
strength
structural
your boat on a
be storing
if you will
The procedures to follow
keel; the side
o
n
h
e
r
r
e
s
t
s
h
o
u
l
d
T
h
e
b
o
a
t
are the same.
traiier
upright.
b
o
a
t
t
h
e
k
e
e
p
o
n
l
y
s
h
o
u
l
d
supports of the trailer
.Be
t
he boat wiLl
s
o
t
h
a
t
t
r
a
i
l
e
r
t
h
e
o
f
certain to block up the tongue
be level at her waterline.
procedure begins.
After the boat is blocked up, the real laying-up
onners see their
many
boat
Too
It is here boats are neglected.
that all work on
a
s
s
u
m
e
a
n
d
boats hauled up on shore at this stage
spring.
the following
her has ceased until
2-1,
rmnediatery
after
the boat is haured, crean the botton
of arl
growths and narine
life.
rf you wait to do the job, all
that
growth on the bottorn will
dry up and harden like cement.
In short
order, it will
seem as if that ness has become a permanent part of
the hull.
At the same time, wash the entire
hull down witn fresh
water,
including
decks and superstructure.
This is especially
important
if you are going to store the boat under cover, u" tha
fall
and winter rains will
then have no chance to wash away all the
saltwater
that can becorne crusted on every surface.
LAYING ttP.
When laying
up the
steps that must be taken.
Drain, and if necessary,
RV antifreeze.
boat,
winterize
there
your water
are
several
systen with
inportant
non-toxic
FilI the fuel tanks and use a fueL stabilizing
compound. This wiII
prevent the formation
of varnish
in the fuel system and aid in
reducing water condensation in the tanks.
Drain the bitge.
Leave the drain prug out, but stow it where you
can find it before launching.
rf you don,t have a drain in tne
bottom of your boat, pump out as much as you can and then sponge
dry the rest.
change the engine oil
and filter
and then lay up the engine
according to the specifications
of the particulai
engine that you
are using; each manufacturer has instructions
that upply to it=
machinery.
This usually involves a ttfoggingrr procedure-wnich coats
the cylinder
walls with oil to prevent corroJion.
Remove the battery
and store
it
in a rocation
not subject
freezing.
The battery
should
be checked periodically
maintained in a fulty
charged state during storage.
to
and
Go through the entire
boat and remove arr the perishables
you can
find.
Don't be faced with returning
t o y o u r b o a t i n t h e s p r i n g and
discovering
a lingering
odor that wiII not go away,
rf you have a holding tank, flush it
appropriate
non-toxic
RV antifreeze.
boat that might freeze.
out with fresh water
Remove alr liquids
a n d add
i n the
Remove all" clothes,
bedding, mattresses,
jackets,
rife
etc.,
clean them before storing
in a clean ventilated,
dry place.
Take out everything that is movable, including
are likery
aspects for
theft,
such as the
tools,
radiotelephone,
oars, etc.
and
aIl those itens that
compass, navigation
After all of this gear is out of the boat, wash down the interior,
including
the cockpit
area, lockers,
and forepeak.
Remove the
fLoor-boards and leave them off to allow the bilge to ventilate.
If the boat is to be covered, leave the engine cover off.
2-2
ff you are going to keep the
Your boat is now ready to be covered.
if not, the best bet is to
But
better.
the
boat in a shed, so much
p
l
a
s
t
i
c
.
Whatever you use, be sure
o
r
a
t
a
r
p
cover the boat with
around the covering to
spaces
Leave
ventilated.
that the boat is
p
r
e
v
e
n
t
c
o
ndensation, which will
w
i
I
I
This
allow air to circulate.
be a good idea to
It
night
in dry rot andr/or a foul sroell.
result
l
arge, to support
i
s
i
f
i
t
framework over the boat,
build a liqht
framework.
constructed
PVC pipe makes an easily
the covering.
that it is
Make certain
Now check over the covering for security.
Go over
securely.
knotted
are
aII tie-downs
and that
on tiqhtly
y
o
u
r
m
i
n
d
about
i
n
point,
and if there is any doubt
each itress
p
l
a
c
e
s
w
here
Check for
not.
hold, then it will
whether it will
p
l
a
c
e
s
w
h
e
r
e
i
t
is
gear in
and put chafing
occur,
chafe night
t
h
e
o
n
t
e
n
s
i
o
n
Bungee cords are good for maintaining
for.
called
cover.
especially
during her layup period,
Check the boat periodically
If you leave the boat
after storms (before, too, for that rnatter).
has your
sornebody nearby
that
yard,
make sure
a storage
in
in an emergency.
telephone nurnber so that you can be contacted
from a common problen-the
Moored boats suffer
BOTTOU pArNTS.
bottoms by marine growths over a period of tine.
f"r,,f:-.,q of their
presence
of their
of these growths and the severity
The tyb"
seem to
c
o
u
n
t
r
y
o
f
t
h
e
a
r
e
a
s
S
o
m
e
c
o
n
d
i
t
i
o
n
s
.
o
n
l
o
c
a
l
depenal
the
no matter
but
others,
growths
than
pronote
more marine
a
b
o
a
t's
t
o
a
t
t
a
c
h
e
d
b
e
c
o
n
e
w
i
l
l
o
r
g
a
n
i
s
m
s
s
o
m
e
a
t
l
e
a
s
t
location,
s
e
a
s
o
n
.
b
o
a
t
i
n
g
t
h
e
o
f
c
o
u
r
s
e
t
h
e
o
v
e
r
bottom
Though
Marine growth takes two forms: vegetable and animal Life.
the
h
u
l
l
,
p
a
r
t
s
o
f
a
b
o
a
t
'
s
a
l
l
o
v
e
r
b
e
f
o
u
n
d
both types can
the
around
growths
to
congregate
vegetable
for
generai tendency is
p
a
r
t
s
the
o
f
l
o
w
e
r
t
h
e
o
v
e
r
g
r
o
w
t
h
s
s
p
r
e
a
d
t
o
and anirnal
waterline
A
n
i
m
al
f
u
n
g
i
.
a
n
d
a
l
g
a
e
,
w
e
e
d
s
,
g
r
o
w
t
n
i
n
c
l
u
d
e
s
Vegetable
huII.
(
i
n
t
r
o
p
i
c
a
l
w
o
r
m
s
a
n
d
s
h
e
l
l
f
i
s
h
,
m
i
n
u
t
e
growths iriclude barnacles,
climates).
and
is unprotected
can happen to a wooden huII that
Two things
t
he
p
l
a
n
t
l
i
f
e
o
n
o
f
b
u
i
l
d
u
p
g
r
o
w
t
h
s
.
T
h
e
by marine
attacked
is
the
boat
performance
of
the
great
that
bottorn can become so
w
i
l
l
s
p
e
e
d
h
e
r
a
n
d
s
l
u
g
g
i
s
h
b
e
c
o
m
e
The boat wiII
reduced.
greatly
t
h
e
i
n
g
r
o
w
t
h
c
a
n
r
e
s
u
l
t
o
f
a
n
i
m
a
l
The attack
reduced.
6" q."itly
i
s
T
h
i
s
h
u
I
I
.
t
h
e
o
f
d
e
s
t
r
u
c
t
i
o
n
weaiening and perhaps even the
waters.
true of mlrine borers that are found in tropical
especialiy
by borers and
other than wood are not threatened
Boats of materials
boats are
s
t
e
e
l
a
n
d
aluminum,
ferro-cement,
worms; fiberglass,
beliefs,
sorne
to
But contrary
irnpervious to tnis type
- i t t a cof
k e dgrowth.
g
r
o
w
t
h
must be
a
n
d
by vegetable
be
can still
thly
as wooden hulIs.
protected as carefully
2-3
rn years past,
the sorution
to the probrem
bottoms with copper.
Sailors
discovered that,
not corrode much in the presence of sea water,
off soluble
poisonous salts
when inmersed in
sarts,
dS they wash off the surface of the
prevent the adhesion of weeds, sherlfish,
and
was to sheath hurl
although copper does
it constantly
gives
salt
water.
ihese
copper, effectively
worms to the hurr.
Today, boaters
use modern bottom paints
perform
that
the same
function
as copper sheathing.
These paints kilI
marine growths in
their early stages, preventing a build-up of vegetation
ind aninal
life
on the bottour.
The principle
of these paints is the same as
for the copper sheathing-a
constant
solution
of poisonous matters
(prinarily
copper and mercury) is given off by the paint.
ilarine
growths are thus discouraged
by what is in effect
an antiseptic
filrn on the bottom of the boat.
one difficulty
of bottorn paint is that it
is far less permanent
than ordinary marine paint.
The paint is dissolving
in the water,
so that at the end of a boating season, there will
be very tittle
left.
Most bottom paints sold today rnust be applied annually
for
this very reason.
But when choosing between painting
the bottom
once a year, or scraping growths off the bottorn periodically,
most
boaters wisely choose the former.
Another problern caused by bottorn paint
is galvanic
action,
which
will
be discussed later
on in this lesson.
Paints that contain
mercury and/or copper react with certain
other metals in such a way
that the metals can be corroded.
For instance,
a wooden boat that
has ferrous fasteni-ngs, such as iron, wiII soon have no fastenings
at all if it is painted with a copper bottom paint.
This is one
reason why you don't hear much about iron boat nails these days.
Even galvanized
ferrous
fastenings
can deteriorate
under copper
paint if onry a tiny nick is made in the zinc coating.
special
sacrificial
zinc anodes help prevent galvanic action (as discussed
and should not be painted.
later)
when buying and apprying bottom paint,
be extremery carefur.
Read
the laber and tark
it
over with your paint
dearer.
l,tatch the
bottom paint to your boat.
Consider the other rnetals in your boat
that wiII
be influenced
by the painti
for instance,
the metal in
propeller,
the skeg, strut,
shaft,
rudder pintles
and gudgeons,
Manufacturers have developed many different
etc.
botton paints for
many different
conditions.
Odds are that you will find one that is
suited to your boat.
ideally
DRY ROT. Dry rot is one of the evils
that face owners of wooden
boats.
It is always Iurking
about, ready to strike
when and where
you least
you have it
expect it.
ff
and cure it,
it
often
just after
you have convinced yourself
reappears
that it is qone
for good.
2-4
as this type of rot only can take hold in
Dry rot is a nisnomer,
the presence of wetness or dampness. It is caused by a fungrus that
dry rot,
seems to discourage
Saltwater
on fresh water.
thrives
taken
hold.
it
has
once it
cure
not necessarily
though it, wiII
It has a
of dry rot is its snell.
indication
Usually the first
probably
Once you have snelled dry rot you will
rnusty, moldy odor.
the worl< of the fungus that
it.
You are snelling
never forget
powdery,
the fibers
of the wood and reduces it to a soft'
attacks
spongy, weak ness.
you suspect
the
dry
rot,
If
places to look are dark,
first
Check out areas
danp places.
in the form
where fresh water,
can
or condensation,
rain
of
Some of the nore likelY
enter.
bilge,
in
the
places
are:
the garboard strakes;
especially
in the Planking
in the floorsi
around and behind the frames; at
the
of
bottom
top
and
the
frames; between the deck beans
and the deck; under the deck;
and between
under the coaning
in the
the
deck;
and
the coaming
the
meets
where
it
transom
bottom and the sides.
nRlxtrg
a1pft4o
--/tE.r6
fR^rts'
st Br.(.t. GfEcoLLY
6!6crs{8t€
gdr.b.d
@ra-a
lnrlt whcrc dry rot drrivcr
Figun 2'1.4ommon
Thc tranroor d $c bil6 ir alro I gtctt collcstor of
ttt'
Look in all of the above praces,
locations
likelY
and any other
Get
to sight alone.
But don't confine your inspection
as weII.
probing.
for
soft
around
Dig
start
or a spike, and
out your knife,
You
easily.
and disintegrate
are easy to penetrate
spots that
get
your
at
parts
to
boat
of
remove various
have to
night
your
the
search
get
but
dirty,
hands
and even
areas,
suipicious
(See fig.
2-L-)
ruust be done if you want your boat to lastThe fungus will
it nust be renoved.
After you have found dry rot,
if it is not checked, and merely soaking it
wildfire
spread like
it,
is not
o! something you think night kill
witn a preservative,
and.get as nuch on
wood innediat€IY,
Cut out the affected
eneugh.
back into good wood,
By cutting
side of the rot as you can.
either
There is no way to tell
for a margin of error.
you are providing
section or not.
rotten
if tne fungus has spread from the obviously
on the market that is said to help you soJ.ve
There is a preparation
wood. People
cutti.ng out the affected
the dry rot problem without
for the most
have had good results
who have used thi-s material
worth investigating.
part,
and it is certainly
2-5
The rnost effective
way to lick the dry rot problem is to prevent it
from gettin.g
place.
in your boat in the first
The best way of
doing this is to keep fresh water out and stop it from collecting.
This neans naking
sure that
hatches are tight,
decks are well
caurked,
fittings
are bedded in conpound, etc.
rf fresh water
get into your boat, then you have nothing
can't
to worry about.
But you must also be certain
that fresh water can also get out of
your boat. Condensation
can form inside
the boat and cause dry rot
as easily
as can rainwater
frorn without.
Make sure your boat is
well ventilated
at aII times.
Another way to prevent dry rot is to appty wood preservative
to aII
unpainted and unvarnished
surfaces.
There are many preservatives
on the market today that are effective,
though nothing will
offer
you total
protection.
onry by being constantly
on your guard can
you keep dry rot out of a wooden boat.
GALVAI{IC ACTION.
The process
of electrolysis
is based on the
principle
that two dissinirar
metars, when praced in sart water
(or non-pure
generate
fresh-water),
electricity
by a chemicar
process.
garvanic
This
is
action.
Galvanic
action
is
the
principle
behind the functioning
of a dry-cell
battery.
It is also
the prime element in the destruction
of metals in a boat.
The corrosion
of metals by electrochernical
action is something all
boaters must be concerned with.
Unless careful
attention
is paid
to the types
of rnetars that
go into
a boat,
the fastenings,
fittings,
and even the huII of metal boats can quickly deteriorate
and crumbre
away. Though galvanic
action
is
a probrem faced
primarily
by boats used in salt water, fresh-water
boaters cannot
be totarry
ignorant
of the probrern.
Not all
fresh
water
is
pure, and even water that is ever so slightly
chemically
brackish
can set galvanic
action into motion.
Galvanic action as boaters know it, takes place when two dissinilar
metals
that
are
electrically
connected
are
immersed in
nonchemically-pure
water.
The metals actually
don't even have to be
the water;
corrosion
place
in
can take
when the metals
are
connected only by danp wood.
galvanic
By
action,
one metal of the
two is corroded at the expense of the other.
what exactry
is a
who
are
not
boaters
p
r
o
v
i
d
e
s
Table
the
or flIeast
noble.rf
more nobre metali
destroyed.
dissimilar
netal?
To make it. easy on those
chemical engineers,
the following
Electrolytic
answer.
Metals are rated as being rtmost nobletl
Current wilt
flow fron the less noble to the
in the process,
the less noble metal will
be
2-6
THE ELECTROLYTIC
TASLE
fn the table,
the nost noble
metals are at the top, and the
noble metals are at the
Ieast
bottom.
In other words, nickel
with aluminum in nontogether
pure
produce
water
will
an
electrical
current
that
wiIl
eventually
result
in
the
destruction
of the alurninum.
action
Galvanic
is
insidious.
It
takes place when you least
expect it.
For instance, if you
paint on the
use copper botton
huII
of an aluminun boat,
the
copper in the paint will corrode
the alurninum in the hull.
The
only bray you can prevent this,
you must use a
assuruing that
paint, is to
copper anti-fouling
put a layer of
paint
between the
non-ruetallic
two.
But even then, you must be
that the coverage of the
certain
paint
is absolute.
nonnetallic
exposure of the
The slightest
in
below
can result
aluninum
galvanic action.
Mrranry
Monrl
Nickcl
Eronzr {rillcon}
Copprr
Eras lrtdl
Sron:r {dunrlruml
Gun mrol
Brut lyrllow)
Bron:r (phqhor)
Tin
L..d
Stacl (rtainlorl
I ron
Strl (mildl
Aluminum
Crdmium
Galwnizrd iroo tnd cta.l
Zirc
Megrniwn
Th. illtalr clot togath.r in thir t$h can bo tnrd
to{adr.r. Mrtali frr ap.n clnnot. For insoncr. brooza rnd
coppar crn bc urcd togcthr; alqminum and copprr crnnot.
yellow brass, conposed
ordinary
the
a
nd copper, carries
of zinc
in
seeds of its own destruction
the galvanic action in, Sdy, a
over a period of tine,
salt water.
Ieaving a spongry mass of copper.
erode the zinc,
brass screw, wiII
brass screws, brass sea cocks, and valves are
For that reason,
useless in salt water.
require
many types
of netal
lilost boats
f or
What can you do?
a boat that has a bronze propeller
For instance,
diverse purposes.
or the rudder will
be quickly
and an iron rudder needs protection
metal to the process.
The answer is to add a third
destroyed.
rnetal it is sacrificed
metal is known as a sacrificial
This third
the iron rudder, a block of zinc
To protect
to save the other two.
or other rnetaL less noble than iron can be attached to the rudder.
sets up a current with
What happens then is the zinc, not the iron,
destroyed.
which is most noble, and is itself
the bronze propeller,
The bronze propeller,
since it
Thus the iron rudder is protected.
is most noble, takes care of itself.
2-7
when using sacrificiar
Note:
metars on your boat, be certain
to
replace then periodicalry.
rf you do not, you will
be fooled by
your ohtn craftiness
the sacrificial
netal will
conpletely
erode,
Ieaving you with the original
two metals, which will
imrnediately go
to work on each other.
Remember, do not paint over the zincsr orelse they will
not work.
ELEqIROLYTfC ACTfON.
Electrolytic
action
is an electrochemical
process sinilar
to galvanic
When an electrical
action.
current
from an independent source, such as a battery,
passes through arl
electrolytic
fruid,
such as sea water, metar will be destroyed.
rf
a stray
current
from some source on a boat (or adjacent
boat)
passes through a metal hurr fitting,
for instance,
into the sea,
metal wiII
be transferred
fitting.
fron the hull
Eventually
it
will
be eroded.
Uetal wiII
not be transferred,
however, where the
current
re-enters
the boat.
The solution
to the problern of electrolytic
action is to elirninate
stray electrical
currents
from the power sources in your boat.
In
rnost boats, the problen centers around the battery.
Make sure that
pole of the battery
the negative
pole is
rather than the positive
grounded to the engine.
This should be done because current flows
from positive
to negative.
straying
Thus, current
from the
positive
side of the battery
wiII
the boat through the
re-enter
propeller
shaft, which is, of course, connected to the engine.
As
said previously,
metal transfer
will not take place at the point of
entry of an electrical
current.
In addition,
to prevent other stray currents
al1 other
electrical
equipment.
l,lake sure
properly
grounded and secure.
in your boat, check
that
everything
is
TIIE SHAFT TRArN ( f igure
2-2) .
The shaft
train
of an inboard
marine engine
installation
is
the nachinery that transmits
the
pohrer of the engine inside
the
boat to the propeller
outside
the boat.
ft
is made up, in
nost inboard boats, of the shaft
log, the shaft,
the strut,
the
strut
bearing,
and
the
propeller.
The exception
to
this type of installation
are Vdrives and hydraulic
drives.
partsof the shafttrain.
Figure2-2.-The essential
The shaft
is
most usually
a
piece that is attached to the engine by a coupling on
continuous
at the other end.
one end and to the propeller
However, if for
some reason the shaft cannot go in a straight
line it night have a
joint
to aIlow for the change in direction.
universal
Most shafts
today are rnade of bronze, monel, oF stainless
steel.
2-8
nust
eventually
The shaft
90
through the bottom of the hull.
it passes through a
To do this,
At the inboard end
1og.
shaft
is
a
log
there
shaft
of the
This is sirnilar
box.
stuffing
to the packing gland in a water
This combination of the
faucet.
stuffing
box
and
1og
shaft
the
prevents water from entering
the
shaft
hole.
through
boat
the
box surrounds
The stuffing
packing
rings
of
holds
and
shaft
are
These
rings
material.
around
the
tightty
squeezed
by a ttglandtr or rrgland
shaft
Water can come up into
nutrr.
log from the bottorn,
the shaft
prevented
from entering
but is
packing
material
the boat by the
box. The shaft
in the stuffing
box are usuaIIY
Iog and stuffing
The Packing
made of bronze.
is made of a special
material
naterial.
flexible
0tAilo
I{UI
fl.Arf0
sruffil6
BOI
tigre 2-3. Typicafstuffing bor.
but don't be alarmed if there
box periodically,
Check the stuffing
boxes rely
l,{ost stuffing
drip of water coning frorn it.
is a slight
to work properly.
through
on a srnall amount of water getting
which squeezes the
down on the gland nut,
tightening
Usually
If you
the amount of drip.
control
more, will
packing material
of the nut stops
have a leak, however, and no amount of tightening
probably have to replace the packing rnaterial.
then you will
it,
This is a sirnple process that amounts to nothing more than backing
around the
the gland nut and wrapping new packing material
off
box.
shaft inside the stuffing
The strut
the shaft goes through the strut.
Once through the hull,
to the botton of the boat that acts as a
is an appendage attached
There are many types of struts
support and bearing for the shaft.
in use today, nost with only one arm but sone with two or three.
bolted to the bottom of the boat
must always be securely
The strut
be able to wobble'
If it is not, the shaft will
and must be rigid.
at
the shaft rnight bend, and you will
the bearing night be ruined,
your
As
the
boat.
vibration
in
of
anount
get
a
considerable
Ieast
the bearing relies
bearing are underwater,
and strut
shaft,
strut,
days were almost
the
old
in
Bearings
lubrication.
for
on water
nade of
are.usually
they
now
wood,
but
vitae
lignum
always made of
grooves
then
to
allow
in
cut
have
of
then
Many
micarta.
rubber or
be
rnust
checked
bearing
The
water
inside.
of
flow
for a continuous
2-9
that it is in
to be certain
periodically
be damaged.
can
g
o
e
s
,
shaft
the
bearing
good condition.
If
the
which comes in nany sizes
At the end of the shaft is the propeller,
of
direction
pitch,
diarneter,
i;
diffe-r
eiopellers
and shapes.
dianeter
The
blades.
of
nunber
the
shaft-nôfe size, and
iotation,
defined by the
is simply the diameter of the circle
of a propeller
-tne
propeller
is the
pitch
the
of
The
bfaaes.
turning
tips tf
propeller
the
distance
is
the
it
.ngt" of the blades; to engineers,
The number of blades for a
one revolution.
wouta move ahead after
powerboats
use a threeMost
up.
propeller
can go fron two on
bladed proPeller.
lesson.
is beyond the scope of this
of a propeller
The selection
that
many
architects,
naval
in the realrrn of
It is appropriately
the
at
arrive
to
applied
be
must
and considerations
calcuta€ions
boat.
propeller
for the right
right
stay on
is whether it will
your main concern about the propeller
and
forward
in
must operate
Because most propellers
the shaft.
shaft'
Uost
a lock nut must be used to keep it on t-he
reverse,
use a nut backed by a janb nut combined with a keyinstallations
to ensure that
Whatever your boat uses, check it out periodically
your
lose
you want to do is
thing
The last
secure.
is
it
propel ler .
2-LO
STT'DY QUESTIONS
proper
l-.
What
2.
Why shouldn't
the shoring?
3.
List the lay-up
hauled out.
4.
What is the
it is layed
5.
The two types
6.
What are the two things that can happen to
against marine growths?
is not protected
7.
How does copper
8.
tlhat should you consider
for your boat?
9.
What causes dry
is
1 0 . A f i r st
the
way to
you allow
chores
purpose of
up?
marine
of
protect
up a hull?
block
the
that
weight
the
boat
the
allowing
growth
boat
are
a boat's
2-Lt
is
the
on
boat
ventilate
is
when
and
a wooden boat
hull?
when selecting
o f dr Y r ot
to
rest
to
must be done after
rot?
i n d i ca ti o n
of
a botton
paint
that
l-1. Lj-st
some of
L2. When dry
rot
places
the
is
found,
L3. How can you prevent
14. What is the
electrolytic
to
it
dry
look
for
dry
action
metal
of using a sacrificial
16. What is the principle
of galvanic action?
the effect
18. The shaft
train
is
a wooden boat.
rot?
15. Current wilt flow from the
metal during galvanic action.
17. How can you prevent
in
must be
between galvanic
difference
action?
rot
electrolytic
and
to the
metal
to mininize
action?
made uP of
f
, and
19. How does the
20. The strut
21. What is
stuffing
bearing
box work?
relies
used to keep the
on
propeller
2-L2
for
on the
lubrication.
shaft?
CHAPTER 3
TNTERNAL CPI{BUSTIOI'I ENGTNES
ffflfRODUCTIOX. The study questions
at the end of
in this
chapter
and not
reading.
the chapter
are
on any outside
RECIPROCATfNGENGINES. The internal
combustion engines (diesel
and
gasoline engines), with which most boaters work, are nachines that
change, or convert,
heat energry into
work by burning
fuel
in a
chamber.
conbustion
Since the pistons
in diesel
and gasoline
engi-nes use
an up-and-down
notion,
they
are
classified
as
reciprocating
engines.
The gasoline
IGNITION PRIXCIPLES.
principally
in the method of igniting
and diesel
the fuel.
engines
differ
Gasoline engines uses a spark ignition
Gasoline Engines.
system
to as an SPARK fGNITION ENGINE. The fuel and
and are referred
(or a injection
air for the engine is rnixed in the carburetor
This mixture is drawn into
chamber if fuel injectors
are used).
the cylinders
where it is compressed and ignited
by an electric
plugs.
spark from the spark
The diesel
engine takes in atmospheric
air,
Diesel Engines.
and then injects
the fuel
into
compresses it,
the combustion
The heat generated by compression of the air ignites
space.
the
fuel.
Hence it is referred
to as a COI{PRESSIONIGNfTION EIIGINE.
the gasoline
Diesel engines used in boats look very much like
They have fuel injectors
in place of a carburetor,
and
engine.
carry fuel oil instead of an
the lines leading to the ryIinders
electric
current.
engines have a definite
cycle
OPERATINGCYCLE. AII reciprocating
It is necessary to atonize the fuel, 9et it into the
of operation.
burn it,
and dispose of the gases of combustion.
AII
cylinders,
cornbustion engines operate on either
a 2reciprocating
internal
A stroke
is a single
up or down
or a 4-stroke
cycle.
stroke
a piston
moves between
or the distance
movement of the piston,
executes two strokes
of travel.
Each piston
for
each
linits
The number of piston
strokes
of the
crankshaft.
revolution
(cycle) is linited
to
occurring during any one series of operations
two or four,
depending upon the design of the engine.
either
Each
FOUR STROKE CYCLB engines are used in most automobiles.
goes through
piston
and the crankshaft
makes two
four
strokes
In this case, each piston
is
to cornplete one cycle.
revolutions
polrer during one stroke in four,
or there is one polrer
delivering
of the crankshaft.
stroke for each two revolutions
3-t
rxru!l
Let us use one cycle of a gasoline engine to
trace its operation
through the four strokes
that make up a cycle.
(See Figure 3-1.)
First
there is the fNTAKE STROKE. The intake
valve
is
open and the
exhaust
valve
is
closed.
The piston
moves down, drawing a
mixture of air and gasoline into the cylinder
through the open valve.
This is shown in 1.
t
Next is the COI,IPRESSfON STROKE.
Both the
intake
and exhaust
valves
are closed
and
during this stroke and the piston starts
rnoving upward (illustration
2).
The airlgas
mixture which entered the cylinder
during the
intake
stroke
is conpressed
into the small
space above the piston.
The volume of this
air may be reduced to less than A/B of what
it was at the beginning of the stroke.
The high pressure which is a result
of this
great reduction
in volume creates a highly
explosive
mixture.
Vlhen the piston reaches
the top of the compression stroke, the spark
plug in the cylinder
receives
high voltage
from the distributor.
This creates a spark
which ignites
the airlgas
mixture.
3
During the POWER SIROKE, which follows
the
ignition,
the inlet
and exhaust valves are
both closed.
The increase
in ternperature
resulting
fron
the
greatly
burning
fuel
increases the pressure on top of the piston.
pressure
This increased
forces
the piston
downward and rotates the crankshaft.
This is
the only stroke in which power is furnished
to
the
crankshaft
piston.
by
the
(fllustration
3)
The last stroke of the cycle is the EXIIAUST
SIROKE (illustration
4).
The exhaust valve
is open and the intake valve remains closed.
The piston moves upward, forcing
the burned
gases out of the combustion chamber through
the exhaust valve. This stroke is followed
immediately by the intake stroke of the next
cycle, and the sequence of events continues.
FiEue 3-1. Ibe PorrStroke
Gasoline
Brqine.
3-2
The 4-stroke cycle diesel engine operates on the same nechanical,
or operational,
cycle as the gasoline engine. fn the diesel engine,
the coropression ratio
is nuch higher than in the gasoline
engine.
This is necessary to increase the heat generated by the compression
of the air in the compression stroke.
The fuel is injected
into
the cylinder
at the top of the compression
stroke
where it
is
ignited
by the heat.
TI|O-STROKE-CYCLEdiesel
engines are widely
used. Although some gasoline
engines operate
on the 2-stroke
cycle,
their
use is linited
principally
to outboard motors.
Every second
stroke of a 2-stroke-cycle
engine is a POWBR
STROKE. The strokes
between are CII{PRESiSIOX
STROKES. The intake
and exhaust
functions
take place
rapidly
at the botton
of each
poerer stroke.
With this arrangement there is
for each revolution
one power stroke
of the
or twice as many as in a 4-stroke
crankshaft,
( See Figrure 3-2 . )
cycle engine.
of
a 2-stroke-cycIe
The cylinder
diesel
engine has an exhaust valve
but no intake
valve.
The air enters the combustion chanber
(openings)
ports
through
in the
cylinder
wall.
These ports
are uncovered
by the
piston as it nears the botton of each stroke.
(Illustration
L)
piston
moves
on
When the
upward
the
valve
stroke,
the
exhaust
compression
is
ports
and the intake
are covered.
closed
(fllustration
2)
The piston compresses the
At
air trapped
in the cornhustion chamber.
fuel is first
sprayed
the top of the stroke,
by the hot
and then ignited
into the cylinder
compressed air.
I
I
i
i
i
I
I
Illustration
3 shows the downward notion of
The exhaust
the piston on the power stroke.
closed and the increased
valve is still
pressure,
resulting
fron the burning fuel,
the
forces the piston downward, and rotates
crankshaft.
nears the bottom of the power
As the piston
ports and the
uncovers
the intake
stroke,
it
(
I
l
l
u
s
t
r
a
t
i
o
n
4)
Air
v
a
l
v
e
s
o
p
e
n
.
exhaust
(air
pressure
a
blower
delivered
under
by
punp) forces air in through the intake ports,
out through
and the burned gases are carried
the exhaust valve.
3-3
a
Figre 3-2. ne fi,o Stroke
Dieselhgine.
This
scavenging
operation
corresponds
to the intake
cyc1e.
place
takes
almost
instantly
and
and exhaust
strokes
of the 4-stroke
On the compression
stroke,
the exhaust valves
are closed,
the
intake ports are covered, and the air is trapped in the cylinder.
piston compresses the air and heats it adiabatically,
The rising
or
without a loss or gain of heat.
By the tine the piston reaches the
top of the stroke,
the volume of the eombustion chamber has been
greatly
reduced.
The relation
between the volune of the cornbustion
chamber with the piston at the bottom of the stoke, and the volume
of the cornbustion chanber with the piston
at the top of the stoke
Cornpressing
the
is
cal}ed
the
compression
ratio.
air
to
volurne
approximately
one-sixteenth
representing
of its original
a
compression
ratio
L.
Gasoline
engines
operate
of
L6 to
at
compression ratios
between 4 to L and 8 to I, but the compression
ratios
of diesels range between 72 to 1 and 16 to L.
the rise in the temperature
As the compression ratio
is increased,
in the cylinder
For example, with
a
of the air
increases.
be slightly
over
compression ratio
of 14 to 1", the ternperature will
This means that on the cornpression stroke of a diesel
IOOO' F.
engine the air is heated to about 1000" F.
At this temperature,
into the cylinder.
the fuel begins to burn when it is injected
diesel engine to develop twice as
You might expect a 2-stroke-cyc1e
much power as a 4-stroke
cycle engine; however, such is not the
case because approximately
10 to L4 percent of the engine's power
to drive
the blower.
Nevertheless,
2-stroke-cycle
is required
service.
diesel- engines give excellent
polder from
PPWEB_SISTEU. The Power System of the engine transmits
to the drive
shaft.
The pohrer system includes
the
the cylinders
and pistons,
the connecting rods, and the crankshaft.
cylinders
The cylinders
of most narine engines are cast in a single block.
is l-ined with a special hardened alloy iron sleeve to
Each cylinder
reduce wear.
are attached to the crankshaft
by connecting rods,
The pistons
power from the pistons to the crankshaft.
The rods
which transrnit
pins
(wrist
pins)
and are
to the pistons
by piston
are joined
3-3).
A seal
by bearings (see figure
connected to the crankshaft
This seal is
is provided between each piston and the piston wall.
As the
accomplished by piston rings in grooves in the piston wall.
piston moves up and down, the rings press against
the cylinder
wall, thus preventing the air or gases (during the exhaust stroke)
from working up
from passing down into the crankcase and the oil
past the piston.
3-4
E.-
corrPREssrofl
PSTOil ilG:;
E€
;l ---0
t
a ----_-€
PE;TOil Pir
E
/(\
\
Plttttr
Pil c^P
tigre 3-3. Pistonandonnectinqrod parts.
is a device used
The crankshaft
to change the reciprocating
notion
and the connecting
of the piston
motion needed to
rods into rotary
as
drive
such
iterns
reduction
propeller
gears,
shafts,
generatoralternator,
and punps.
There are many conmon applications
the treadle
of
of this principle;
sewing machine
an o1d-fashioned
and the up-and-down notion of your
Iegs on the pedals of a bicycle.
3-4 shows the crankshaft
Figure
action of a sewing nachine treadle
this
arrangenent
and band wheel.
can also be used to change rotary
motion.
During
to reciprocating
of
the
strokes
of
a 4three
the
engine,
rotary
stroke-cycle
is noving
motion of the crankshaft
the piston up and down.
Valve
Mechanisms.
The valves
action
of
a
are
opened by the
driven by the crankshaft
canshaft,
of gears.
through a train
SANO
,, WHEEL
CONNECTING
Air Pilot Trainint, Bcrt A. Shields
Fi5rn 94.-Tht cnnkrhrft rction of r
troedh rnd brndwhccl.
3-5
The camshaft is a long steel
shaft that
extends the length of
one or nore
the engine and carries
cams for each cyLinder.
The shaft
but the cans are
is cylindrical,
3in shape (see figure
irregular
5).
Each cam is partly
circular
outline
but
in
carries
a LOBE
( HIJUP) which
gives
it
an eggshaped appearance.
The circular
part of the can is called the CAI{
FLAT. The canshaft is designed to
change
rotary
to
interrnittent
motion.
A tappet
reciprocating
on the
rotating
cam is
riding
each tine
the lobe comes
Iifted
around.
Figure
3-5 Sirnple Camshaft and Valve
M e c h a n i .s m
engines,
On sone types
of
the
camshaf t
is
i-ocated
near
the
crankshaft"
In these designs the
action
cam roller
of
the
is
transnitted
to the rocker ar:rn by a
push rod.
In other engines,
the
valves
are
are
inverted
and
located in recesses at the side of
the
with
this
cylinders.
arrangenent,
the valve stems nay
ride directly
on the cams or they
may be separated by a short steel
shaft
called
a
TAPPET. This
arrangement is shown in above.
so that the lobes
The camshaft must be tined with the crankshaft
at the correct instant in the
will open the valves in each cylinder
cycle the exhaust valves are
cycle.
In the 2-stroke
operating
at the botton of the pohter stroke,
to
opened for only a short tine,
Since the cycle is cornpleted in
pernit the burned gases to escape.
at the same speed as the
the camshaft rotates
one revolution,
crankshaft.
engine has an intake and an exhaust valve in
The 4-stroke-cycle
The
each of thern operated by a separate can.
every cylinder,
intake valve is held open during the intake stroke, and the exhaust
Both are opened and closed
valve opened during the exhaust stroke.
before and after
travel
the top and
several degrees of crankshaft
Since two revolutions
travel.
of the
of the piston
botton
crankshaft are necessary to conplete a 4-stroke cycle, the canshaft
of these engines turns one half the speed of the crankshaft.
3-6
the air
enters the
cycle engine,
In the 4-stroke
Svstern.
Air
As each piston goes down on
through the intake valve.
cylinders
charnber increases
the volume of the conbustion
the intake stroke,
The normal atmospheric pressure then
and the pressure decreases.
through the intake vaIve.
forces the air into the cylinder
cycle engine does not go through an intake stroke.
The 2-stroke
ports,
uncovered when the piston
through
intake
enters
The air
Since the exhaust
the bottom of the polder stroke.
approaches
open as the intake ports are being uncovered, the incoming
vilves
air forces the burned gas out through the exhaust valves and fills
On large Z-stroke cycle
with a supply of fresh air.
the cylinder
into the
blowers must be provided to force air
engines,
diesel
cylinders.
Systen.
The
Lubricating
system is a vital
Iubrication
an
internal
part
of
the
engine.
If
combustion
s
y
s
t
e
m
s
h
o
uld
lubricating
w
i
l
l
t
h
e
e
n
g
ine
not only
fail
p
a
r
ts
but aI1 of the
stop,
t
o
d
a
r
n
a
g
ed
be
likely
are
beyond repair.
systen F
Iubricating
to the noving
oil
delivers
parts of the engine to reduce
in
and
assist
friction
Most
them cool.
keeping
engines
and gasoline
diesel
are equipped with a pressure
that
system
lubricating
under
oil
the
delivers
pressure to the bearings and
bushings, and also lubricates
the gears and cylinder wal1s.
reaches the
usually
The oil
through
bearings
Passages
in the frarnework and
drilled
the crankshaft of the engine.
t
systern of a
The lubricating
l. oft ?^ra
cycle
4-stroke
typical
l. lcrttx4tt
tult |rT^rt
l. ?rllgrrt oL tu.2
shown in
is
engine
inboard
.. v^tvlJtatlJrc
lal-|lt
i orl |tt^xtl
figure 3-6 "
c ort. cE-ar
The
Many methods of lubricating
parts of each
the individual
are in use in
e
n
g
i
n
e
o
f
type
e
ngine models.
d
i
f
f
e
r
e
n
t
the
a
t.
t
t.
II
oG raxrtq.o |t clltroar
otL trt.lll
ll.?^ll
l^Lvt
ltr^tl
atq,rxo lTlatrll
r.O C.n.tl
ILEI
systerof aninboardengine.
Pigure3-6. m€ Lubrication
3-7
by the gear-type
The oil
is delivered
oil punp.
This pump takes
suction
through a screen fron an oil pan or sump. Frorn the punp,
the oil is forced through the oil strainer
and the oil cooler into
the oil nanifold
in the cylinder
block.
This nanifold
extends the
length of the engine and serves as a passage and reservoir
from
which the oil is fed to the nain crank-shaft
bearings and one end
of the hollow
carnshaft.
Host noving parts
and bearings
are
Iubricated
by oil. drawn fron these two sources.
The cylinder
walls
and the teeth
of many of the gears are lubricated
by oil
spray
thrown off the rotating
crankshaft.
After the oil has served its
purpose, it drains back to the sump to be used over again.
Constant oi} pressure,
throughout
a wide range of engine speeds, is
pressure
naintained
by the
valve that a1lows the excess oil
relief
to flow back into the sump.
AII of the oil from the punp passes
through the strainer
and cooler,
unless they are clogged or the oil
is cold and heavy.
In such cases, the bypass valve is forced open
and the oil flows directly
to the engine.
Part of the oil fed to
through the filter,
the engine is returned
which removes flakes of
uretal, carbon particles,
and other inpurities.
The oil pressure in the line }eading fron the purnp to the engine is
gage.
on a pressure
indicated
A ternperature gage in the return
an indirect
nethod for indicating
variations
Iine provides
in the
ternperature of the engine parts.
Any abnormal drop in pressure or
in ternperature
should
be investigated
at once.
rise
It
is
advisable to stop the engine until
the trouble has been located and
corrected.
should
The oi1
specifications.
be
This
r^tt
changed
according
manufacturer's
to
the
is particularly
true for diesel engines.
nr^SltoaCA.q
tlrFg?^lrqlt€
or'.F
^{POa'gl
O,€IFÊFOat€D
cn acr Frao
cn dr{rro
D{L|t?nrrarq.O
3HAr"lartq.o
clrroltrlEr
Cooling
System.
Marine
engines are equipped with a
water-cooling
systen to carry
arday the excess heat produced
in the engine cylinders.
The
water is circulated
through
water jackets in the cylinder
passages
walls
and
that
the valves
surround
in the
cylinder
head.
The
lubricating
oil
acts
in
pistons
the
cooling
and
cylinder walls.
water
Either
fresh
or
sea
water
nay
be
used
for
fn some engines the
cooling.
water
sea
is
circulated
through the engine and then
discharged overboard.
Figrte 3-7. Tte bboardc{ohDgsyster
3-8
through the
In other types of engines, fresh water is circulated
Sea water is purnped
a heat exchanger.
engine and then through
An advantage of
through this exchanger and cools the fresh water.
systern is that it keeps the water passages cleaner,
the fresh-water
of sea water, and thus provides better
effects
avoids the corrosive
cooling.
systero of most inboard engines
Systen.
The electrical
Electrical
generatorr/alternator,
motor
and electric
of the faniliar
consists
and the necessary
battery,
a suitable
that serves as a starter,
charged and
keeps the battery
The generator/alternator
wiring.
The charging rate
provides current for lights
and other equiproent.
by a voltage regulator,
is controlled
of the generator/alternator
from discharging
is provided
to keep the battery
and a cut-out
When the starter
at low speed.
through the alternator/generator
bendix gear engages with the teeth on
button is pressed the starter
Diesel engines generally
the flywheel and turns the engine over.
gasoline
engines.
Some
o
f
c
a
p
a
c
i
t
y
d
o
u
b
l
e
t
h
e
b
a
t
t
e
r
y
require
s
n
all
a
i
r
o
r
a
w
i
t
h
c
o
m
p
r
e
s
s
e
d
s
t
a
r
t
e
d
d
i
e
s
e
l
e
n
g
i
n
e
s
a
r
e
large
g
a
s
o
l
i
n
e
e
n
g
i
n
e
.
auxiliary
Fiqure
Diese1 Enqines.
3-8 shows the components
typical
in
the
found
engine.
The
diesel
power, air, lubricating,
and electrical
cooling
as
systerns are generally
As
above.
described
the
earlier,
stated
a
is
engine
diesel
fgnition
Compression
The fuel system
engine.
of the diesel engine is
that
from
different
gasoline
witn
found
engines.
The fuel punp draws the
fron the tank
fuel oil
through a prirnary filter
it to the
and delivers
the
through
injector
The
secondary filter.
the
line carries
outlet
excess fuel oil fron the
back
to
the
injector
some
In
tank.
fuel
a transfer
installations
installed
punp
is
between the tank and the
primary filter.
o|l ttLL c^t
Y LVI s'irxc
iOCrEt ARI
rrJtgToi
rc:zLt
oofflusTloN
CHAXTER
oLoir tLuG
xlcH tiEsg.tnt
?9C
rucsTon
rul,t
orL @r?noL
'lisTONRIIIG
toLeilo|o
ASSY.
cofiNEcinilc
too
cax
otL ntr|t
oirw GEAi
CRAXX^9{AFT
of tbedieseiengine.
Figrre3-8. Corpnents
3-9
A diesel engine will
not operate efficiently
unless clean fuel is
delivered
to the injector.
As the fuel oiL is punped into the fuel
tanks,
it
should be strained
through
a fine- nesn screen.
The
larger particles
of the solids suspended in the fuel are trapped
- f i n e rin
the primary
screen.
The secondary filter
separates
the
particles
of _foreign natter
that pass through tne prinary
filter
screen.
The final
filtering
takes place within the injectdr.
ltost
filters
have a drain plug for removing the water, sludge, and other
foreign
matter.
The firter
shourd be drained once ; d.y, or as
specified
in the manufacturerrs
technical
manual.
There are many nethods of fuel injection
and just as many types of
in jectors.
one is the rrunit in jector'r
system.
The iijector
consists
basically
of a small cylinder
and a plunger,
and eitends
through
the cylinder
head to the combustion
chamber.
A cam,
located
on the camshaft adjacent
to the cam that
operates
the
exhaust valves,
acts through a rocker arm and lowers the plunger at
the correct
instant
in the operating
cycle.
when the injector
prunger is depressed, it sguirts,
oF injects,
a fine spray oi fuer
into the cylinder,
through srnall holes in the nozzLe.
The smooth
of the engine depends to a large extent on the accuracy
operation
with which the plungers
inject
the same amount of fuel into each
conbustion
charnber. The amount of fuel injected
into the cylinders
on each stroke
is controlled
by rotating
the plungers
or a unit
The throttle,
injector.
which regulates
the speed of the engine,
is connected to the injectors
through a portable
linkage.
Changing
the throttle
setting
rotates
the plungers and varies €he anount oi
fuel injected
into the cylinders
on each stroke.
Another system is call
the rrcommonrairt
system.
This is most
comroonly used in engines other then General Motors.
Instead of a
punp being located
at each cylinder
in a separate unit,
there is
one pump for all injectors.
This systern has one drawback.
If air
gets into the systen it nust be purged.
This usuarry is done by
loosening the snall delivery
tube at the cylinder
and rollinq
the
engine over with the starter
until
the air is purged and only fuel
comes out.
P e r f o r m a n c e o f t h e r r c o m m o nr a i l t ! s y s t e m i s g e n e r a l l y a s
good as with the rrunit injectortr
system.
Caution should be used
naking
before
any adjustments
to either
system.
serious
and
expensive damage can occur frorn irnproper adjustnents.
GASOLTNE ENGTNES.
Most inboard
engines
are a 4-stroke
cycle
engine.
Two-stroke cycle gasoline engines are used principally
to
drive outboard motorboats, motorcycles,
and rnodel airplanes.
The
power,
air,
lubricating,
cooling
and electrical
systerns are
generally
as described above. The principal
difference
between the
gasoline and the diesel engines is that the gasoline engine has a
carburetor
and an ignition
system.
rn addition,
the gasoline
engine has a lower conpression
ratio
than the dieser engine. A
typical
marine gasoline engine has a compression ratio
of about 7
to L, compared to an approximate ratio of 16 to 1, even 20 to l, in
sone diesel engines.
3-l_0
I n d u c t i o n S yste m. T h i s system dr aws gasoline fr om the fuel tank
and air from the atrnosphere, mixes then, and delivers the mixture
t o t h e c yl i n d e rs.
ft co n sists of the fuel tank, the fuel punp, the
passages .
lines
and air
a n d th e n e cessar y fuel
c a r b u r e t or,
the
tank
to
the
carburetor,
Flexible tubing carries the fuel from
mixture fron the
carries the fuel-air
while the intake nanifold
cylinder s.
c a r b u r e t or to th e i n d i vi d u al
The FUEL PUlilP comrnonly used on
gasoline
slightly
engines
is
from any of the purnps
different
on
in
this
later
discussed
some
course.
In
training
is like
the oldthis
respects
fashioned water punp, with the
piston
replaced by a flexible
This diaphragrm,
diaphragrn.
which forms the bottom of the
punp charnber, is composed of
cloth
several layers of treated
held between two metal disks.
(See figure 3-9)
tiEre 3-9. I scieHtic draringof a
gsoline eDgine
fuel pnp.
on the
by the rocker arm, which rides
The diaphragrm is actuated
w
a
y
p
a
r
t
s
i
n
s
u
c
h
a
t
h
a
t the
a
r
e
c
o
n
n
e
c
t
e
d
t
h
e
H
o
w
e
v
e
r
,
eccentric.
i
s
p
u
l
l
e
d
A
n
e
c
c
e
n
t
r
i
c
m
e
r
ely a
o
n
l
y
.
d
o
w
n
w
a
r
d
b
e
c
a
n
diaphragrn
o
n
i
t
s
s
h
a
f
t
and
o
f
f
c
e
n
t
e
r
i
s
m
o
u
n
t
e
d
c
a
m
t
h
a
t
circuLar-shaped
is
raised
by
the
The
diaphragrm
wobbles up and down as it rotates"
An
action of the spring t.hat puishes against its under surface.
p
e
r
m
i
t
s
t
h
e
f
u
e
l
t
o
f
l
o
w
t
h
r
o
ugh
v
a
l
v
e
and an outlet-check
intet
o
n
l
y
.
the punp chamber in one direction
acts through the rocker
the eccentric
When the engine is running,
This draws
arn to lower the diaphragrm against the spring pressure.
the inlet
check
the pump chamber through
a charge of fr:el into
the
of the eccentric,
During the next half-revolution
valve.
spring pushes the diaphragrm upward and forces the fuel out of the
punp chamber, through the outlet check valve, into the line leading
fuel as long
continue to deliver
The pump witl
Lo the carburetor.
as the force of the spring is able to overcome the pressure in the
fuel line.
carburetor
it can be seen that the cam action of the
Frorn this description,
merely moves the diaphragrn downward and compresses the
eccentric
pumping is done by the spring .as the
the actual
while
spring,
The pressure which the punp maintains
piessure on it is released.
of the diaphragrn spring.
in the fuel line depends on the strength
As the pressure builds up, a point is reached where the spring wiII
the diaphragn only part of the htay. l{hen
be strong enough to lift
the diaphragm will
is being taken into the carburetor,
no fuel
not deliver
any
and the punp will
remain in the lowest position
fuel.
3-t_t_
The CARBURETORis a device used
for sending a fine spray of fuel
into a ruoving stream of air on
its way to the intake valves of
the cylinders.
The spray is
swept
along,
vaporized,
and
AkHqm
( as ;
gai) , with
nixia
the
The carburetor
is
6orrvrlvr noving air.
designed to naintain
the same
nourt
nixture
ratio
over a wide range
vrntwi
Cbrta of engine speeds.
The UIXTTIRE
RATIO is the number of pounds of
vcnr'd
air
nixed with
each pound of
gasoline
vapor.
A RICH l,lIxTttRE
lhrorrtrEorty
'
is one in which the percentage
Thronrrvrhn
of gasoline vapor is high, while
a LEAN MIXTTIRE contains
a low
percentage of gasoline
vapor.
Gasoline
engines
nonnally
operate best on a mixture ratio
of about 12 to 1.
A carburetor
tigre 3-10. I scberatic
ftaring of a
consists
of several
principal
float-typecarbrrretor.
parts,
each of them perf onning
risure 3-r.o). rheseunits are the t=t".:?$:S::i"I"iHtttil.(ff;
idring
systems, and the throttre
and choke varves.
connected to the throttle
valve controls
the engine
adjustrnents
are provided
for
regutating
the ialing
nixture.
A throttLe
speed, and
ipeed
and
The FLOAT rnaintains a constant
fuel level in the float
chanber by
regulating
the flow of gasorine through a needle va1ve.
As more
fuel
enters the chamber, the float
rises
and closes the valve.
While the engine is running, the float allows gasoline to enter the
float
chamber at the same rate as it is being used by the engine.
A constant fuel pressure is rnaintained on the needle valve by the
fuel punp.
T h e M A I N J E T S Y S T E Mc o n s i s t s o f t h e d i s c h a r g e n o z z l e l o c a t e d i n t h e
venturi-shaped
passage or throat
air
of
the carburetor.
A
restriction,
called a metering jet, is located in the passage that
carries
the fuel from the float
chanber to the nozzle.
fhe nain
perruits air to pass into the discharge
air-bleed
nozzle and mix
with the fuel.
This air-bleed
arrangernent, when properry designed,
will
rnaintain a fairly
constant
fuel-air
nixture
raiio
at aIl
engine speeds above idling.
The terrn VENTURI is applied to the constricted
passage around the rnain jet.
3-L2
section
of
the air
air must speed up to get through this snall passage.
The inconing
the speeding up of a fluid
in a
to a law of physics,
According
decrease
passage is accompanied by a corresponding
in
closed
section of the
pressure.
in pressure in the venturi
The reduction
causes a fine stream of fuel to spray from the nain jet.
carburetor
slightly
below
chamber is naintained
in the float
The fuel level
not run out of
so that fuel will
nozzle,
the tip of the discharge
the nozzle when the engine is stopped.
for slow engine speeds
a rich mixture
The IDLING SYSTEM provides
jet, the idling
airIt is made up of the idling
and for starting.
passage opens into the
passage.
The idling
bleed, and the idling
just
jet,
above the
which
is
passage through
the
idling
air
with the throttle
alrnost
valve.
When the engine is idling
throttle
creates a
the action of the intake stroke in each cylinder
closed,
passage above the throttle
valve.
FueI
high vacuum in the air
passage and discharges
into the air
flows up through the idling
the idling
air-bleed
is adjusted to regulate
The idling
strearn.
mixture ratio,
jet depends on the position
of the
of the idling
The operation
j
e
t
o
r
speed,
t
h
e
v
e
l
o
c
i
t
y
,
o
n
t
h
e
m
a
i
n
d
e
p
e
n
d
s
b
u
t
valve,
throttte
that
the
engine
means
This
passing
the
venturi.
through
of the air
jet; but as the
speed on the idling
and runs up to a certain
starts
jet
j
e
t
the idling
a
n
d
b
e
g
i
n
s
t
o
f
u
n
c
t
i
o
n
n
a
i
n
t
h
e
speed increases,
the
main
so
that
adjusted
and
are
designed
Carburetors
cuts out.
jet cuts out.
Over a range of a
jet wiII cut in before the idling
jets
is
If
the throttle
are functioning.
few hundred rph, both
t
h
e
o
p
e
n
i
n
g
because
the engine may stall,
opened too suddenly,
j
e
t
b
u
t
t
h
e
e
n
g
i
n
e
c
u
t
o
u
t
,
to
valve has caused the idling
throttle
the rnain jet functioning.
speed is not yet high enough to start
The
adjustments.
have only two or three operating
Most carburetors
over
should be set when the engine is turning
air-b1eed
idling
to find the
or left
It should be turned to the right
slowly.
Turning
this
run smoothly.
position
in which the engine will
to the
turning
while
leans the mixture,
to the teft
ldjustment
speed is adjusted by means of a
The idling
right makes it richer.
shaft.
Some
throttle
an arm mounted on the
screb/ in
set
the mixture
for regulating
adjustrnent
have a third
carburetors
to the engine by the main jet.
delivered
mixture is
In a gasoline engine, the fuel-air
System.
Ignition
is not high
The compression ratio
spark.
by an electric
ignited
(igniting)
temperature of
enough to heat the air to the kindling
and diesel
between the gasoline
The relationship
the fuel.
principtes
can be seen when you try to stop an overheated gasoline
to [run onrr for some tirne af ter you
It often continues
engine.
on the
The engine is operating
the ignition.
have turned off
increase
and pistons
principle.
The overheated cylinders
diesel
the normal compression ternperature to a point high enough to ignite
the fuel mixture.
3 - 1 -3
- . l r * * , o .* * i ? f
@,&rq
i t t
t
+
i
t
Figure3-11. scbeHticdiaqar of ttreigition
systerof a gsolbe engine.
alternator
to
keep the battery
+
The ignition
systen is designed
to
deliver
a
spark
in
the
combustion
charnber
of
each
cylinder
point in
at a specific
that
cylinder's
cycle
of
operation.
A typical
ignition
system consists
of an ignition
coil,
a nechanical
breaker,
a
condenser,
a
distributor,
a
sparkplug
in each cylinder,
a
switch,
and
the
necessary
wiring.
Like the dieset
engine, the
gasoline
engine also has a
storage battery,
a generator or
charged, and an electric
starter.
There are two distinct
circuits
in the ignition
systern, called the
prirnary and secondary.
The prirnary,
or 1ow voltage
circuit,
contains the battery,
the ignition
switch, the ignition
coir, and
the breaker points and condenser.
The secondary, or high-voltage
is also connected to the ignition
circuit,
coil,
and includes the
and spark plugs.
distributor
T H E S T O R A G EB A T T E R Y i s u s u a l l y
the 6 or 12 volt
type.
It
is
to
the
sirnilar
heavy-duty
automobiLe
type.
one terrninat
is
grounded to the engine frame while the other is connected to the
system.
ignition
The IGNfTfON COIL is
in many respects
sinilar
to an
electromagnet.
It
consists
of an iron
core surrounded by the
primary and secondary coils.
The primary coil
is nade up of a few
turns of heavy wire and is connected in the primary circuit.
The
secondary coil has a great many turns of fine wire and is connected
in the secondary circuit.
fn both coils,
the wire is insulated,
and the coils
are entirely
separate from each other.
The only
thing they have in common is the iron core.
T H E B R E A K E RP O f N T S c o n s t i t u t e
a mechanical switch connected in the
primary circuit.
They are located in the bottom of the distributor
and are opened by a can that is timed to break the circuit
at the
at which each cylinder
exact instant
is due to fire.
This abrupt
stopping of the current flowing through the prinary coil induces a
voltage in the secondary coil.
Because the number of turns in the
secondary coil is rnuch greater than those in the prinary coil,
the
voltage induced is also rnuch greater.
Some newer engines have an
electronic
ignition
module which replaces the breaker points.
A C O N D E N S E Ri s c o n n e c t e d a c r o s s t h e
arcing when the points are opened.
3-l_4
breaker
points
to
prevent
a rotor,
located
secondary or high
THE DISTRIBUTOR, contains
the
voltage circuit,
serves as a selector
switch to rrdistributerf
The same drive
spark plugs.
hiqh voltage current to the individual
shaft operates both the breaker points and the rotor.
The SPARK PLUGS, which extend
chanbers of
into the conbustion
are connected by
the cylinders,
wires
to
the
heavy insulated
plug
spark
A
distributor.
essentiatly
of a roetal
consists
shell that screlrs into the spark
(See
plug hole in the cylinder.
figure 3-12. ) There is a center
a
ernbedded
in
electrode
porcelain
cylinder,
and a ground
to
the
connected
electrode
is
The ground electrode
shell.
the
space
so
that
adjusted
the
center
it
and
between
is about O.O25 inch.
electrode
l{hen the high voltage is sent to
That is,
t h e p 1 u g , i t r r fi r e s r r .
spark junps across
an electric
this gap between the electrodes.
lgnrrNAL
r.orxc Po37
xul
cErirER
€ L E Ct F O O €
| | ts u Lr r o n
ASSEIIBLY
II{SULATOR
S H EL L
CEI'€NI
GrSr€r sEAr
S p ^ n x6 l r
cnouro ELECTRoo€
ligre 3-U. Sectioul Vier of a typical sparkplttg.
the
When the engine is running,
from the battery
flows
in the prirnary circuit
current
electric
p
r
i
n
a
r
y
coil,
w
i
n
d
i
n
g
i
n
t
h
e
i
g
nition
the
t
h
e
through the switch,
v
o
l
t
a
g
e
p
o
i
n
t
s
,
T
h
e
h
i
g
h
t
h
e
b
a
t
t
e
r
y
.
is
and then back to
breaker
coil
and
flows
winding
of
the
ignition
produced in the secondary
spark plugs and
to the individual
rotor
the distributor
through
through
the engine frane.
It
is
coil
back to the ignition
which junps the gap in
to note that the high voltage,
interesting
the spark plugs, does not come from the batt€FY, but is produced in
coi1.
the ignition
care other than routine
systen should require little
The electrical
You should keep the
in the ordners nanual.
maintenance as specified
terninals
covered with
a
and the battery
tightened
connections
or Vaseline.
The condenser, breaker
coating of petrolatum
Iiqht
specified
points,and
spark ptugs, should be changed at the interval
in the oh,ners manual.
is to never make
engine trouble
A good rule to follow in locating
at a time. Stop and think how the engine
more than one adjustment
cause of any irregular
out the probable
and figure
operates,
Rememberthat the
the trouble by elinination.
locating
operation,
and
than a nysterious
is a sirnple one, rather
cause usually
cornplicated one.
3-15
IXBOARD - OIIIBOARDS (I/O'sl.
I/O' s have gained popularity
as the
engine is installed
in the stern section
of the boat leaving more
goes through
unobstructed
space in the boat.
An outdrive
the
transom and down the lower unit to the propeller
assembly similar
to the outboard drive.
However this does call
for one more angle
to transnit
the power to the propeller
and hence one more possible
source of maintenance problems.
goes through
The outdrive
usually
the hull
at or near the waterline
and since the leg cannot be
Ij-fted clear of the water, in most instances,
it leaves the drive
mechanism in the water when not in use.
In salt water, T/Ots have
trouble
with the part which is made of an alloy
of aluminum which
is subiect
to electrolysis.
and maintenance is
Engine operation
the same as for any other inboard engine.
OUTBOARDS. Outboard engines have a wide choice of horsepower and
ranging frorn 25 pounds to six hundred pounds in weight,
size,
and
from 3 h.p. to 3OO h.p. in power.
One engine block at present can
be increased to 4OO h.p. capacity.
This great range in horseporder
you may
and weight gives a utility
range for most any application
need.
The advantages of the outboard are ease of access for maintenance,
Iighter
weight,
of the engine to
the ability
to change the tilt
adjust trim of the boat, the fact that it can be tilted
up out of
the water when not in use saving the ravages of constantly
being
immersed, and the capacity
in water shallower
to operate
than
conventional
inboard boats.
A wide sel-ection of propellers
for outboards enabling
are available
a cfose efficient
tailoring
to the needs of getting the most thrust
out of the engine for the huII type on which it is used.
Several
types of corrosion
involving
chromate bonding,
fighting
materials
epoxy coating,
and acrylic
are being used to slow
enamel finishes
down corrosion
thus making then more adaptable to salt water use.
3-t-6
sruDv QuEsrroNs.
1.
In the
2. The fuel
spark
in a diesel
3. What ignites
4.
ignition
the
fuel
engine,
fuel
and air
a diesel
List the operations performed
four stroke cycle engine:
rnixed i.n the
into
engine is
in
is
the cylinder.
engine?
strokes
of a
by each of the two strokes
of a
by each of the four
1.
a
3.
4.
5.
performed
List the operations
two stroke cYcle engine:
1.
6. The exhaust valve is open at the bottorn of the
stroke on a 2-stroke engine7.
List the main working parts of the pohter system that
to the drive shaft.
power frorn the cylinders
B.
The vaLves
9.
are
opened bY
is
The
intermittent
transrnit
reciprocating
designed to change rotarY
motion to open the valves.
3-L7
to
10.
The lubricating
system in an internal
delivers
oil to the moving parts to
11. Marine
12.
engines
are cooled
what are the parts
gasoline engine?
of
the
13. fn the gasoline engine,
controlled
by the
What is
a rich
15.
What is
a lean mixture?
16.
mixture
in
The
sl-ow engine
17. A typical
speeds and for
ignition
engine
and to
by
(fuer)
induction
the ratio
L4.
combustion
of the fuel
a gasoline
to air
a
mixture
engine?
provides
starting.
systern of
systern of
a gasorine
a rich
mixture
engine consists
of
, and
18. List the
gasoline
components in
engine.
the
prirnary
3-t_8
ignition
circuit
of
for
a
is
l-9. List the
gasoline
20.
cornponents in
engine.
The high
voltage
produced
in
that
the
secondary
produces
the
3- 19
the
ignition
spark
in
circuit
the
spark
of
a
plug
is
CHAT4IER4
I{ARLTNSPIKE gEAURilgfiTP
The reading material
for this lesson can be found in
+IIRO,9UgEqOql.
'
pages as well
following
the
as the chapter
on M?r*jr+egeih,€
the
earlier
$efuane,,hip ,- in
editions
of
,gFlFMn{, .P,trotiag,
9eaaanship,
aad SaalJ' Boat EandlinE and in Section
3, Chapter 13
of the later
editions.
The study questions at the end of this
lesson are based on these readings.
!-ql*g* Of, .FPPts. Today t,here are three
basic
t149es of, rope
available
to boaters. They are natural rope, synthetic
rope, and
wire rope, However, there has been a great shift
away from the
natural llnes to the synthetic ]ines in the past few years.
Once
rope is placed aboard a vessel- and/or put to us€r it is termed
Line.
NqtPraf ,Ililrp,, Until
the 1.950's, there were six tlpes of natural
line readily
fiber
availabre
for use. ?hese were nanila,
sisaL
jute.
cotton, hempr Linen, and
Ot these six, maniLa and cotton
axe Just about the only ones whlch can be found in most
lines
marine supply gtores today.
Because of this,
only manila and
cotton will be discussed here.
Manil.a line ig made from plant fibers
and is fairly
Etrong and
durable.
It is the most popular of natural fiber lines.
fts main
advantages are: it is readily available,
relative
inexpensive and
ls very durable,
With proper care, manila line
can last
for
years.
It has virtually
been replaced, however, by synthetic
llne
for
running
rigging
and other
use.
light
Compared to
synthetic
fiber
manila is
line,
fairly
stiff.
Its
chief
disadvantage
is that
wi].l deteriorate
lt
if
Btowed wet, or
allowed to lie out in the sun or foul weather,
rt dries easj-1y,
though, and is not very hard to maintain.
Cg!!g+ line has only about half the strength of manila line.
It
is mostly used by smalL boats.
Unlike uranila, iL is pllable and
soft to the touch, and w111 run srnoothly in bloclts.
rts main
disadvantage ls that it is susceptible to rot.
It also stret,ches
quite a bit like some of, the syn|hetics.
line may look like natural
fiber
line
FrqFhqFlc P*rr-rg. synthetic
but there is a world of difference
between them.
slmthetics
usually
cogt much more than
natural
fiber
1in€r
but
the
difference
in price
is Eenerally
well worth it,
The use of
synthetice is vety advantageous,
synthetics
can be stowed wet, and they ar6 almost irnpervious to
salt,
air,
waterr and anything else that could destroy natural
line.
they last an incredibly
long t,ine.
They are tougher
and stronger
size for
size than Just about any other
line
material.
synthetics
can do anythinE that f,iber l"ine can do and
do the better just about every time.
4-1
cH2
Synthetic line needs hardly any mad-ntenance, lo be sur€r it
when left out in the weaLherr but this rate
wiLt deteriorate
slow.
It can also mildew if stored
of deterioratlon
is fairly
gynthet,ics
given
the care that is usually given
are
If
wet.
to fiber line, then their longevity is almost llnitless.
All synthetics tend to un3.ay when they are cut, so care should
you should
After
cuttlng,
them.
be taken when cuttinE
immediately whip them. Heat can heJ-p you a 1ot when whipping
For instance, a soJ.dering iron heLd against
synthetic
line.
When the iron
the end of a nylon line will melt the fiberg.
is taken dwalr the molten mass wil-I harden; giving you a selfcontained whipping.
J.ines in comnon use today.
There are four types of synthetic
They are nylon, dacron, polypropylene and polyethylene.
than
that make it better
has many characteristics
ItIgL$gg
and
Nylon has the highest elasticity
any other tlpe of line.
For this
can absorb seven times the shock load of manila.
for mooring and towingr
reason, nyJ-on is used extensively
not rot
l-ines.
Nylon has high abrasion resisLance arrd will
even after being left wet for lonq periods of tine.
When comparing line of like size, nylon is twice as strongr as
In other words, nylon lirre of smaller diameter can
manila.
line.
As in most
natural
fiber
be used when replacing
more expensive
nylon
line
is
synthetic
materials,
than
fiber line, but in the Long xun it is nuch cheaper,
natural
It requires
It is soft to the touch and extremely flexible.
no breaking in to work out any stlffness,
as reguired with
manila and other natural fiber lines.
of
nylon,
is
al"so the
main
Elastlcity,
an advantage
When it reaches the end of iEs
dlsadvantage of nyJ-on llne.
will
snap like
a rubber
band and become
it
elongation,
extrerRely dangerous to anybody or anything within its reach.
It+qh, xqn?,q+qv F;,oLJ(eqt?F,_,TippL
,(DaFfortl, like nylon, is soft to the
touch, is extremely flexible and requites no breaking in.
Dacron
(polyester), on the other hand, is not elastic like nylon yet it
has all of the other desirable qualities of nylon.
Dacron line
does npt stretch much more than manila line,
It has greater
wear resistance
strengthr
flexibility,
and higher
than
manila.
It, too, can be stored wet and is irnpervious to rot,
or salt lvater.
Dacron is used a lot for all running rigglng.
In fact,
for this
it has just about replaced cotton line
purpose.
This goes hand in hand with the fact that Dacron,
light in welght.
like cotton, is fairly
Are,ned Fiber
(Kev1ar) .
This is a new fiber
that combines
ensional abilities.
It ls expensive
and used mainly by those in sailing competition.
4- 2
are two other types of synthetic
and Polvpropylene
Polyethylene
properties
and, quite
h
a
v
e
similar
u
s
e
t
o
d
a
y
.
T
h
e
y
i
n
line
o
t
h
e
r
s
ynthetics,
t
o
t
h
e
C
o
m
p
a
r
e
d
n
a
m
e
s
.
s
i
m
i
l
a
r
understandably,
have
polypropylene
polyethylene
line
several
and
however,
Another
a
b
r
a
s
i
o
n
r
e
s
i
s
t
a
n
c
e
.
one
is
low
disadvantages.
as the
other
not
as supple
disadvantage
is
that
they
are
m
a
n
i
l
a
.
as
synthetics.
They have the sane flexibility
Both types of line are very popular because they float.
just about replaced all other types of line as water-ski
They have
tow lines.
line in that it is actually
from polyethylene
Polypropylene differs
AIso, it is not as
stronger when it is wet than when it is dry.
as polyethylene.
slippery
fts
Wire Rope. Wire rope is not used very much by small boaters.
on sailboats
and anchor lines
confined to rigging
use is generally
fts manufacture is similar to fiber and synthetic
for small boats.
over a
It is made up of wound strands of wire, generally
Iine.
Using
core, which is sornetimes made of wire, but usually of fiber.
and forms a
for the core of wire rope gives it flexibifity
fiber
This provides the wire rope with a
cushion for the wire strands.
or give.
Wire ropes are made in five
amount of elasticity
certain
to strength.
These grades are, in
grades, which are rel.ative
order: improved plow steel, plow steel, mild plow steel,
declining
steel,
and iron.
traction
Line, ho matter what it is made of, needs care at
CARE OF LINES.
synthetic
line,
if
abused, can
Even the strongest
tines.
all
Given the high price of any type of line these days,
deteriorate.
it is a good idea to take care of what you have, rather than let it
get run down and reguire new line. Here are a few basic maintenance
thern
keep your line in good shape if you follow
rules that witl
j
d l igently .
For lines of aII types, assume that
Do not overload your line.
its breaking strength.
In
o
n
e-fif'th
i
s
the safe working strength
o
f
a
l
i
n
e
i
s
o
n
e
t
h
o
u
s
a
n
d
s
t
r
e
n
g
t
h
other words, if the breaking
strain
of
more
to
a
than
two
hundred
it
pounds, then never subject
is saving those other fourpounds. What you are doing, in effect,
If your line
is o1d or
or 8OO pounds for an emergency"
fifths
o
n
e
f
i
f
t
h
r
u
l
e
.
f
n
o
t
h
e
r words,
worn, make an allowance to this
make it one-tenth.
protect
Both the outer and inner
your lines
against abrasion.
It stands
equally to its strength.
of your line contribute
fibers
Where line is subject
to reason that worn line is weakened line.
rub against a chock
when it witl
to loca} abrasion for instance,
around
protect
it with chafing gear, such as canvas wrapped tight
the line.
4-3
Avoid sudden strains
on your line.
Lines of a}l types that are
strong enough to hold up to a steady strain
can be broken with a
sudden jerk.
Care when working with lines is extrernely irnportant.
Store your }ines properly.
Natural fiber
lines wiII deteriorate
quickly
if not stored properly.
They should only be stored when
dry, should be well ventilated,
should be protected against direct
sunlight,
and should be coiled properly.
The same rules apply to
you want to get the best use out of them.
synthetic
lines
if
however, need not be given special
Synthetics,
storing
care other
than
keeping
them out
of
and out
of
extremely
sunlight
hot
compartments.
Always keep your lines clean.
Dirt acLs like sandpaper on both
and synthetic
natural
line.
It is an abrasive and is dangerous to
if it is allowed to work into the fibers.
Wash your lines
lines
thoroughly with clean water when it becomes dirty.
And, of course,
y
o
u
p
u
t
t
o
allow it
dry before
it back into use.
Even though
line
wiII
not rot if
stored wet, you do not want to
synthetic
induce any more moisture into your storage Iockers than necessary.
For instance,
use the right
A1ways match your Iine to its use.
Don't force thick
size line for the sheaves in a block or puIley.
Misusing your line in this way can put
line into a small chock.
excess wear on it.
Natural fiber
Keep chernicals of all kinds away from your lines.
Though the
lines can be severely damaged by exposure to chemicals.
fiber
line is immune to damage from
ruLe books say that synthetic
paint,
gasoline,
turpentine,
alcohol,
and most other
oil,
Make it a general rule to keep
chemical-s, be on the safe side.
chemicals ahray from aII kinds of line.
To avoid wear, reverse your line end for end
Avoid excess wear.
periodically.
This wiII
distribute
the wear more evenly on your
your anchor
end-for-end
For instance,
line and give a longer life.
immersed in
intervals,
the part that is regularly
Iine at regular
for the part that remains dry on deck.
water should be substituted
of a line that is
A kink is the result
Avoid kinks in your line.
you have a kink
t
w
i
s
t
e
d
I
f
in one direction.
repeatedly turned or
y
o
u
r
don't put a
l
i
n
e
,
o
u
t
i
m
m
e
d
i
a
t
e
l
y
a
n
d
,
f
o
r
c
e
r
t
a
i
n
,
in
9et it
link
in a
o
n
i
n
a
i
s
t
h
e
w
e
a
k
e
s
t
it.
A kink
line
like
strain
chain.
Sharp bends in a line
Do not run your lines over sharp angles.
If you have to run your line
in that spot.
decrease its strength
over a sharp angle, pad it for safety.
4-4
LIXE USAGE, KNO{IS. HTTCHES. BErDS - Al{D SPLICES.
the
Eye"
on
a
"Dipping
bollard.
Most mooring
lines
used dockside have an eye splice
in
one end,
which
nakes it
convenient
to put the loop over
a bollard
and snub the line to
a cleat on your deck.
This wiII
wor]< f ine
until
another
boat
comes along and uses the same
bollard
for a nooring line.
For
instance,
when you use a bollard
for your bow line
and the boat
ahead of you uses it
for
his
stern
line.
If your line was
the first
one on, then it would
appear that it would have to be
the
last
one off.
In other
words, the eye of your line is
under the eye of the boat ahead
of you.
You would have to lift
off
the other
line
before you
could
yours.
lift
off
This
could prove difficult
to do, but
not so if you "dipped the eyer'.
The procedure is sinple.
l,lerely
take the eye of your line,
move
it
up through
the eye of the
(you night
other
line
have to
slacken your line to do this),
slide
it up over the top of the
bollard,
and then pull
it back
through
the eye of the other
Iine.
You have accomplished the
job without disturbing
the line
of the other boat (figure
4-1).
T h e S O U A R EK N O T , ( f i g u r e
4-2)
or Reef Knot, is one of the most
joining
common knots
for
two
Iines
of
equal
size
together
where no great load is placed.
It jarns up tight
and is hard to
great
undo when given
strain
pulled
and,
if
one side
is
unevenly,
rnight cause the knot
to fall
into two half hitches.
Sguarc knot.
4-5
Also called
reef
knot.
to as the rrKing of
4-3),
often
referred
The BOWLINE (figure
loop.
It is
Knotsrr, is the most used knot for naking a tenporary
u
n
d
e
r
l
o
a
d
and
w
o
n
t
s
l
i
p
t
o
t
i
e
,
i
s
e
a
s
y
s
i
n
g
l
e
l
i
n
e
,
made with a
j
o
i
n
t
o
g
e
t
h
er
t
w
o
l
i
n
e
s
u
s
e
d
t
o
a
l
s
o
b
e
m
a
y
I
t
u
n
t
i
e
d
.
is easity
other.
of
the
loop
the
inside
bowline
the
of
one
by tying
J
Xake
loop
Up ttrrough end
enound back
The HALF HITCH (figure
4-4) is simple and is
with
used in connection
When
nany other knots.
are
hitches
half
two
it makes a
used together
knot that wiII
sliding
load
in
up under
set
direct
in
tightness
A
to the load.
relation
round turn with two half
is shown below.
hitches
It is fast and'easy to
It can be used as
tie.
to
a long term fastening
to
a
a
line
secure
piling.
Undor and
ovcr 1t aclj
Undcr rnd
OVGr
It:etf
Itr{
Back dorn
through
n
TI{O IIALF NITCI{ES
4-6
The CLovE HrTCH (figure
4-5)
a
basic
is
knot
used
to
temporarily
tie
a
line
to
pilings,
etc.
When a strain
is
maintained,
the line
wiII
not
slip.
It wiII
setup tight
and
can be hard to untie.
When left
slack after
tying,
it can work
Ioose, So watch it.
ry
The TfI-{BER HITCH is
a very
simple,
fast
and easy way to
secure a line to logs and other
round objects
for towing.
To
pass the bitter
tie,
end of the
Clove hitcb.
line around the object,
over the
p
a
r
t
standing
of the line,
and
then wrap the bitter
end back
around itself
3 or 4 turns.
It nay be followed by a half hitch or
two around the object
to give it alignment with the standing part
during
of the line
the tow.
When half
hitches
are used, they
should be made first.
Tlo a
Contlnuo ovor and under
for an addltlonal 3 or A
tumu
TIMEEN, HITCH
4-7
The ROLLfNGHITCH, or stopper knot, can be attached around a line
while the other line
under strain
and used to rnaintain the strain
is being rnoved or fastened.
It can also be slid along the line
under strain
by hand, but will
hold when load is on it.
You can
bend a line on to a spar or another line at a rnid-point of the spar
or line.
Sornetines used when converting
a single
towline
into a
bridle.
T1e a
hal:f hltch
Around agaln
cro33 0rror
turn
flrst
passlng
betveon
tho flrst
turn
ROIIINC
HITCH
name and is used to tied
BEND uses either
The SHEET BEND,zBECKET
Unlike the square knot it is
two lines of unequal size together.
The double becket is simply an extra
strain.
easily untied after
turn again back under and through.
Back under 1tso1f onco
slngle beckot bend
Aror.rndagaln beck rrndor
doublo becket band
MUBLE BECKEf,/ SHggT EEND
4-8
urethod of perrnanently joining
two lines
SPLfCfNG is the preferred
and to make a permanent eye in a line.
A splice
together
is
stronger than a knot, hitch,
or bend.
to Iines
or Short
Sp1ice can be used to join
A Long SpIice
together.
A long splice
of a line
does not increase the dianeter
and is used when the spliced
line nust run over the sheaves of a
Iooking,
block"
While this
splice
is much neater
it
is not
described
since
harder
to
nake,
requires
considerable
here
it is
practice,
and large amounts of line.
To start
a SHORT SPLICE, unlay the end of each rope about six
inches.
Secure the ends of the three strands with tape to keep
line the ends of each
l{ith synthetic
them from further
unlaying.
iron.
Also tape the point on
strand can be fused with a soldering
the line where the unlaying
is to eease.
Marry the three strands from one
rope to the three of the other,
two
much
Iike
interlocking
the
tripods.
Tape or seize
union together.
Bring one strand from the right
side over a strand from the left
(the
right
it
rope and tuck
under
the
next
left
strand)
Using a fid
or your
strand.
on
separate
a strand
fingers,
Now
the main body of the line.
the niddle
of
the
three
run
strands
under
this
taped
Select the one to the
opening.
of the middle and go over
left
separate
the next
one strand,
Now push
strand with the fid.
the second taped strand into and
opening.
The rule
out of this
the next strand
is,
to follow
rrgoes in"
where the previous
r
r
c
a
m
eo u t r r . N o t e t h e t w o
strand
so far
are
i
n
s
e
rted
strands
t
he
t
h
e
l
a
y
o
f
inserted against
d
t
no
A
l
s
o
,
line not with it.
i
n
s
e
r
t
e
d
time is more than one
coming out of the same
strand
opening.
properly
splice
is
IÎhen the
the
three
each
of
started,
strands from each end is secured
under a strand on the opposite
Snug up on what you have done and continue
the process until
the
three strands
from each side have been tucked a nininum of three
times for manila and five times for synthetic
lines.
Leave about
L/4 to 3/8 inch of strand projecting.
The somewhat lurnpy splice
can be reduced in dianeter
by rolling
the completed splice
on the
ground under foot or putting
it under tension.
The EYE SPLICE is used when a pennanent eye is desired and nay be
made around any object
such as eye splice
thinble,
stanchion,
or
sirnply made without
anything
To start,
tape each of
in the eye.
the three strands to keep then from unlaying
and unlay six inches
or more of the line
and prevent further
unlaying
of the line at
that point by taping there.
Determine the size of the eye, keep the turn of the eye towards you
part of the line away from you, with a fid or
and the standing
separate a strand on the standing part of the line and run
fingers
Separate
the middle of the three taped strands under this opening.
part to the left
of your first
tuck and
a strand on the standing
the next strand rrgoes
Renember the rule,
repeat step number one.
rrcame
out'r .
Tuck the third
strand
strand
in: where the previous
lay on the standing part that has no strand
through the remaining
Repeat this process three or more tines naking sure that
under it.
no lay on the standing part has two strands under it.
4-L0
Stowing
STrOIIIXGLIIIE.
w
a
y
s
.
in several
Coiled.
Coiling
is
your
line
described
so it
in
is
detail
ready
in
for
use can be done
Chaprnans.
nethod to store a short
is a decorative
Flernishing
Flenished.
or
done on the deck near a cleat
It is usually
r"iffi-Z?line.
It can stain or cause
where the line was secured.
otn6t fastening
in the weather.
l
o
n
g
t
o
o
l
e
f
t
i
f
d
e
c
k
of the
a discoloratioi
on the deck,
t{hen you want to lay a line
Faked.
without
rapidly
out
to
fun
so that it i" ready
feigtfi,
should be faked down.
Rope Flcmished Doilrr
Rooa hilcd Down
Ropc Fakcd Down
4-11
fuII
in its
it
tangling,
STUDY QUESTTONS.
1.
of
types
The two
generally
rope
fiber
natural
m a r i n e su p p l y sto re s a re
2.
available
in
and
The advantages of nanila
are;
line
it
is
, and
3. Manila
line
if
will
line
the
has
4.
Cotton
5.
The four
6.
Because nylon
types
of
line
line
synthetic
is
so elastic,
in
it
stowed wet.
strength
of manila
cornmon use today
is
nylon
Why is
8.
What are the
g.
Dacron differs
10.
What is
I ine?
11,. Why is
dangerous at
Iines.
fiber
times?
of
characteristics
from Nylon line
the difference
used in
Dacron (polyester)
in that
it
core
of
4-L2
Iine?
is not
between polyethylene
the
are:
used for
and
7.
line.
some wire
and polypropylene
ropes?
L2. What are the
L3. List
the
ten
grades
five
for
rules
of wire
proper
the
lines?
of
care
line.
L4. A Clove Hitch can be used to make a
fastening to a Piting.
15. To temporarily
use a
16. A
Iines
L7.
join
of different
two Iines
you would
dianeters,
when permanently
is
preferred
is
used when a temporary
joining
two
together.
A
18. To secure
a line
to
a log
for
uses of
stopper/rolling
4-L3
hitch.
is
desired.
YoU would use a
on a long term basis,
L9. To secure a line to a piling'
to use would be a
fastening
20. Explain
towing,
loop
the
safest
21,. when laying a long line down on deck, where the
must be run out fairly
rapidly,
the line should
22. when night
it
23. A
will
rength
b e co n e n ecessar y to dip an eye on a bor r ar d?
24. Tie the folrowing
two harf hitches,
timber hitch.
25.
furr
be
cause less
reduction
knots: square knot,
crove hitch,
doubre
Make an eye splice.
4-L4
in line
strength
than any
bowline, round turn
becket/sheet
bends,
and
and
CIIAPTERS
BOATIIANDLING
F{TSODUCTIOI!. Thereadingmaterialfor this lessonmaybe foundia thechaptercoveringPower
Crulser Seamqtrshinin the earliereditionsand in Sectiopl.,Clepteq 9 of the later editionsof
Thestudentshouldreadthis sntire
in thefollowingstudyoutline.
ch4ter payingparticulaattentimto thetopicsandsub-topics
STI]DY OUTLINE
qt Bo,qtHandliqg
Basic,Principlpp
Efrectof wind andCurrent
RigbtandI.€ft"I{andPropellen
HowthePnopellerActs
SuctionandfischargeScrewCunents
UneqrnlBladeThrust
HowaRuderActs
PropellerCunent'sActiononRudder
Response
of Boatto Rudderandhopeller
No WayOn,kopellerNd Trunlng
No WayO4 hopellerTuningAhead
Wi& Headnay,PropelltrTirmingAbad
With Headway,
hopeller Rovorsing
with RuddertoPort
No Way04 FropellerReversing
With Stemway,PropellerRevening
BaskingWith Left Rudder
BackingWith RudderAmidships
Backingwi& Nght Rudder
SteeringWhileBacking
With Sterquay,hopellerTuning Ahead
Turningin closeQuarters
BacldtgArounda T[rn
BackingtoPortFron a Slip
Lcavinga Mooring
WhenThereIs Windor Current
PickingUp a MooringUnderPower
5"1
cH2
F9FF, rinepjgd
Their
ueq
Terninology
Mooring a Boat
Two Lines on One PiLe
Heaving -tines and Monkey's Fists
U si n g S p ri n g L i n es
Gaing Ahead on a Spring
Ahead on an After Spring
Reversjng on a Spring
L,sa.ri nq at a, Pier
Wi n d o r C u rre n t Par allel to Ber th
Landings Downwind or With Current
When Boats Lie Ahead and Astetn
Using Wind or Current
Balancing Current Against Propeller
Landing on the Leeward Side
Bow Lina First
Ilolding with One Spring
DoubJing the Spring
Landing Starboard Side to Pier
9e!tiqs. cl?+f otr a. .B€p,th
With Wlnd or Current Ahead
From a Windward Berth
With Wind or Current .A,stern
BackinE Around
Turning in a Berth
Turning With Power
M a ke U se o f F e n d e rs
Maneuverinq
at sl.ipe
in Tiqht
Orrarterg
A B e rth B e tw e e n P iles
Usinq Springs to the Pjles
'
Upwind
Nproaching
Ge tti n g C L e ar of a Pile
Making a Tight
Turn
5-2
Action
Handling
Trrin-Screw
Basic
Boats
Turning Uaneuvers
One PropeTTer Going Ahead or Backing
Response to Rudder Whil-e Backing
Steering With The Throttles
Turning in a Boat's
Length
Docking a Twin-Screw Boat
Using Springs With Twin-Screws
Other Twin-Screw Manuevers
5-3
STUDY QUESTIONS
l-.
The part
2.
when a right
will go
3.
on a motorboat,
turning
the
the boat
rudder
and turns the boat to
of
the
current
that
flows
handed propeller
into
is
turning
steering
propeller
is
crockwise,
the
the
wheel to
called
boat
gives
starboard
and throws the stern
to
4.
The stern of a single
tends to go to the
reversing.
5.
When a boats
6.
when backing an inboard, with a single right hand propeller
rudder amidship, the stern will tend to move to
7.
FoUR mooring lines that may be attached
boat for dock moorinq are:
B.
The four
9.
The mooring
rudder
lines
line
that
screw boat with a left
handed propeller
when the propeLler is
is
put
over,
the
stern
may be used as springs
that
keeps the
boat
10. To spring into a dock, use a
and go ahead slowly with the rudder
5-4
to
is
kicked
the
bow of
and
a
are:
from going
ahead is
the
sprJ.ng,
turned
I I,
Gettingawayfrom a dock,whentheboatis beingsetinto it by thewind generally
requues usmg
an
12.
Backing on a forwurd quarter spring on the port side, the bow will
13.
A forward quarterspring line leadsforward from the ,. ,, _
14.
A 4 to 6 foot long plank hung horimntally on the sideof the o-oatandbackedwith
is called a
15,
By going atreadon one enginewhile the other reverses,a twin screwboat can be
16.
A twin-screwboatis stoppedby reversingits propellers,but uulikea single-screw
vessel,this will usually not
5-5
cH2
to the
This Page Left Intentionally Blank
5-6
CHAPTER6
IINAVY WEATHER
UffSgpUpT[ON.' Thereadingmaterialfor this lessoncanbe foundin the fotlowing
pagesas well asthe sectionEopt Ilandlihg Unilgr.Adver$eCpn$itipnsin the clmpter
on
iggqg in the emly edition of CIIAPIVIAN Pilotine.
Hnndlins
and in Seqfio4,3. Ch.nntpr1,1of the later
Sqgllf
Bpat
and
' SeF4ppns.hip
at theendof thelEssonarebasedoo thesereadings.
editions.Thestudyquestions
goingout in a boatin roughweatheris don't. If
considering
Tlrebestadvisefor someone
you havea choiceosrayin a shelteredharboruntil the weatlretclea$. You will never
reset it. Manyboatnan,however,thmugbno fault of their owrr,do not havea choice.
squallscandevelopstrddenly
with little or
Alongthecoastandevenin inlandwaferways,
often find themselvesfacedwith
no warning. Cruisingmen makinglong passages
prolongedstormyweatherandnot aroughtime to makeit to a saferefugebeforea storm
strikes. Eventoday,when weatherforecastingis faidy accurate,a suddenchangein
cancatchboatersoffshoreat themercyof windandwave,
oryectedweatherpattiems
Your bestbet is to prepareyourselffor heavyweatheroperationsin advance,Knowing
what to expectandthe capabilitiesof your boat oango a long way in an emef,gency.
Self-confidence
is the nameof the gafr€ in bad weather,andthis quality can only be
obtainedthroughknowledgeandexperienee.
TlrereaxeilFrry factsaboutthe wind, water,and yor,uboatthat you canleanr. But in
practicemanythingscanhappenthatareimpossibleto preparefor suchthingsassudderr
shiftsin the wfuid,freakwaves,etc. Because
of this, you mustty to keepa clearheadat
atl times;paoiccanonly compounddifficult situations,corunonsensecanoftensolve&e
problems,Knowingsomethingaboutthechallenges
youmustfacecan
mostcomplicated
grveyouconfidence.Thatis thepu{poseof this lesson.
Ir this lessoq someof the principlesof wavesand wind will be covered. Beeause
boatingconditionsancso variable,however,dependingas they do on location,time of
year,the 0?e of boat beingused,and scoresof otherfactors,you shouldstudyother
souroes
aswell to reallygeta feelfot whatyoumightbeup against.
W4{q }VAYS$. Nearlyall wavesarecausedby the wind blowingoverthe surfaceof
the sea" Wind blowingoverthe surfaceof the watel will causewav€s.Thelongerand
sfongerthe wind blows,the higherthe waves. If the wind blowsin the sanredirestion
for a longperiodoftime, thewaveswill tendto run in thesanredirection,
6-l
cH2
If the wind directionshouldchangefor a periodof time,the watsrwiil be
turbulent.Thentheditectionof thewayeswill beginto confonnto thenew
direetionofthewind.
Therearetwo otherbasictype$of wavesthatarenot createdby wind. They
areTIDAL wavesandSEI$MICwaves.Moreabouttheselater.
Thereare many differentcharacteristics
of waves. To fasilitate study,
oceanographers
havecomeup with what they call an "ideal w&ve.' The
anatomyof anidealwavecanbesoenin figure6-1.
f,'rgureGl.-Measurlng this ideal wave. The lenglb lr measurcdfrom crest to crestand
the hcight ls mearuredfrom trough to crest The period is tbe amountof tine lt takcstwo
crcststo passs givenpolnl
As you can see, there are several ways wavcs are described. There is height
lengllr"periodandslope.
The HFI9Hil is the distancefrom the troughto the crestmeaswedvertically.
The maldmumheightof a waveis hardto pin down. It reallydependsupon
whonryou talk to. Wavesin excessof a hundredfu havebeenreported,but
most oxpertsconcedethat aboutfiffy feet is more likely. It is possiblethat
wavesin a crosssee,whentwo or monewavesystemssonvergefrom different
directions,probablyhaveevengreaterheight. But the questionof heightis
academicfor the mostpart;the highestwave,unlessit is breaking,is no more
dangerous
than the third or fourthhighestwaveas far as a smallboatrranis
concerned.A sailorusedto inlandwaterwayswould probablyfind any wave
overfive feetin heightfright€ning.
TheI,FNGTII of a warreis the distancebetweentwo consecutive
gests. Ths
greatest
lengththathasbeenmeasuedis ovpr2,700feet.
6-2
The PERIOD of a wave is the tirne it takes two crests to pass the
the
It stands to reason that the longer the length,
same point.
Ionger the period; but of course, faster noving wave systens do not
Wave speeds for the most part average about
always obey this rule.
30 n.p.h.
another
inportant
FETCH is
for wind generated
consideration
waves.
The arnount of nf etch[
have a direct
iropact on the
will
of the
size and characteristic
Fetch
waves.
is
the
expanse of water
uninterrupted
over which the wind operates.
the more
The longer the fetch,
the
wind
can
have
over
effect
hrater.
I
l
l
u
s
t
r
a
t
e
d
in
the
a
b
o
d
y
o
f
w
a
t
e
r
6
2
i
s
figure
passage
a
formed
by
an
witn
to the east and one to
island
If
the west, 20 rniles apart.
the wind were blowing from the
east or the west, there would
only be a fetch of 20 miles. The
water would only be affected by
the wind over a short distance.
the wind were blowing
But if
the
from the south or north,
The
fetch would be much greater.
bY the
water would be affected
and
wind over a long distance
the waves couLd really build up.
If you added an opposing tide to
a long fetch,
You would have a
tough condj-tion indeed.
No<nl
€floRr rzfcH
?AAt\cf-
T
\
H
\)
3
{
Fignrrr$Z-Thc
frtch of r wrvc.
CPEST
The SLOPE of the lrave is the
angular measure from the trough
(See figure 6-3.)
to the crest.
STORITT TIDE
T{AVES,
dS
thCY
]T?q,6'fl
ATE
generally called, are associated
F3.-Thcdopcof I wrv''Sloprir
Frgurc
They
hurricanes.
tropical
titn
in dcgrccr'
mcrgrred
are , in real ity , caused by the
storm wind rather than
tropical
the water before it,
The wind from the storm, driving
the tide.
When the tiCle shifts,
this
can build up a great wall of htater.
Every few
wall of water is released and a huge htave is formed.
dollars
of
destroy many million
wave will
years a storm tidal
o
f
m
i
n
u
t
e
s
.
o
f
a
c
o
u
p
l
e
p
r
o
p
e
r
t
y
s
p
a
n
t
h
e
t
i
n
e
i
n
beachfront
6-3
SEISUfC WAVESare sometimes incorrectly
referred
to as tidal
waves.
are
They are commonly called
These
waves
caused
by
"Tsunamisfr.
under the ocean
earthquakes,
volcano eruptions,
and dislocations
floor.
for instance,
Their hrave lengths
are usually
very long,
heights are
several hundred rniles, and surprisinqly
enough their
also very low.
A seisnic
damage to
sea wave will
do very little
gets close to shore,
anybody out in the open ocean.
When it
trouble
When it reaches shallow water,
the wave becomes
begins.
short and much steeper.
The closer it gets to shore, the higher it
becomes until
its crest breaks and it crashes to the beach.
puII of the sun and
TIDAL WAVESare generated by the gravitational
moon.
These waves occur in places with where there
is a huge
difference
in height between high and low tides.
When there is a
rapid rise of the tide,
an incoming wave is generated.
An outgoing
w
i
t
h
wave is formed
the rapid faII
of the tide.
generated
SWELLS are waves that were originally
by the wind but
long after
continue to exist
the wind has died down.
fn effect,
swells are dying hlaves.
You wiII generally
find swells in areas
where there are long fetches.
They originally
begin in a storm
winds kick up the waves.
area when fierce
After
the wind <lies
continue oD, provided, of course, that they
down, the waves will
The passage of tirne and distance
meet no obstructions.
reduces
what once might have been huge braves into
smoothly undulating
But don't
be fooled they can be dangerous again.
swells.
When
swell-s reach shoal water, they will be tripped up by the bottom and
are right
they can easily
become dangerous SURF.
if conditions
into
surf
as it
nears the shore.
SURF. Waves turn
Contrary
to
popular opinion,
the particles
in a brave do not really
move in a
direction.
Oceanographers have discovered
horizontal
that
the
particJ-es of a wave actually
travel
path orbiting
in a circular
around the axis of the wave. As the wave nears shore the bottom of
When the water depth
the wave begins to touch the ocean bottom.
one half of the wave tength, the bottom
bel-ow approximately
falls
At the same time,
of the wave will- be slowed by the ocean bottom.
on at the same speed the wave was
the top of the hrave continues
traveling.
The angle of the forward slope of the wave
original.ly
g
r
e
a
t
e
r
a
nd greater
untif
it
b
e
c
o
m
e
finally
reaches 90
wilI
w
a
v
e
c
r
e
s
t
w
i
l
l
f
a
l
l
f
o
r
w
a
r
d
i
n
t
o
T
h
e
t
h
e
t
r
o
u
g
h in front
degrees.
y
o
u
w
i
l
l
.
B
r
e
a
k
i
n
g
r
r
t
a
v
e
s
a
n
d
h
a
v
e
s
u
r
f
a
n
d
surf are much
of it
stronger than non-breaking Idaves.
Breaking
plungers
waves and surf
and spillers.
can be broken
down into
two categories;
is the product of a long ground swe1l called a trochoidal
A PLTINGER
very long and very low.
Trochoids are generally
They are
wave.
from the point
where they were
are a long distance
waves that
generated.
On the beach, plungers rise up and crash
originally
forward, creating a thunderous noise.
6-4
naves'
SPILLERS, on the other hand, are the resul"t of cyclical
r
e
c
ently
f
a
i
r
l
y
b
e
e
n
h
a
v
e
are short choppy waves that
Sick-outs
p
l
u
n
g
ers'
j
u
s
t
f
r
o
m
t
h
e
o
p
p
o
s
i
t
e
are
spitters
formed by the wind.
They break quietlY and gently"
is very
WAKES. One wave that
is the
b
o
a
t
s
s
r
n
a
l
1
f
o
r
dangerous
If
a
motorboatbY
wal<e caused
u
I
c
a
r
e
f
e
t
e
r
e
m
o
r
e
p
e
o
P
l
e
more
f
ar
be
would
there
about wal<es,
on the water.
fewer accidents
Power boats Produce two kinds of
bow wave and the
the
waves:
5-4).
wave (see figure
stern
d
i
a
g
o
n
allY
The bow wave sPreads
stern
The
ar^ray f rom the bow.
boat
the
follow
waves
The extent of a
transverselY.
boat's wake is a function of her
length, disPlacement,
waterline
The stern trave is
and sPeed.
is most dangerous
the one that
but it is also
to other craft,
is
dangerous to the boat that
boat is in
that
if
it
"sah,ar il il n
The water that
og
w water.
is between the shoaL bottom and
wilI
boat
the
of
bottom
the
side of the
buiLd uP on either
then sink
ine stern will
stem.
and get
t
r
o
u
g
h
t
h
e
i
n
t
o
deeper
In
b
o
t
t
o
m.
t
h
e
t
o
c
l
o
s
e
r
even
s
P
e
ed
t
h
i
s
,
I
i
k
e
a situation
i
r
u
n
e
d
i
a
t
e
l
y
'
r
e
d
u
c
e
d
b
e
should
\
\,,^
/
N^=
and Jtem wayct. The tt rn weve ir
Figure H.-Bow
dte mort dangerour of thc two.
to small
CROSS SEAS. Other types of waves that can be dangerous
A tidal
f
o
r
c
e
s
'
of
boats are cross seas caused, by a variety
angle,
a
t
a
n
o
r
meeLing an opposing wave systen head on,
current,
s
o
urces
d
i
f
f
e
r
e
n
t
fwo wave systerns from
cnop.
can creace an
in
s
h
i
f
t
s
sudden
t h a t m e e t a t a "n. t iaf n g l e c a n h a v e t h e s a m e e f f e c t .
b
l
o
w
i
n
g
b
e
where the wind will
a situation
the wind can
" aves, tossing the sea in aIl directions.
a g a i n s t o n c o m i"nt .g. €w
Both
wind
and
of
How rnuch is a function
the movement of a boat'
affect
current
o f a b o a t , the amount of underbody of
the amount of superstructure
of the wind, and the strength
a boat, the strength and direction
of the current.
and direction
6-5
The arnount o f e f f e c t
flat
bottom and less
wi-ll be greater
if the boat
if the boat has a d e e p d r a f t .
has a shallow
(Figure 6-5. )
Figure&S.-Draft maker r big differcncr in regardto lccwqT.Bort A, becaur of hcr deephult,
will notrnatr er much lecwry wfion tfrc wind ir rbcsm rr Bort B.
A strong wind blowing broadside to a boat that has low freeboard
and very little
superstructure
(a low-profile
boat) wiII not have
very much effect
on the maneuvering of that boat.
on the other
hand, there will be a considerable
effect on a boat that has a high
freeboard
and hi.gh superstructure.
With the strong wind blowiig
broadside to, this type of boat will have considerablL difficult
i;
maneuvering.
Figun &6.-Thc wind har morr rurfacr to lct on with gort A thon Bort B.
Boot A will bc moru difficult to handlc in wind wtertrcr.
Current has
shallow boat
equal Iength
stronger the
the shape of
the
will
but
wind
the
same effect.
A current
moving broadside to a
give that boat less drift
than another boat of
a deep draft.
ft goes without saying that the
or current, the greater its effect,
regardless of
boat.
6-6
from which the
The direction
rneets a boat
wind or current
from
also governs its effect:
is
effect
the
dead ahead,
Iess than fron the quarter,
fron
than
less
is
which
A
The reason?
broadside.
the wind
into
heading
boat
than one
shows less Profile
to
angles
at cross
running
\
(
S
e
e
6
7
f
i
g
u
r
e
w
i
n
d
.
the
A
z
=
inPossible to
ft is virtual-lY
and
boat
any
at
Iook
it
nuch
how
exactlY
determine
b
Y
a
f
f
e
c
t
e
d
b
e
wiII
OnIy
the wind and current.
your
w
i
t
h
by experimenting
will
conditions
boat in all
with
uP
come
you be able to
accurate estimates.
and
wind
of
effect
The
to
each
are related
current
A strong wind
other as well.
f rorn one
on a boat
acting
strong
a
and
direction
acting on a boat from
current
can
direction
opposite
the
A
outeach other
cancel
high
a
with
boat
shallow
and
superstructure
quite a lot
can drift
draft
in a short Period of tinre if
a
witn
confronted
is
it
and a strong
wind
strong
same
the
from
current
direction.
Figun 87.-Thc wind will hrvc mqt rffcct on Boat C
rnd lrrt on Bort A bccaurc of tfic rnrount of rurfacc
drc bostr prsr.nt to drc wind. Thc arrumption ir that
Boltr A, B, end C rrr cquel in hull and:upcnrtrusuru.
6-7
From the foregoing,
it can be seen that
on a boat depends upon:
current
1
2
3
4)
5)
6)
7)
8)
(e)
the
effect
of
wind
and
The strength
of the wind
The strength
of the current
The length of the boat
The superstructure
of the boat
The freeboard
the boat
The draft
of the boat
The direction
of the wind in reration
to the heading of
the boat
The direction
of the current
in reration
to the heading
of the boat
The direction
and strength of the current
in reration
to
the direction
and strength
of the wind.
SURF OPERATION. As the surfers
have found, all incoming hraves are
rrsetsrr.
not the same but run in a series called
This means that
the big ones have several smaller ones in between.
Understanding
is very usefur
this,
when trying
to operate
in the surf
ana
particularly
when there is a wave build up to surf conditions
in a
harbor channel.
Before running into this condition,
stand off and count the waves
between sets, then time your operation to take place after the big
one and before the next biq one.
This requires
experience and a
rimber neck, or astern rookout, as well as eyes in the back of your
head to watch what is cominq up astern.
when going down the front
of a wave the water at your stern is
going towards your bow while the water at your bow is going toward
your stern.
This makes it very easy to swing sideways to the wave
and broach.
That
is,
the
boat
rolled
over
on its
side.
observation
and experience will
show what can and what cannot be
done with a particular
boat and given conditions.
Do not trust
to
yet stay out of surf
Iuck and better
it can be deadly!
HEAVY WEATHER OPERATTON. when you are caught out in hiqh wind
and/or seas, there are extra dangers you must prepare for.
rf reft
to its own devices, a boat will norrnarly farl into a trough.
when
the winds are strong
enough and/or the seas high enough, thi-s
action can cause a BRoAcH. As long as you can maneuver, you need
to keep the bow pointing
into the wind/seas.
Instead of running
f fh e a d - o n r r , t r y r u n n i n g a t a n a n g l e , o f u p t o 4 5 d e g r e e s , t o
the
waves.
The danger comes when you can no longer maintain headway. This is
when a BRoAcH becomes possible.
To prevent this,
you can utilize
a Sea Anchor as described be1ow.
6-8
As the
Another scenario is when you are rulrning before the seaYAW.
That
to
the boat has a tendency
wind/waves hit your stern,
e
x
t
r
e
r
n
ely
Steering becornes
is, the stern going from side to side.
s
i
d
e
t
o
s
i
d
e
y
o
i
.
r
the wheel frorn
yourself
turning
fi;d
Aiificult.
y
a
w
i
n
g
k
e
pt
is not
If the
motion.
the stern's
to offset
trying
the boat can again broachunder control,
There are several techniques for keeping the yawing under control.
When running
setting.
change of throttle
continual
AII require
o
n the rrback
i
s
b
o
a
t
t
h
e
p
o
s
i
t
i
o
n
f
o
r
b
e
s
t
t
h
e
t
h
e
s
e
a
,
before
to
The speed of the boat should be adjusted
side'r of the hrave.
T
h
e
r
e
a
re
p
o
s
s
i
b
l
e
i
f
w
a
v
e
p
o
s
i
t
i
o
n
t
h
e
o
n
t
h
a
t
i
n
t
h
e
b
o
a
t
keep
w
a
v
e
.
I
t
is
t
h
e
o
f
f
r
o
n
t
t
h
e
y
o
u
r
o
n
s
e
l
f
y
o
u
w
i
l
l
f
i
n
a
when
tinl
a
distinct
becomes
broach
a
and
r
r
ni
a
down
raci-ng
t ike
of the water past the rudder
notion
The relative
possibility.
has less effect.
a
n
d therefore
c
o
n
d
i
t
i
o
n
s
t
h
e
s
e
decreuses under
k
e
e
p
ing yawing under
i
n
d
i
f
f
i
c
u
l
t
y
m
o
r
e
t
h
e
Less rudder effect,
t r d o w nh i l t
run|l
y
o
u
r
t
o
i
n
c
r
e
a
s
e
e
n
g
i
n
e
,
t
h
e
Speeding up
control.
also
i
s
T
h
e
r
e
p
o
s
s
i
b
i
l
i
t
y
.
a
i
s
c
o
n
t
r
o
l
,
rudder
and increaie
o
f
the
b
o
t
t
o
m
t
h
e
y
o
u
r
e
a
c
h
A
s
a
c
t
i
o
n
.
t
h
i
s
another danger with
s
t
e
rn
t
h
e
a
n
d
i
n
d
i
g
c
a
n
g
r
e
a
t
,
b
o
w
t
h
e
t
o
o
wave, if th; speed is
e
n
d
o
v
e
r
e
n
d
T
h
i
s
b
t
a
v
e
.
f
o
l
l
o
w
i
n
g
t
h
e
b
y
up ind over
be tifted
PITCI{POLING.
f Iip is called
To assist you in keeping yawing under control while
a s e a , y o u c a n u s e a D R O G U Ea s d e s c r i b e d b e l o w '
running
before
THE SEA AI{CHOR (DROGUE). The sea anchor, or drogue, is used.to
the boat in relation
of a boat and to help control
=I"* th" d.ift
the sane'
are really
t
h
e
y
of the waves. Although
to the direction
t
r
s
e
a
t
o
t
h
e bow of
c
o
n
n
e
c
t
e
d
anchorrt is used when it is
the term
r
r
d
r
o
g
u
e
f
l
is usedwhen connected to the stern, the term
the boat.
p
o
w
erboats
a
n
d
to sailboats
they are useful
In heavy weather,
highly
a
r
e
d
e
v
i
c
e
s
Depending upon who you talk to, these
alike.
about
w
r
i
t
t
e
n
b
e
c
o
u
l
d
An entire book
or worth nothing.
effective
t
e
r
r
ible
a
o
c
e
a
n
i
n
But when you are out in the
their limitations.
t
o
try
w
i
l
l
i
n
g
probably be
you will
storrn and all else has failed,
d
r
o
g
u
es
sea anchors and
one" Regardless of their nany detractors,
(
S
e
e
6
8
figure
)'
over the years.
have helped countless sailors
€hI.flSN
HrscewooP
?q
6q
WI?E 6QD€
S,|AALJ-
5r/lveL
\'tc*
rcMNG
UNE
WIVEL
-7iRFaNlq
LrNE
F i g u r e& 8 . - A c o n i c s e aa n c h o r ( d r o g u e ) . T h i s i s t h e m o s l c o m m o n l y s e e nt y p e .
6-9
The classic
sea anchor is constructed
like
a cone.
The anchor
itself
is made of canvas or other cloth shaped like a bucket open
at both ends.
The ends are held open in circres
by hoops.
ine
wide end faces toward the boat and the narrosr end faces away frorn
the boat.
A cabre is attached to the anchor by a bridle
to the
wide end and a tripping
line is attached
to the narrohr end.
The
purpose of a sea anchor so constructed
is to keep the bow of the
into the seas. This prevents the boat frorn falling
!oat-heading
into the trough and possibly
broaching.
A boat lying to a ="i
anchor is making reeway, but not as much as she woura ir she were
drifting
free.
Swrve-t*-
NMrosl 6q
6,l.stvAS
Lt*o"..,
cftgsBAr?5
Figure S9.-Crosbar.type seaanchor.
As with a regular anchor, a long Iine should be used with the sea
anchor.
This will
nininize
any snapping as the boat surges.
when
the sea anchor is rigged, it should be invisible
but not more than,
sdy, 15 feet berow the surface of the sea.
chain or wire rope
should never be used for the sea anchor as they would sink the
anchor too low to have any effect
at all.
The theory of a sea anchor makes it seem very easy to strearn and
very easy to handle.
rn practice,
however, it is very difficult
to
handre and is hard to control..
As you can see, a tripping
rine is
attached to the narrow end of the cone.
The purpose of this line
you
is to enable you to corJ.apse the sea anchor by pulling
on it.
should then be able to pull in the entire assembly.
The problem is
that the tripping
line can become tangled with the towing line and
eventually
collapse the sea anchor alt by itself.
You could have
a mess hanging from your bow that wilI
lose its effectiveness.
Sometimes an oil bag will be attached to the cable just aft of the
sea anchor.
The effect
of the oil
seeping from the bag is to
create a slick
on the waves since oil
is lighter
than water and
will
rise to the surface.
The oil
slick
wilr
cut down on the
amount of breakinq water in front of the boat.
6-L0
one in
If you do not have a regular sea anchor, you can construct
p
i
n
c
h
,
w
i
l
l
a
large
d
s
i
n
a
d
o
An old bucket will
a n e m e r g- deenccky .
wide
a
o
r
e
v
e
n
w
o
o
d
e
n
c
r
a
t
e
,
a
dD ice Chest,
chairs,
basket,
the
to
four
attached
a
bridle
with
to a line
board fastened
b
e
u
s
e
d
for
c
a
n
s
e
c
u
r
e
l
Y
,
f
a
s
t
e
n
e
d
E v e n a S $ t a m p e dd i n g h y ,
corners.
purpose
sea
of
the
the
Just remember
Sea anchor.
a rnakeshift
which
drag
to
create
that is
it
anchor when you are building
and provide
into the seas, cut drift
keep the bow pointed
wiII
stability
for your boat.
directional
When running before the seas, this same device is called a DROGUEthis time to
stability,
purpose is to provide directional
Again,its
the stern,
fron
tlith it streamed
keep the yawing under control.
o f B R O A C H I N Go r P I T C H P O L I N Gi s n i n i n i z e d .
the possinifity
to a drogue when running before a sea is to tow a
An alternative
ffARp. A warp is a long length of heavy line with nothing attached
help keep the boat
act as a brake, will
It will
to the end.
help quiet the sea astern of the boat.
and will
running straight,
The longer the warp, the more drag it
or drag.
friction
It creites
also increase the
Towing more than one warp will
create.
will
If the line is long enough, You could attach both ends, one
drag.
When you use a htarp, experirnent with it;
to 6ach side of the boat.
you seek.
you achieve the results
Iet more or Iess line out until
Be sure to make the warp fast to sonething strong.
5l','1ALiUNE
Utl,t?
Figure 6-10.-The parachute-tYpet€a anchor'
6- 11
Ar tCt(
Ducy
I lL/F
Yyt3O
AAR
BRIDI.E
TOwrsi6
UNE
a\\,
l6L\
^C.
7F
9
CR NYiO\
L IKC\
6/
F i g u r e6 - 1 1 ' - A s a i l ' t y p e s e a a n c h o r . T h i s t y p e i s h a r d t e
t r i p w h e n y o u w i s h t o h a u l i t i n , h e n c et h e b u o y r a t h e r
than
a trip line The buoy also holds the anchor at the desired
depth, as the rail-typc drogue has a tendency to 'ink.
BR\CI-E
,eY
.t$a\N
SWIVEL
lC{'\C -\=
IowrNG
rrrlF
Ll t\l-
F i g u r e6 - 1 3 . - A bucket used ar a 3c. ancho.. Anrch dro
t r i p p i n gl i n e t o the bottom by punching a hole and knott i n g t h e e n d o f t h e l i n e o n t h e i n s i d eo f t h e b u c k e t .
F i g u r e6 - 1 2 . - A b o o r du * d a sa r e aa n c h o r .
6-12
STUDY QUESTTONS.
1.
The height
the
of
a wave is
the
distance
to the
measured vertically
2.
The length
of
a wave is
the
distance
between
3.
The time it takes
known as the
4.
What is
5.
The angular
the
6.
Name two
7.
What is
8.
Waves
9.
The two types
two wave crests
to
pass the
is
fetch?
measure from the trough
types
of
to the crest
of a wave is
waves.
non-wind
a swell?
turn
into
surf
of breaking
as thev
waves and surf
and
10.
waves that
are caused by the
hrave is
11. List
same point
frorn
three
ways that
passing
the
most
of
and
are the two types
a motorboat.
The
danqerous.
a dangerous cross
6-1 3
are
sea can develop.
of
will
L2. A boat with a
by strong winds.
14. List some of the elements
upon a boat depends.
15.
When running before
maintained on the
L6. What is
L7. List
the
the
to
18. What is the pitfall
that
the
if
seas,
the
purpose of
steps
be greatly
will
L3. A boat with a
a strong current.
be greatly
effect
affected
affected
by
of wind and current
possible,
the boat should be
of the wave.
a sea anchor?
prepare
for
rough weather.
in using a tripping
line
with
a sea anchor?
19. List some itens you can use to make an emergency sea anchor
the absence of a readY-made one.
6-L4
in
20. What is
the
purpose of
bad, slow down and hold your bow at an
degrees to the seas.
get really
2L. If conditions
angle of about
22.
In a head sea,
witn
a vessel
too
much weight forward will
rather than rise.
too much weight
with
23. In a head sea, a vessel
24. Thrown broadside
the vessel to
a warp?
towing
a vessel
that
is
tend to
will
or rrin the trough,rr
to the swells,
25. When a vessel runs down a steep wave, buries
next crest throws her stern over, she has
26. What happens to
aft
can cause
her bow, and the
pooped?
27. The primary needs of safety in fog or other conditions
are to see and be seen, and to
reduced visibility
of
and be
trseenrr in
28. One waY to be
radar sets is to hoist a
reduced visibility
6-l_5
by vessels
that
have
CIIAPTER 7
ASSISTAITCE TO BOATS trI DISTRESS AIIID DAUAOE COIVTROL
The reading material for this lesson can be found in the following
ffTRODUgilOl{.
pages gnd q thg se.ctioqs on
ld, or Enersqtcy
the earlier editions
the chapter on
and Sqc$op 3,
qu
errd of the lesson are based on
editionrs.
readings.
At some time o'r another, ycru will have to render assistance to another vessel, as a
member of the Auxiliary or as a private citiaen. You may even have to take 6teps to
help yourself. How you handle yourself and your craft is of utmost importxrce. In an
emergency, life and pmperty is at stake. Evefr the simplest assistance effort -- such as
rightins a capsiaed sailboat in a proteeted cove -- c&n hrrn out to be dangerous. Ttre
smallest leak far out at sea can equal in importance the largest leak close to shore.
This lesson will touch on some of tlre techniques you should know to help others and
yourself in an emergency.
Before approaching a capsized sailboat in
FICHtSLq S, ,qAP.gIZ,4p SAILBOAI,
to
her,
there
are
another boat
a few things that must be done firot. Get your
assist
gndror
and
on
and
make them ready f or use. In a pinch, you
anchor
line out
deck
personal
your
flotatiorr devices and ready them for
might need ttrem later. Collect all
use. Have some ready for the sarlboat crew arrd be sure to don one yourself. Thert
break out your heaving line and towing line, and coil them for use. Try to keep all of
this gsar separate and out of your way.
Unless there is something in your way, such as shoal water, you must decide to
approach the capsiaed sailboat either from upwind or downwind. Ttrere are two schools
of thought on this procedure and each school has equally stf,ong points,
If you approach from upwlnd, you may blow down on the boat trapping crewman and
gear between the turc vessels.
If you approaeh from downwind, you stand a chance of foulingyour prop on the
sailboat gear-mast, boom, rigging and sails,
You must make your decision based on the conditions on hand. Some factors whidr
may aid you are the drift rate of both vessels (are you drifting downwind faster that the
sailboat), tlre amount of gear that you see in the water, and the ability of the sailboats
crew to clear some of this gear away.
7- L
cH2
check on the condition
of the crew. If
After you reach the sailboat,
get right in there and render assistance.
they are in poor condition,
property comes second, If
ie to save lives;
responsibility
Your first
the crew is in good cqndition,
have them st,ay in the water. They can
help you right their boat.
The next step is to have the crew of the saiLboat haul in the sails
and running rigging.
It is generally wasted effort
to try to right a
immediately capsize
sailboat witti her sails up- Odds ate that she will
agrain from the weight of the water aloft.
Now to assist in righting
the boatr have the crew stand on the keel or centerboard and hold on
to the gunwales. Their weight will
help right
the boat, perhaps €ven
job
your
If
without
assi$tance,
will
doing the
the boat stil1
not
downwind unt,il you can grasp the end of the
right,
maneuver carefully
mast. Caref,ully Lift
the na$t from the water (sailboats
are delicate
great
ameunts of abuse).
and cannot stand
Your lifting
of the
masthead, and the weight of the crew on the centerboard or keel,
should now right the sailboat.
A11 you have left to do is get a line aboard the sailboat,
help dewater
the hull,
and tow in the boat, lf required.
Dewatering and towing are
covered later on in this lesson.
IEAPED_VESSEI,. In general, Coast Guard policy precludes
oat a grounded vessel, This is considered
'Salvage", a task that Coast Guard (and Auxiliary)
units are precluded
from doing. You nay, however, have occasion to provide thie help as a
private citizerr. Helping a stranded vessel get, off, or getting yourself
off,
can be easy or hard, depending on the circumstances.
Whatever
happens, always keep a clear head and think out, each marreuver before
you make it.
Take your tine.
Unless the boat is ln danger of going
further aground wlthout inmediate actlon, you cannot go wrong by being
deLiberat,e and careful. Before attempt,ing to refloat
a grounded vessel,
check for hull damage. If there is severe damage, it may be better
to
leave it aground until
temporary repairs can be ntade.
REtr'I'oArfNc A
One of the obvious things to consider first
is the state of the tlde.
If the boat ran agrourtd at low tide or halfway between hiqh and low
your best action just nigbt be no action.
tide'
with the t,ide rislng,
The rising tide will
the boat without your lifting
refloat
a hand. In
such a situation,
though you must take care. If the tide comes in wlt,h
a strong current,
or the wind is unfavorable and strong, you could
easily be driven further
aground with the rislng
tide before you can
get, underway.
If it is your boat that is aground, rather than a boat you are trying
to assiat,
be careful
the engine immediately into
about, throwing
reverse and trying to back off. You might suck sand up from astern and
deposit it under your boat, adding more shoal beneath you. fn addition,
sand and other debris from that bottom couLd be sucked up into your
engine.
7-2
As soon as a boat has stranded,
it
get an anchor out to Prevent
With
aground.
from going further
you night
be able to keeP
Iuck,
and only the bow
the stern afloat
Consider the wind and/or
aground.
the
when
setting
current
the
the
anchor
By setting
anchor.
you wiIl
or
up-current,
upwind
prevent
from swinging
the stern
putting
your
boat
thus
and
can
shoal.
You
to
the
broadside
kedge;
the
anchor
as
a
then use
when you are ready to
is,
that
your
to get off,
attenpt
nake
Put
the engine in reverse and haul in
If you have a
on the anchor line.
y
o
u
so much
haul,
winch to help
of the
The thrust
the better.
pulting
the
on
propeller
and
you free.
pull
should
anchor
(See figure 7-I).
llill*'*o*
{[|J'o,ao'*
Figun 7-1.-Udng a kedgeto haul off a groundadboat
Widr thc cngine in reverse,haul in on the anchorline
Thr location of the andror herc will give thc boat min
mum rwing from the c{rrent or wind when it breal
loorc.
a stranded boat, prepare aII the gear
ff you are going to assist
flotation
Get personal
you make an approach.
you need before
line
and
a
heaving
llake ready
on deck and don yours.
devices
a
i
n
l
i
n
e.
be floating
if you wiII
Prepare a float
towing line.
(and one for the other boat as well) if required.
Make up a bridle
Get out an anchor and anchor line.
must also be given to the type of bottom that the
Consideration
If the bottom is rocky, you may
vessel has grounded on.
distressed
If the bottom
to pul} her off.
more damage trying
do considerably
of darnaging the hull
likelihood
is sandy or muddy, there is little
due
vessel; however you nay experience difficul-ty
of the distressed
to bottom suction or sand build-up.
Be
How you make your approach wiII depend on the wind and current.
to make
trying
of the shoal; you could run aground yourself
caretul
you whether
tell
Your judgrment on the scene will
an assist.
get a line
t
o
g
o
i
n
g
f
i
r
s
t
b
o
w
i
n
f
o
r
f
a
v
o
r
a
b
l
e
a
r
e
conditions
g
o
y
o
u
in stern
s
h
o
u
l
d
w
h
e
t
h
e
r
o
F
v
e
s
s
e
l
,
s
t
r
a
n
d
e
d
t
h
e
aboard
n
i
g
h
t be to
a
l
t
e
r
n
a
t
i
v
e
a
n
i
n
p
o
s
s
i
b
l
e
,
i
s
a
n
a
p
p
r
o
a
c
h
I
f
first.
e
v
e
nt that
t
h
e
I
n
i
t
i
n
.
h
a
u
l
t
o
a
d
i
n
g
h
y
u
s
e
o
r
a
l
i
n
e
,
in
float
anchor
s
e
l
e
c
t
e
d
,
i
s
a
l
t
e
r
n
a
t
i
v
e
s
l
a
t
t
e
r
t
h
e
o
f
t
h
e
o
t
h
e
r
one or
w
i
l
l
have
Y
o
u
a
t
t
e
n
p
t
.
t
h
e
m
a
k
i
n
g
p
o
s
i
t
i
o
n
b
e
f
o
r
e
your boat in
t
h
e
s
i
t
u
a
t
i
o
n
.
o
v
e
r
control
better
7-3
A r w a y s atta ch yo u r l i n e
to som ething substantiar .
use the
trailering
ste m e ye o r ski towing tr ansom eyes or other secur e
f a s t e n i n gs su ch a s sa mp son posts.
Towing puts tr emendous str a i ns
o n b o t h b o a ts, e sp e ci a rry when one of the boats is agr ound. (s ee
figure 7-2.)
BRIDT-E
5
WT AEROdN{D
5kr
'fo*
/ltO
t yf t
10wrNq
90{r
FigureT-2.-Towing
off a groundcd boat when wind or currenl ir not r factor. The direct tow, u/ith the ruain
arried in the direction you vv.ntthc Arounded boat to move, ir mostcffestive.
**""*
/illlare^,r
tpv
A6(cxrND
eoAr
Figur. 7-3.-Towing off r groundcd boat whcn wind or
current ir a factor. Thc towing bort ir not prercntinghcr
broadlideto the wind or currcnt, ro lcawry ir kcpt to I
minimum.
When you
begin
towing
the
stranded
boat off,
tow in
a
direction
that wiII
compensate
for
the
wind
or
current,
whichever is strongest.
If you
you night find yourself
don't,
being swept downwind or downcurrent,
with
the
ultinate
possibility
g
o
i
n
g
of
aground
yourself.
Start towing slowly
and gradually
build up speed as
the stranded boat begins to come
free. (See fig.
7-3)
If the stranded boat is still
stuck fast after all this,
she
night
be stuck
in the bottom by suction.
Have the crerd of the
stranded boat move from one side to the other,
oE frorn the bow to
the stern,
thus rocking the boat.
This night be enough to break
the suction.
If the boat is still
stuck fast,
and you think nore
power night
do the job,
have the boat set out an anchor as
described previously.
With you towing, and the stranded boat going
in reverse and hauling in on her anchor line at the same time, odds
are she will
come free.
CAUTfON: Have all
clear of tow line.
crew members of both vessels
7-4
don PFD's and stand
A BURNING VESSEL. Approaching a burning vessel to take
APPROACHTNG
and a dangerous operation.
off the crew can be a tricky
Since
the chances of your being able to prepare well
speed is essential,
enough in advance are slim.
As you make your approach, 9€t your gear ready.
Break out personal
flotation
devices, fire extinguishers,
buckets, heaving lines,
and
you will
whatever
you have the time,
wet down
else
need. If
thoroughly
the bow or the stern,
depending on whether you will
be
naking a bow-to or stern-to
approach.
w
i
I
I
h
e
lp
d
o
w
n
This wetting
protect
your boat frorn the intense heat of the flames.
you come from
boat from upwind.
Always approach a burning
If
y
o
u
t
o
will have
face the flanes and smoke, which will be
downwind,
You wiII not be able to see clearly
blowing down on you.
and you
y
o
u
r
s
e
l
f
.
o
f
c
a
t
c
h
i
n
g
fire
will
stand the risk
from upwind, ready to do what you
Approach slowly and carefully
The fire,
Do matter how small, can
came to do - take off people.
soon reach an advanced stage, and there is always the danger of it
Don't try to fight
it,
take off the crew
reaching the fuel tanks.
Keep curious boaters out of area
and depart the scene inmediately.
of danger.
Fires
are classified
into
three
basic types,
FIRE FIGHTING.
fueling
the fire
and the
according to the nature of the materials
agents used to put thern out.
The three classes are
extinguishing
A, B, and C.
are those that take place in ordinary
combustibles
Class A fires
wood, canvas, rope, and paper.
These
such as bedding, clothing,
agents
can be put out with water, though other extinguishing
fires
leave ashes and ernbers that still
work as welL. Class A fires
will
night be present after the flane is gone, which is why they must be
cooled (with water) before they can be considered extinguished.
liquids,
are those that take place in inflammable
Class B fires
grease, paint,
and turpentine.
kerosene, oil,
such as gasoline,
where vapors are
burn at the surface,
Material-s in a Class B fire
them is to smother or
given
The best way to extinguish
off.
with such agents as foarn, COr; Halon,
the burning liquid
blanket
and dry chenical.
equipnent.
Before these
take place in electrical
Class c fires
p
u
t
c
i
r
c
u
i
t
e
l
e
c
t
r
i
c
a
l
must be deb
e
o
u
t
,
t
h
e
c
a
n
types of fires
a
g
e
n
t
i
s
e
x
t
i
n
g
u
i
s
h
i
n
g
o
f
the first
A nonconducting
energized.
d
r
y
c
h
e
n
i
c
a
l
a
r
e
a
n
d
used to
d
i
o
x
i
d
e
,
H
a
l
o
n
,
Carbon
inportance.
put out an electrical
fire.
l-)
For many years the three sided
triangle
was
fire
used
to
the
conbustion
describe
and
theory.
extinguishing
Recently,
has developed.
a new theory
This new theory adds nchemical
as a base to the
reactionfr,
three sides of fuel,
heat, and
The fire
oxygen.
triangle
has
becone a fire
tetrahedron
which
represents
a pyranid.
Take abray
one or more of the four sides,
go out.
will
and the fire
For
instance,
by shutting
the
off
oxygen by srnothering a f ire, it
will
no longer burn. CooI the
fire and there will no longer be
any heat for combustion.
Take
and the f larne
away the f ueI,
will be gone.
In like manner,
for those fires
supported by a
stop it and
chemical reaction,
the fire wiII go out (See
figure 7-4)
Fu e l
Clas:
Wood, clothing, ropc.
paper
A
S 3 s g l i n e o, i l , g r l a t r ,
parnt.turPentln?
a
E l e c r r i c a lr n d a l c c .
tronic aqurpmant
Figure7-1. Tbefor:r elerentsof ttre fire
tetrahedronnecessary
to support
conbrstion. Takearayoneof
tbeseandthe fire rill go out.
E x t i n g u i r h i n gA g c n t
Warcr, CO2, loam, dry
chamicel, rnydring
dr.t will smothcr
CO2, drv chcmical. fotm,
rnythirt.g thet will
snothcf
CO2, dry chcrnicrl
This table
shows the fuels
that
form three classes
of fire,
and
extinguishing
agents that can be
used against the various types of
fires.
H A L O Ni s a l s o e f f e c t i v e
on
Class B and C fires,
and nay be
used on snall Class A fires.
PLUGGINGAND PATCHfNG. fn an emergency situation,
there are two
ways that you can repair
a hole in the huII below the waterline.
Which one you use, will
You can use a patch or a plug.
depend upon
the circumstances.
be governed by the character
ft will
of the
that you have on hand to make the
hole and the tools and materials
repair.
7-6
A plug can be used in situations
snall and
where the hole is fairly
Such a hole
has a rounded shape.
rnight be caused by an object
piercing
or it could be
the hull
a
through-hull
fitting
caused by
y
o
u
r
s
m
a
l
l
,
r
ounded
breaking.
If
jagged
the
edges
and
on
hole
is
get to it,
you can easily
try to
sruooth off the edges so that your
plug will
hole.
the entire
filf
piece
of
Make your plug out of a
white pine.
soft wood, preferably
Taper it so that you can drive it
fit
wiII
and it
the hole
into
you reach the end.
snugly before
(See figure 7-5.)
HoLEDNANK
?ue
ligure 7-5. t terprary plugfor a holettrat canbe
when
A plug is most effective
fror tie outside. Beforeit is drivenbore,
reached
in fron the
it is driven
or cloth
this plugcanberrappeduith canvass
rather
outside of a huII,
uhichriII rakean effective qasket.
than frorn the inside.
This is not always possible,
and out
of course, since the hole may be well below the waterline
In an emergency, YoD're not going to have tine to careen
of reach.
your boat for such a job.
But assuming that you can reach the hole
The reason why
drive the plug in frorn that side.
from the outside,
help hold the plug in
this is done is that the water pressure will
the water
in froru the inside,
place,
whereas if
it were driven
pop the plug
pressure on the outside of the hull could eventually
To be
is a weak PIug to begin with.
if
it
especially
through,
wrap some canvas or
get a tight
fit,
doubly sure that you will
Be certain
around the ptug before you drive it hone.
other cloth
p
l
u
g
,
t
h
e
t
h
i
s
is to be a
g
l
u
e
i
f
s
e
t
t
i
n
g
w
h
e
n
t
o
u
s
e
n
o
t
however,
temporary repair.
In the event that you can't get to the hole from the outside of the
Go through the same
you wiII
have to begin on the inside.
huII,
will
more
step
have to be
one
but
above
repair,
procedure as in the
place,
off
on the
ptug
cut
it
flush
your
you
in
have
Once
added.
p
i
e
c
e
w
o
o
d
t
h
a
t
cover
o
f
w
i
l
l
a
p
l
a
n
k
i
n
g
.
t
a
k
e
Then
inside of the
plug
put
over
the
it
plug
and
some,
then
and
the head of the
When this is done, nail or screw this wooden
against the planking.
What you have done is made a brace that wiII
pitcn
into place.
fron pushing the plug back through the
lceep the water pressure
(See figure 7-6)
planking
into your boat.
7-7
NStOeoF
FIOLEDRAIK
rCH NIAILED
'&ffilteD
CIrfftE ar/g
FLuSFtf{ERe
IN RACE
flNE G. C'THTR'
fi"T
h,ccP
FiEre i-5 - I tenporaryplug/patcbappliedfror insidetle hull. Ibe patcbrill keepthe plug fror being
forcedout of psition by rater pressure.Cloti canalsobeusedas a gasket.
with
These procedures described for wooden boats are also effective
steel,
such as fiberglass,
aluminum, or
boats of other rnaterial,
However, you should exercise caution in using a plug
ferro-cement.
the
boats.
It may cause nore darnage by splitting
on fiberglass
also have to use some other means of securing the
You will
hull.
patch over the plug on the inside job.
What you do will
depend on
y
o
u
t
h
e
o
n
o
f
h
o
l
e
a
n
d
t
h
e
n
a
t
e
r
i
a
l
s
h
a
v
e
h
a
nd.
For
l
o
c
a
t
i
o
n
the
you
is
very
of
the
boat,
night
the
hole
in
the
bottoro
if
instance,
head of the
sornething heavy on top of the protruding
try putting
plug, or have a crevr member hold it in place.
fn a situation
like
y
o
u
r
i
s
o
n
l
y
s
a
l
v
a
t
i
o
n
.
improvisation
this,
you will
in an
have to deal with
Host of the holes that
p
r
o
b
a
b
l
y
w
i
l
l
n
o
t
w
i
t
h
a plug.
be effectively
repaired
emergency
y
o
u
w
i
th will
w
i
l
l
d
e
a
l
the hole
most likely
have to
Unfortunately,
g
e
t
p
e
r
f
e
c
t
l
y
a
n
d
t
o
T
h
e hole
shaped,
easy
to.
not be small,
w
i
th
probably
will
to
reach,
an
be nearly
inpossible
large
p
a
t
c
h
is most
shape, or a long, open seatn. For these a
irregular
effective.
7-8
A patch can be made out of just
about anything that nay be handy
of
As a natter
at the time.
fact, it will probably take some
on your part to cone
ingenuity
meet
up with anything that will
your
needs.
Even those
who
around
in
their
carry
boat
pieces
of wood and cloth
and
F?At'(e
other naterials
for just such an
a/ANKFaSTqVED
emergency usually find that what
FRAhdEs
at&
they have, when the tine comes,
is too small or too large or too
h&D ftrcl{
or too thin,
thick
oF for sone
other reason ineffectual.
Sorne
of the things
that
have been
'&& ADrH
used in
the past
to
make a
patch have included
temporary
bundles
of
rags
or
clothes,
pieces of
saiIs,
floorboards,
boxes, rnattresses, blankets,
foul weather gear, PFDs, engine
PiEre 7-7. f guickandeffectiveteuporary
patch.
covers, and many other items.
Tbeclotb acts as a oasket.
The idea is to get sornething that
will
over the hole and stop
fit
(See figure 7-7.)
the incorning water.
Once again, the most effective
way to use a patch, as when using a
plug,
is to apply it
from the outside
of the huII.
This is
true when you are tarking
especiarly
about repairing
a large hole
Anything that you cover a hole with fron the
below the waterline.
b
e
l
o
w
t
h
e
w
a
t
e
rline,
will
inside,
more than likely
be irnrnediately
p
r
e
s
s
u
r
e
t
h
e
dislodged by
of the water.
If the outside part of the
patch is going to be made of wood or some other rigid
itern, it is
to put between this
outer patch and the huII a piece of
better
to act as a gasket.
Any patch,
cloth
whether applied
from the
should be considerably
inside or the outside,
larger than the hole
Patches applied fron the outside can be either
that it will cover.
nailed, screwed, or lashed in pIace.
frorn the outside,
If your patch cannot be applied
then you wiII
Cut a piece of wood or some other
have to work fron the inside.
so that it is bigger than the hole and will
rnaterial that is rigid,
members roight be in the way.
fit
between frames or whatever hull
Put a piece of cloth to act as a gasket between the patch and the
plank, and then fasten the patch in place.
Here again, you wilt
to come up with
have to use your ingenuity
the best means of
If you are lucky, you night be abie to wedge
holding it in place.
Or you night nail or screw it
it in place as in the illustration.
obviously are most effective.
into the planking-screws
ff you lack
7-9
these options,
which will
most
be the case if you are
likely
dealing
with
a boat made of
material
other
than wood, you
are going to have to find some
means. Once aEain, what
other
you do will
be deternined
by
what you have.
Anything
that
can be used as shorinq
night
you out.
A deck chair
help
on the patch night
resting
be
place
wedged
against
in
sourething else which is rigid.
You night
have to develop
an
entire
system of interlocking
pieces of shoring
to hold that
(See figure 7patch in place.
8)
Figure7-8. Oneuayto holda patchin placersing
shoring. ThebracehelpsboldtXeend
of the sborein place.
by use of a I'collision
The leak may be slowed considerably
matrl
which can be a tarpaulin
or even a heavy sheet of plastic.
Tie
lines to the four corners and haul it under the boat positioning
it
will
water pressure
make the mat conform to the
over the hole,
Tie off the four corners to hold the mat in position.
hole.
This
give you tine to proceed with the remedies before rnentioned on
will
Remember if you proceed to get underway, it should be
the inside.
of the rnat.
at a slow speed so as not to lose the position
for those ships
For years concrete was used as a patching naterial
and this
technigue
removed from repair
facilities
far
has been
by the boaters
and yachtsmen far frorn help and on their
followed
set under water it
ohrn. Aided by the epoxies we nohr have that will
once
is possible to make a very enduring patch with this naterial.
a two part mix of epoxy can be applied to
the leak is under control
the leak even though a small amount of water is coming in.
When
with the epoxy and
naterial
mixed, soak a towel or some sinilar
it hardens.
apply to the hole, holding it there until
water leaked into your boat
DEFATRIXG. Assurning that considerable
as a result
of the hole or holes you had to patch or plug, you wiII
need to get rid of that water.
Punping is the answer, of course,
procedures you
but it night not be that sinple.
There are definite
should follow
in a nethodical
fashion if you are going to do the
job right.
7-LO
If your boat is not swamped, that is, the water in the boat has not
the boat, You will
be
yet reached the level
of the water outside
But your pump might not be operable if the
able to pump or baII.
water is too high and the punp operates on the engine or electrical
If this is the case,
power-the power source night be flooded out.
where you
you will
have to somehow get the water down to a level
punp, if you
Here, a portable
and operate your power.
can repair
come in handy.
wiII
have one, or a bailer
pumps are not necessarily
but night
hand operated,
Some portable
In nost cases, when a Coast
ohrn internal
engines.
run on their
puts
in an
a punp aboard a boat
or helicopter
Guard cutter
gasoline
sinilar
to
that
powered
engine
it
will
by
a
be
emergency,
punp
place,
put
in
a
secure
and
the
on a lawn mower.
Be sure to
keep it out of the water.
purnping, be sure to clean up as much of the loose
Before you start
Anything
sma1l,
from a
you can find.
in the boat that
debris
get
can
caught
in the
package of matches to a sock or undershirt
pumps
portable
have a
Most
of the pump and plug it up.
intake
before they can enter.
screen around the intake,
to catch objects
when the
If yours does, be sure to examine the screen periodically
pump is running to clear away the debris.
ff your intake does not have a screen, and there is a lot of debris
that you can't get rid of, you had best devise a screen of your
of small holes all the
ovirn. You night take a bucket, punch it full
for the intake
hray around, and punch a large hole in the botton
and
in the water upside-down
Put the bucket
into.
hose to fit
Of course,
the hose and you have a screen.
insert
You must be
that the bucket stays upside down, against the floorboards
certain
or the bottom of the boat.
is projecting
Before you start pumping, be certain that the outlet
If you are punping
over the side and downwind if at all possible.
into the wind, You
in high winds, and have the discharge facing
the boat.
back
into
blown
right
being
the
water
find
night
punping, ot bailing,
Before you even start
You should try to
possible.
cannot
always be
This
as
patch
holes
as
many
or
you to
boat
for
water
in
the
too
much
is
there
if
especially
get
the
to
ahead
of
you
to
try
have
will
In such a case,
plug
patch
or
it;
hole
to
you
the
reach
can
coming in until
g
e
t
t
i
n
g
w
a
t
e
r
.
r
i
d
o
f
a
I
I
t
h
e
you will
be able to finish
plug
done,
work.
water
then
your way down to the floorboards,
Once you have pumped or bailed
If your boat has frames, as
more difficult.
the going gets a little
have to
holes, You will
a
r
e
l
i
n
b
e
r
in a wooden boat, unless there
mean
will
the
frames.
This
punp or bail the water out from between
your
has
linber
boat
But if
puffing
up a lot of floorboards"
7-IL
holes,
collect
insert
well.
or no frames (as in most fiberglass
boats), the water wilt
in the lowest part of the bi1ge.
Find that spot, and
the intake hose there,
once again being sure to screen it
of water because of a hole or holes you had
If your boat was fuII
temporarily,
to repair
odds are that your patches or plugs wiII
leak around the edges.
This means on your way to shore you will
p
u
n
p
p
e
riodically,
or bail
have to
or even continuously
if the
leaks are fast.
that has
Pumping out a boat that
is swanped, such as a sailboat
more difficult
than one that only has water
capsized, is infinitely
lie
ltost boats, when they are swarnped, will
below the gunwales.
If there
with the gunwales or coamings level with the sea water.
be
more likely
than not, new water will
are any hraves at aII,
sloshing
into the boat as fast as old water is bailed out.
be dewatering a swamped boat without the aid of another
If you will
boat, your first
move should be to get all the passengers out or
This should give the
have thern hang onto the gunwales or coaming.
After
From outside
the boat, start
bailing.
boat more buoyancy.
you get a good quantity
of water out of the boat and it starts
to
but be careful
one person can get in it to continue bailitg,
rise,
in.
Now continue purnping and/or
not to tip the boat while clinbing
as above.
bailing
By towing a swamped boat with another boat, it is possible to drain
however,
You rnust be very careful,
out quite a bit of the water.
with water.
heavy when filled
because a boat becomes extremely
boat with a quick burst of power can
Trying to tow a water-filled
or even a broken tow line.
in torn out cleats
or bitts,
result
solidly
affixed
to
Attach the tow line to something that is truly
stem eye.
Have
the boat; a true sampson post, or the trailering
in the stern to weigh it down, and
the crew of the swarnped boat-sit
speed gradually
As the towing
sJ-owly start
towing.
slowly,
run out over the
the water in the swanped boat will
increases,
however, when, Do natter
You will
reach a point,
lowered stern.
run out.
Then is the
how fast you tow the boat, no more water will
p
u
n
p
i
n
g
.
a
n
d
t
o
s
t
a
r
t
b
a
i
l
i
n
g
tine
7-L2
STUDY QI'ESTIONS.
righting
crew
the
a sailboat,
1.
To assist
2.
a stranded
In preparing to refloat
is
the
to consider
things
vessel,
3.
What could happen if you throw
reverse upon going aground?
engine
4.
A stranded boat can use an anchor as a
puII the boat free.
5.
How you make an approach
in
the
a stranded
to
should
one of the obvious
irunediately
into
to help
boat
depends on the
and
6.
When attempting
a stranded
to tow off
boat,
use the
or
other
secure
If a stranded boat
suction be broken?
8.
You should
9.
When assisting
is
held
always approach
sides
a burning
of the
or
such as
factenings
7.
10. The four
-,
fire
in
place
a burning
vessel
from
is essential.
vessel,
tetrahedron
how can that
by suction,
are
and
7-L3
1l-. A Class A fire consists of
should be used to
]-2. A Class B fire
consists
and
extinguish
it.
of
and
ror
should
be used to
13. A Class C fire
extinguish
takes
place
it.
in
and
should
,of
u s e d to e xti n g u i sh
be
i t.
1 - 4 . W h a t typ e o f h o l e ca n b e plugged?
15. Plugs
and patches
l-6. List some of
patch.
the
L7- The anchor that
are most effective
of the hull.
materials
that
when apptied
can be used for
from the
an emergency
is set out immediately on grounding is called
; the act of using it to get the boat free is
called
18. when using
a portabre
pump, be certain
the
outlet
is
and the
discharge
19. rf a fire
should
to keep
is
that
facing
takes prace in an rerativery
from feeding
7-14
the
confined
flames.
space, you
CHAPTtsRT
RULEIS
T{AVIGATIOIT
nqTRODpCfIOK. Ttre reading material for this lessom may be found in the chapters
tlre earlier editions at Q-E.AP.WAN
covering ng$gtlgg"Eg{gt-in
E letlt+q. frqw.nqn+Hp q;ni,
of the later editions. Ttre
Cktp.tqr 6 ufi,f
SmgE Fpqt Ha,n4llrro and W:tton-9.
pa$ng
particular
attention to the topics and
student should read all indicated chapters
sub-topics in the following study outline.
g:fr{D}'olrTl,nrq
r{AYI9aTIOflRIlIrEff:
tIcHTS alrp paY 8I1APPS
Tbe ,Q,9. Ialaed ,Fulgr
Navigation Lights
'LiglX Definitiotw
Masthead Light
Sidelights
Conbination Light-Sternlight
Towing Light
All-Round Light
Flashing Light
Special Flashing Light
Lights for Varying Sizee
of Power-Driven Vessels Underway
MastheadWtlts
Sidelights
Stenilights
Lights for Varying $izes
of Sailing Vessels Underway
fuilboqts Under 2O lt[eters
Routboats
Lights for Vessels at Anchor
tights for Vessels Aground
Lights forTowing
TousingAlortgside or F.tshir4 Ahead
Exception
TourittgAstcm
SmatlfuatTouing
8-1
CH2
L i g h ts fo r S p e ci a l - Pur pose Vessels
Fishing Vesse.l.s
P i l o t V e sse l s
Vessels With Lirnited Maneuverability
Vesse]s JVot Ander Conmand
VesseJs ReetrJcted in ManeuverabiTity
Day Shapes
VesseJs Undet SaiT and. Power
VesseLs at Anchor or Aground
(U n d e r 7 me ter s)
(U n d e r 2 0 meter s)
(U n d e r 1 2 n eter s)
VesseLs Towing and Eeing Towed
Vessei,s Engaged 7n Fishing
VesseJs with Linited ManeuverabiTity
Rqle.s, Ptr, the F,o?S
Iateraatioq?},
A p p l l ca b i l i L y
Navigation
Lights
Definitions
Lights for Power-Driven Vesse-ls Underway
Lights for Vessefs Artchored ot Aground
Lights for Vessels Towing
Vesse-ls Const,rained by Draft
Day Shapes of the International
Naviaation
Rules
Rules:
We
of Terms
Definition
Wh i stl e
S h o rt b l a st
Prolonged bi-ast
'tPrivileged
(stand an) " and rtBurdened
(give way) " Vesse].s
{ba u..s., , rgkm$ ,4qJ.q?
Ste e ri n g a n d S a i l i ng Rules
Determining fiisk of CoJ.JisJon
(A 1 1 a va i l a b le means)
(L o o ko u t)
(Constant bearing)
Safe Speed
Actions to Avoid ColJision
8-2
cH2
Whistle Signals
Danger SignaT
l4aneuvering Lights
Underway
Rules for Power-Driven Vessels
tleeting Situation
Exception
Signals
Crossing Situation
Exception
Signals
Situation
Overtaking
Signals
Use of Radio Communication
Narrow ChanneLs
Exception
Don't f mpede Other Vesse,ls
Rounding Bends in a Channef
Leaving a Berth
Rules for
qin
J\"1
Sailing
Vessels Underway
Risk of collision)
Each with wind on a different
Both with wind on same side)
Vessel with wind on its
Port
na 1s
Encounters
B e t w e e n S a r - Zi n q
Right of way)
vessel
Sailing
vessel
Sailing
side)
side)
and Power Vesse-ls
privileged)
burdened)
Visibility
in Restricted
Sound Signals
U
nderwaY
Vesse-Zs
iven
Power-Dr
Making way)
Underway but stopped and not making way)
vessel
ahead)
Towing or pushing another
c
o
m
r
n
a
n
d
)
u
n
d
e
r
Vessel not
to rnaneuver)
ability
in its
Vessel restricted
vessel )
Fishing
Vesset being towed)
UnderwaY
1/occ6.
-is at Anchor
y t-i-\ -\ c. 7 s
Aground
ExceP t i o n f o r S m a L f C r a f t
S a i l i nq Vessels
Basic Responsibilities
Ru-le of Good SeananshiP
Lookouts
The General- PrudentiaL
Ru-Ze
8-3
Steering and Sailing
Whistle SignaTs
t4aneuvering
Rufes
Lights
Rufes for power-Driven Vessels
(Meeting and crossing)
(Sound signal )
Overtaking Vessels
( Sound signals )
Use of Radro Comnunication
Narrow Channel_s
Sound Signals
in Restricted
Visibilltv
8-4
STUDY QUESTTONS
1.
The U.S.
fnland
Navigation
a n d i n te rn a ti o n a l
Rules are applicable
inside the
the inland
separating
w a ter s.
2.
A Po w e r D ri ve n ve sse l is I
3.
A s ai l i n g
vessel pr opelled
ve sse l u si n g both sail
vessel
and engine simultaneously
for
the
purposes
of
is
the
Rules.
Navigation
4.
by m achiner y .
Underway means rrA vessel
, made fast
not
to the
,or
5.
Side
lights
fron
degrees,
each
show an unbroken arc
dead ahead to
of
the horizon of
degrees abaft the beam on
side.
6.
A power driven vessel less than l-2 meters
underway at night shall exhibit
a
plus
Iight
7.
SmaII boats
or
B.
On the
pushing
At night,
they
length, when
Iight and a
propelled
of a
by oars may show the lights
or have handy an
to show to prevent collision.
by the Coast
and on waters specified
lights
are not required
for a vessel
ahead or towing alongside.
Western Rivers
Guard,
9.
in
r r n o t u n d e r c o m m a n d r tw i l l
show
vertically
be seen.
a vessel
can best
10. Vessels engaged in
of
consisting
fishing
by day must display
8-5
spaced when
a shape
11. A short
blast
L2. A prolonged
duration.
is
of about
a blast
is
blast
a blast
duration.
to -
from
seconds
your vessel's
density,
traffic
13. The state of visibility,
maneuverability,
and the state of wind, sea and current
are factors
conditions
in deterrnining
L4. Every vessel
risk of
means to
available
exists.
must use all
Rules recognize
15. The Navigation
between two approaching vessels
and
16. A vessel
in doubt must give
17. Under Inland
on my
Rules,
the
of
18.
If
19. Under Inland
has
the
vessel
other
can not
the
blasts
a risk
of collision
Rules,
in
encounters
mean 'rI intend
to leave you
on
olrn
the overtaking
vessel
exists.
the vessel which
situation,
is the burdened
side
the way of the other.
a crossing
of
situation
see
vessel
of
a
the danger signal,
on her whistle.
an approaching
and must keep out
20. At night,
types
if
siderr.
bearing
appreciably,
2 short
three
-
deternine
exists
when the vessel
ahead
of
ahead.
vessels are approaching one another so as to
2L. When two sailing
and bothe have the wind on the same
involve the risk of collision
shall keep out of
side, the vessel which is to
the way of the vessel which is to
8-6
a power
visibility,
22. When in or near an area of restricted
rnust
sound
water
the
htay through
vessel
naking
driven
of not more than
at intervals
mi n u te s.
visibility,
23. In an area of restricted
of not more that
at intervals
for about
bell rapidly
24. The continuous
a
indicate
sounding
of
a vessel
a fog-signaling
8-7
at
anchor must,
, ring the
apparatus
would
CIIAPTIR 9
AITCITORTNG
tllTBO-.Dp,CfIOlt. Ttre reading material for this lesson nray be found tn the chapter
covering Aactprtng in the earlier editions of Ql#fi/al/t{ P|rloEna., Sea'matl{,}tlp., ar$
g$all,Dq
and 9ieetlon ,4-Chq?4et,12 of ttrc later editions. The student
fi**fiW
should read the entire chapter paying particular attention to the topics snd sub-topics in
the following study outline.
sfl'DY OI'TLIIYP
arrcnoFrG
Groun4T{qkle
Tlpes of Anchors in Use
LighrweightApe
I'he Plow Ancltrrr
lTu &rure Anclwr
Tre Kedge Anctwr
Sfoclcand Stockless TgIEs
Otler Anclurs
Ttre anchor line
I\ristedNgton
Braided SgrttnticLine
tuIanihaLirc
Cluin
Nglon-and-Clnin
Securing the rode
Egesplie, Thimble, and Stuckle
Anclar funds and Bou,tlines
llow Many-and How Healy?
Sizeand.twldirq pwer
Scppe
Anchgrtne ?echdsper
How to Anchor
Approaching the Anctnrage
I.€tting tJaieAnetarGo
MtingtteAndtor
Making Fasf
Ircreasing Holding Pow*
When the anchor drags
Getting underway
Clearing a Foried Arrclpr
9-1
cH2
Using two anchors
To Reduce Yawing
Guard Against Wind or Cutrent
Stern Anchots
At, Piers and Wharves
Shjfts
R a fti n g
Some cautlons
Chocks, Bitts,
Cleats,
and Other Fittings
Permanent !{oorinEe
(typ e a n ch o r used)
Systems Used by Typical Yacht Cfubs
System
A Multip]e-enchor
Moarl-ng Buoys
9-2
STUDY QUESTIONS
l-.
type
The lightweight
bottorns.
2.
AII
its
3.
The most widely
4.
The three
5.
Chain
the
anchor
that
gear, taken collectively,
anchor is called the
is
kinds
for
used material
chains
of
is
of
the rnaterial
is
a combination
most average conditions
and a short length
rode for
7.
When anchoring under favorable
using nylon line a scope of minimum.
8.
When anchoring,
boat
has
the
in
If an anchor drags,
is to:
The type
the
weather and sea conditions,
might be considered a
and
when
be lowered
anchor
of
any
10. When chocks, bitts,
the nust be
Ll-.
line
and
Iinks.
The ideal
g.
anchor
bY the
designated
boat
between the
lies
the
and
in
used as anchor rode are:
6.
the
excellent
is
anchor
the
first
cleats,
step
in trying
and other
9-3
it
to hold
are used on deck
fittings
with a
and reinforced
used for
traditionally
to get
permanent
moorlngs
ls
CIIAPTER I-O
DUTIES AND T{AITNERS
at the end of
ffflfRODUCTfON. The study questions
and not
chapter
in this
reading.
lesson are
this
on any outside
to creht on
Your vessel or the vesse} you may be invited
D{IrIES.
or it might have many
may have very few items to watch and operate,
ask
The operator is always in charge and will
responsibilities.
with how to
If you are not farniliar
duties.
you to assume certain
-arry them out, ASK; that is the way to learn and wiII save you and
With a small boat
the operator embarrassment, if not big trouble.
carried
out by
s
h
o
u
l
d
b
e
d
u
t
i
e
s
t
i
s
t
e
d
a
l
l
b
e
l
o
w
or small crew
c
r
e
w
i
s
a
t
e
a
m
effort
t
h
a
t
R
e
m
e
r
n
b
e
r
i
s
a
v
a
i
l
a
b
l
e
.
whatever crehr
p
r
o
p
e
r
a
c
t
i
on of
o
n
c
o
o
r
d
i
n
a
t
e
d
d
e
p
e
n
d
e
n
t
i
s
m
e
m
b
e
r
and each creu,
a1l the others.
Deck Hand. The deck hand is responsible for line handling, fender
stowing, tow watch, and most anything else that may come up, so be
seamanship and
The deck hand should know marlinespike
available.
u
se of mooring
a
n
d
t
h
e
a
s
s
i
s
t
a
n
c
e
be well versed on towing and
j
o
b
y
o
u
r
h
a
nd easier.
o
f
d
e
c
k
This knowledge wiII make
Iines.
As you gain experience you may be asked to stand a radio
Radio.
Know your
to sharpen your skills.
Take every opportunity
watch.
uP, the
how to use the mike, the caII
procedures i.e.
radio
(never use over and out together)
prosigns
such as over, out,
negative, phonetic alphabet,
roge., wilco, sdy again, affirmative,
the
take
words,
In
other
tine.
Local
and
time
Greenwich
Communications
Specialty
course.
A good navigator is always welcome and provides a real
Navigator.
The
and strange waters.
of poor visibility
help in conditions
and maintain a plot of
navigator must be able to deterrnine position
Navigation Specialty Course is exceLlent way
The Auxiliary
courie.
to Learn this subject.
as an
may have a crewman designated
Larger vessels
Engineer.
G
e
n
e
r
a
l
l
y on
r
n
a
c
h
i
n
e
r
y
.
a
n
d
e
n
g
i
n
e
s
o
f
t
h
e
c
a
r
e
t
a
k
e
t
o
Lngineer
t
h
e
o
b
t
n
e
r
o
p
e
r
a
tor.
o
n
d
u
t
y
f
a
t
l
s
t
h
i
s
h
o
w
e
v
e
r
,
b
o
a
t
s
,
the smaller
at aII tines when underway.
LrqpKqUt. By law, a lookout is required
until
is,
it
of the tine
m
o
s
t
a
n
d
s
i
m
p
l
e
v
e
r
y
fniu
-1"n sounds
p
roper
t
h
e
L
e
a
r
n
i
n
p
o
r
t
a
n
t
.
V
e
r
y
b
e
c
o
m
e
c
a
n
needed, and then it
d
e
gree
t
e
n
a
b
o
u
t
S
c
a
n
i
n
y
o
u
s
e
e
.
w
h
a
t
way Eo scan and report
you
are
assigned
to
which
sector
that
or
in
sectors around the boat
Iookout.
10- 1
Report, in a loud voice, the relative
bearing of the object and the
distance
to the object.
The relative
bearing should be given in
degrees around the boat starting
at the bow and going around,
clockwise,
for 360 degrees just like the compass, but using the bow
as north.
Some use the clock system of reporting
using the twelve
hour-clock
face systern of giving the bearing.
Be sure the helmsman
answers your report so you know it was heard.
As rookout you are responsibre
for your assigned sector.
For
surface fookout direct
your eyes just below the horizorr, start
in
the part of the boat nearest the bow in your sector and move your
eyes about ten degrees every second.
Do not sweep with your eyes
as you rnight miss an object.
When your sector has been scanned,
rest your eyes for a few seconds.
Night l-ookouts should keep someone advised where they are and wear
jacket preferably
a life
one equipped with a }iqht.
Rememberto
keep one hand for the ship and one for yourself
and don,t fall
overboard.
rt's
lonely out there at night alone in the water.
Avoid looking
at bright
rights,
and get your night
eyes before
going on watch.
The technique for night
scanning is a rittle
you
different
due to the construction
of the cones in the eye.
will use f'off center" vision to see objects that you cannot see if
you look directry
at them.
one good way is to scan about 5 to to
<legrees above the horizon and objects on the horizon and bel-ow will
be seen.
You may al-so look to one side of the tarqet
and do the
same thing.
Binocul-ars are useful for identification
of an object but not for
get skips.
scanning as you will
A good pair of colored grasses
will
also be of assistance in reducing glare.
Lookouts in fog should scan slowly and rely to a great extent on
their ears.
Stay clear of radio and conversation noise as weLl as
enqine noise if possible.
General rul-es for lookouts are to:
understand your duties,
1.
2.
remain alert,
give your fuI1 attention
3.
to your duties,
4.
remain as lookout until
relieved,
do not become distracted,
5.
6.
speak loudly and clearly
when making a report,
7.
be sure your report is acknowl-edged, and
you see.
8.
report everything
In taking
over this
duty
be sure you are fully
HellS-nan.
instructed
as to the course, speed, operation of the throttle,
gear
and any speciar
shift
conditions
that
nay exist
at the tirne.
Repeat the course and orders to the person you are relieving,
also
any orders
to
change course
or
speed.
Let
there
be no
misunderstanding.
The lookout is there also as your eyes, Iisten
and acknowledqe.
ro-2
to objects
Steering may be directed
by the compass or by reference
point of land, lighthouse
etc.
The helmsman must
mountain,
i.e.
in handling
understand the conpass as well as the characteristics
of the boat at various
speeds.
Know how far to turn the wheel for
a zig-zag
course.
various
degrees of turns
and do not steer
to
the
a
boat
to
respond
heln
Remember it takes a few moments for
p
r
e
p
a
r
e
d
to stop
AIso be
in making a turn.
Be prepared for this.
the turn,
or trmeet herrr , so as not overshoot your neht course.
of
course
and speed,
Be alert
for
any special
instructions
acknowledging these
repeating
all commands given by the operator,
relieved
and
comrnands and executing then. Rernain at the helrn until
you are following.
your relief
Every
instruct
all
instructions
crewmember should learn to be a competent helmsman.
and is very good giving
Radar.
Radar is another forrn of lookout
you rel.ative
Radar is a great
bearing and distance to an object.
Use
navigational
aid in times of darkness or reduced visibility.
as well as a valuable tool
of this device as lookout for traffic
but does not replace the
for piloting
makes for safer boating,
lookout.
Each crewmernber should learn to use the radar and irnprove
jetties
and
in identifying
skiIls
land masses, buoys, vessels,
other objects in your operating
area.
probably
be called
upon to
At some time you will
Towinq Watch.
for towing another boat in.
render assistance and this may call
the tow line
is secured it becomes the duty of the towing
After
and report to the
watch to keep the tow under constant observation
i.e.,
is it in step,
operator any change in how the tow is riding,
qear
yawinq.
chafing
is
Ensure that
veering,
or
Iisting,
Do
protecting
is perforrning as it should.
the lines and the bridle
not stand in tine with the towtine in case of a towline failure,
Be ready
stand clear in case of tfsnap-backrt, the towline breaking.
w
a
t
c
h
a
f
t
f
o
r
o
v
e
rtaking
a
n
d
e
m
e
r
q
e
n
c
y
to cut the tow in case of
seas, etc.
vessels, building
UANNERS. Commoncourtesy on the water as on the highway makes life
The mark of a good seaman is readily
easier and much safer.
as
with
the crew as well
your
general
by
deportment
apparent
s
h
o
u
l
d
b
e
c
o
n
s
i
d
e
r
a
t
e
a
nd
You
neighboring vesseLs and environment.
good
seamanship.
and demonstrate safety and
thoughtful
As a boat
ovtner/operator
-
responsible for your wake
Slow down in channels, you are leqally
and any damage it may cause and that can become expensive.
ff anchoring for the night near other boats, check for clearance
so you don't swing into them. Keep the noise down, Your neighbor
ashore.
Don't forget
to escape the hectic life
might be trying
to check the scope of the anchor rode, and see if the anchor is
holdinq.
10- 3
rnform first
time guests what clothing
to bring (keep it warrn but
minirnal, with baggage easy to stow) and any other items you feer
will
add to their
comfort,
like seasick remedies.
Don't forget
sunglasses and sun block lotion.
show your guests the location of the pFD's (life
jackets),
fire
extinguishers
and other emergency equipnent.
guests on
Brief
safety procedures: propeller
dangers, nan overboard procedures,
one hand for the boat, and fire hazards.
guests on
Also instruct
the use of the head and the operation
of any other appropriate
gear.
As a guest
Do not go aboard a boat without
just like knocking
permission,
first
hailing
the boat and asking
on a door ashore.
Do not ask irrelevant
guestions of the operator when running a
channel, dt night,
tight
or in other circumstances that require
full
attention.
Do not stand in a manner that will
block the
view of the helrnsman.
Do not smoke where it
wilr
offend
outdoors and in this day and age take
nutiny.
Do not htear shoes that wiII
to scrub the marks off.
others.
There is a biq
care not to start
a little
mark up the decks you night
be asked
When arriving
back at the dock ask what you can do to secure the
boat, Ieaving it clean and ready for the next tine you might like
to be invited.
Any operator reaLly appreciates this and it will
be another learninq
experience.
A TIIANK YOU is always proper.
POLLUUON. A rnark of good seamanship is the increasing
concern for
the waters upon which we sail.
We need to insure
that
in the
future we are not simply floating
around in a cesspool devoid of
marine life
and covered with unsightly,
and smelly qarbage.
Treat
the water the same as your living
room.
It is illegal
to discharge pollutants
into the water.
The law is
very broad.
fncluded are iterns such as oil,
waste, plastics,
and
other non-biodegradable
material.
V e s s e f s 2 6 f e e t a n d o v e r m u s t h a v e a D I S C H A R G EO F O f L P R O H I B f T E D
placard displayed
in the machinery spaces as a reminder not to pump
oil or oily waste over the side.
Vessels 26 feet and over, except those on inland lakes and sole
state waters,
must also display,
in a prominent place,
a IBASII
DfSPOSAL placard.
This is to remind all those onboard what is not
to be dumped over the side.
10 - 4
v e s s e l s 4 0 f e e t a n d over with a galley and berths must
fn addition,
post a written
The person in charge of the
trash managenent plan.
p l a n i s t o b e n a r n e d . T h e p l a n must state how and where garbage
be collected
and disposed.
will
Be sure to observe all federal and local laws regarding the pumping
tanks.
Holding
tanks
are used aboard to hold the
of holding
may be
f
r
o
m
t
o
i
l
e
t
a
n
d
a
n
y
other
drainage
that
effluent
the
harnful
Other
methods
of
treating
environmentally
harnful.
from tirne to tirne such
material
have been recommended and legalized
the
to
break
down
chlorine
ion in the water
as electric
devices
t
h
e
a
f
f
l
u
e
n
t
.
O
t
h
e
r
m
e
a
n
s
s
u
ch as macerators
thereby chlorinating
p
i
l
l
s
There will be
to be added have also been used.
with chenical
no attempt in this course to set a standard as new methods continue
and recommended.
to be legalized
When boarding
a
COURTESY BOARDTNG A COAST GUARD \IBSSEL.
stop at the top of the
commissioned U.S. Coast Guard vessel,
(stern),
and salute the National
gangway, face the guarterdeck
of the deck) and request
Then sal-ute the OOD (officer
Ensign.
grant permission.
permission to come aboard.
The OODwill
State
Remain covered (cap on) in areas other
your business and proceed.
room and dining room for the
than the tilardroom which is the living
Upon leaving the ship, request perroission from
officers.
ship's
and depart.
the OOD, salute the OOD, then salute the guarterdeck
10-5
STUDY QUESTTONS
1.
Name two duties
2.
The navigator
and
of
a deck hand.
must be able
3. The crehrrnan who takes
4. What crew duty
5. As a lookout,
6.
is
care
required
to
of
the
do you
is
cal_led the
by law?
you are responsible
FIow many degrees
engines
for
move your
your
eyes
each
second
when
scanning?
7. Do you look
8. Binoculars
for
directly
horizon
for
night
are used for
9. You must remain
10. Lookouts
on the
as lookout
should
scanning?
and not
until
and give
remain
to your duties.
11. Lookouts
in fog rely
L2. Steering
may be by
to a great
extent
on
or by reference
13. The helrnsman will
all
Lo-6
to
commands.
L4. The tern
trneet herrf , means?
15. Radar is
).6. Radar is
and
of
a great
navigational
aid
L7. The tow watch must not stand
case of it
in
18. You are legally
for
19. When anchoring
20. It
2I.
is
illegal
What is
responsible
near
other
boats
in tines
line
of
the
In
your
check
to discharge
a holding
with
lookout.
for
into
the water.
tank?
22. When board ing a Coast Guard vessel
Ensign and
f rorn the Of f icer Of the Deck.
23. Remove your cap when in the
connissioned Coast Guard Vessel.
ro-7
the National
ofa

USCG Auxiliary Seamanship Study Guide

Transcription

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