AUXILIARY SPECIALTY COURSE

SEAMANSHIP
(AUXSEA)












STUDENT STUDY GUIDE
PUBLISHED FOR EDUCATIONAL PURPOSES ONLY


COMDTPUB P16794.42

;;,kffff'M
Commandant
U.S. Coast Guard
21 @ Second Street S.W.
Washington, DC 20593-0001
St af f Symbol :
G- NAB- 1
Ph o n e :
( 2 O2 ) 2 5 7 - L o o L
COMDTPUB PL6794. 42
I 5
APR 1992
COMMANDANT PUBLI CATI ON P16794. 42
Subj : Auxi l i ar y Speci al t y Cour se Seamanshi p ( AUXSEA) ;
St udent
St udy Gui de
1.
P_UBPOSE.
Thi s publ i cat i on i s i nt ended f or use as t he st udent
st udy gui de f or t he Auxi l -i ary Speci al t y Course i n
Seamanshi p. I t i s publ i shed f or i nst ruct i onal - purposes onl y
and i s not pol i cy mat er i al .
2. DI RECTI VES AFFECT_E_D_. The Auxi l i ary Operat i onal Speci al t y
Cour se, St udent Wor kbook, CG AUX 498- 2( 74) , i s cancel ed.
3. DI SCUSSI ON. Thi s publ i cat i on cont ai ns i nst r uct i onal
i nf or mat i on r egar di ng Coast Guar d Auxi l i ar y Seamanshi p.
Maj or r evi si ons i n t hi s new edi t i on
j - ncl ude:
a. New chapt er on anchori ng t echni ques whi ch revi ews t he
proper saf et y procedures f or anchori ng and cl eari ng a
f oul ed anchor.
b. New chapt er on dut i es and manners whi ch revi ews t he
dut j -es expect ed of t he deck hand, radi o wat chst ander,
navi gat or, engi neer, J-ookcut , hel -msman, and t owi ng
wat ch.
c. Redesi gned and expanded t opi cs on t ermi nol ogy, boat
const r uct i on mat er i al s, and st eer i ng gear t ypes.
d. Revi sed chapt er on i nt ernal combust i on engi nes,
i ncl udi ng i nf or mat i on on i nboar d- out boar ds ( I / O' s) .
A
B
D
E
F
u
H
DI STRI BUTI ON
-
5P1Pe.
130
a b d e o h
J
K m n o p q u w x
v
z
NON- Sr ANDARDDl sr Rl BUTl oN: See page 2.
COMDTPUB PL67694. 42
15
APR
19sZ
4. ACTI ON. Di st ri ct Commanders shal l i nsure t hat t hi s
publ i cat i on i s used as a resource f or Auxi l i ary t rai ni ng and
t hat al l Auxi l i ary i nst ruct ors and t eachi ng assi st ant s are
aware of t hi s publ i cat i on
and become t horoughl y f ami l i ar
wi t h i t s cont ent s.
/QA,rx
W. J. ECKER
Chi ef
, 0f f j ce of Navl gai l on
Saf et y
i r : C I
j l t Cr ' , r , , e1,
Scr v i ces
Nonstandard Di stri buti on
Auxi l i ary Nati onal Board
Auxi l i ary Department Chi efs
Auxi l i ary Past Nat i onaL Commodores
TABLE OF CONTE}MS
TNTRODUCTION
CIIAPTER 1-TENMINOLOGY, BOAT CONSIRUTTION MATERIALS AIID STEERING
GEARTYPES
INTRODUCTION.......... .,......... l-l
FIBERGLASS BOATS.... ...,...... 1-l
wooD BoATs ...................., ............,............ t-5
ALUMINUM ,.......1.7
FABRIC
0nflatables)
................ l-8
TypEs oF STEERINC $YSTEMS .......,....... l-8
CHAPM.AN Piloting Seamanship and Small Boat Handling
EdyEditions ;....................Chap1er onNautical Terms
Iater Editions ...Section I Chapter I and Abbreviations and Acronyms; Section 8, Appcndices
Pago
iv
STUDY
QUESfiONS
CHAPTDN, 2
-
BOAT MNNTENANCE
cH2
CHAPTER 4
*
MARLINSPIIG SEAMANSHIP
TNTRODUCTTON .......,........
TYPES OFROPE
NanualLine
Synthetic Line ...,...,.......
Wire Rope
CARE OF LINES
LINE USAGE, KNOTS, HITCHES, BENDS, AI.{D SPLICES ...................-........,.
"DippingfteEye-
.
SquareKnot.........,...,
Bowline
Half Hitch
Clove Hitch
TimberHitch
RolliogHitch
Sheet Bend/Becket Bcnd ..*.....,....
SAICING
Short Splice
Eye Splice
STOWINGLINE
CHAPMAN Piloting Seananship and Smail Boat Handling
Early Editions ......Chaper on Marlinespikc Seamanship
Later Editions Section 3, Chapter 13
STUDY
QT.IESTTONS
.. 4-r2
CHAPTEN. 5
_
BOAT IIANDLING
INTRODUCTION 5.I
STUDYOUTLINE 5-I
4-l
4,1
4-l
4-l
+3
u3
4-5
4-5
4-5
4-6
M
4-7
4r7
4.8
4-9
4.9
4-9
4-10
4-l I
Basic Principles of Boat Handling
Dock Lines and Their Use
Landing at aPier
Getting Clear of a Berth
Manzuver at Slips in tigbt
Quarters
Handling Twin Screw Boats
CHAPMANPiloting
Searnanship and Small
BoatHandling
Eatly Editiom, Chapter on
Power Cruiscr Seamanship
Iator Editionsn Section 3, Chapte{ 9
STUDYQUESTTONS 54
CIIAPTEB 6
*
H0AVY WEATIIER
INTRODUCTION 6.I
wrNDwAy8s.................... 6.r
STORMTIDE WAVES 63
SEISMIC WAVES G4
TIDALWAVE$ 64
SWELLS 6.4
suRF............ M
WAKES
65
cRoss sEAs ............ 6s
TI{B ETFECT OF WIND AND CURRENT ON MANEUVERING................... 65
HEAVYWEATIIEROPERATION 6.8
TrrE SEAANCHOR(DROGUE)..................... 69
6l l
CIIAPMAN Piloting Searnanship and Small Boat Handling
Early Editions ....,..Section on Boat Handling Under Adverse Conditions
Later Editions .,. ., - :..
".:-
::::1" ::.T.:13: :::.T:1 ::g#ffiHHJ1T
STUDYQT]ESTIONS
GI3
cH2
CIIAFTER 7
-
ASSISTANCE TO BOATS IN DISTRESS AND DAMAGD CONTROL
INTRODUCTrON....,..... 7.1
RIGIITING A CAPSIZED SAILBOA.T 7.1
REFLOATINGASTRANDEDVESSEL 7A
APPROACHINGABURNINGVESSEL 7.5
FrRE FIGInING............. 7.5
PLUGGINGAI{DPATCHING ....,.I".r....r.,... 7.6
D8WAT8RrNG................. ?-10
CHAPMAN Piloting, Seamanship and Small Boat Handling
Early Editions ,.....Section sn Stranding, Assisting and Towing and on Emergency
LaterEditions................-:.:::::::.T.::::::.:.:.:::::::.:::::.::5ffiJfffiffi
srIJDy
QUESTIONS..................
.............r!.,....
CTIAPTER 8. NAVIGATION RI]LES
7-13
INTRODUCTION
STUDYOUTLINE
NAVIGATION RULES: LIGHTS AND DAY SHAPES
Tho U. S' Inland Rrltt
Intehationil Rules of the Road
STUDYQUESTTONS
CHAPTER 9- AIICEORING
INTRODUCTION ....,......... ..................
STUDY OUTLIM
CHAPMAN Piloting Seamanship
ond Small Boat llandling
Early Edritions, Chaptor onNavigation Rules
Later Editioq$! Section 3, Chapters 7 and I
8.1
8-1
9.1
9-1
l0-l
lG.l
l0-3
Atchoring
Ground Tackls
Anchoring Te,chniques
Permanent Moorings
CHAPMAN Piloting Seamanship
and Small Boat Ilandling
Early Editions, Chapto on Anchoring
Later Editiong Section 3, Chapter 12
STUDY
QUESTIONS
...............-. %3
CHAPTER TO-DUTIES AI\ID MAI\INERS
INTRODUCTION
DUTIES
MANNERS
POLLUTION
COURTESY BOARDING A COAST GUARD VESSEL
STUDYQUESTIONS
104
lc.5
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l l t
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Reverse of Page iii
CHAPEER 1
TEnMtNOI.ocy, BOf[ CONSIRUCIITOD| lrATERflxJ, AIID
grEERnrG
CEAR lrpEs
MTRODUCrIq}!. This chapter provides overall lnforrnation on
f f i mat exi a1susedf or boat bui 1di ng. I t gi vessomeof t he
advarltages and disadvantages of, each. Students are also introduced to
some of t he "Naut i cal
Terms" associ at ed wl t h seamanshi p. Fi na}l y
there is a review of corunon steering systems. The readS-ng material
f or t hi s l -esson can be f ound I n t he f ol l owi ng pages of t hi s chapt er
and in designated
portions of Cna4tril
Pil.gttllgt, FeaoanqLlip ?tl4.,FTet+
Boat EandlinE, In the earlier editions of CIIAPMAN, the naterial is in
#
m6- cEapEer on l{auti.cal lerma. fn the later editionsr the material is
in Sectl,on
I
sed upon t hese readi ngs,
Today' s
prospect i ve boat ewner has nany boat bui l di ng mat eri al s t o
choose f r om. I t ' s a f ar cr y f r om yest er year r when pr act i cal l y al l '
boats were built from one material-wood. Now, there ls woodr
fibergrlass, aluminun, steel, fero-cement, plus many combinations of
t hese, For i nst ance, yoo can see f i bergl ass hul l s wi t h wooden decks,
l nt eri ors, and deck houses. The same i s t rue f or aL1 of t he ot her
mat er i al $.
You don' t need t he desi re t o be a boat bui l der t o l earn more about boat
bui l di ng. The more
you know about how boat s are bui l t and what
mat eri al s are used t o bui l d t hem' t he bet , t er you wi l l be abl e t o sel -ect
a boat and t hen t o mai nt ai n her year af t er year. Thi s l esson wi l l
introduce
you to sofite of the boat building materlals In use today and
w111 expl ai n t he, st eeri ng syst ems you wi l l f i nd i n nearl y aL1
powerboat s.
FI BEFLaSS=, BgryS. I l et rs begi n l ^t i t h f i bergl ass. Today, f j . bergl ass
f f i po1i zest heboat bui 1di ng1ndust r y. Thi swasnot
always so. The use of, fiberElass is a relativel,y new innovation and has
on1y, within the last few decades, come to replace wood as the primary
boat bui l di ng mat eri al . The reason f i bergl ass has become so popuJ. ar
i s due t o t he f act t hat i t i s so easi l y mai nt ai ned. Thousands of boat
olrners have discovered to their delight that, taking care of a
fibergJ-ass boat is far easler than maintaining its wooden counterpart,
A J. ook at f i t t i ng-out
yards i n t he spri ng i s proof enough. Owners of
wooden boats spend hour upon hour getting them ready for launching,
Owners of fiberglass boats find that much Jess maintenance-time is
requi red.
But t hen agai n, f i ber gl ass i s not exact l y a mi r acl e mat er i al ei t her . I t
requi ree proper care and, cont xary t o what many peopl e t hi nk, rreeds
pai nt i ng peri odi cal l y.
cH2
The word fiberglass doesn't really define the material. It is more exactly plastic reinforced with
fiberglass. The British use a more accurate description
-
CRP, which stands for glass reinforced
plastic. A fiberglass hull, then, is composed of shands and layers of fiberglass saturaled with
iesin. This constuction can be compared with that of reinforced concrete. The fiberglass strartds
sompare to the steel rods and the resin compares to ttre cement.
Just as with any other kind of boat building material, there ate good fiberglass boats and bad
fiberglass boats. There are ilulny ways to use fiberglass in building a boat and, predictably,
there are firrr supporters of each of these,
Fiberglass itsel{ the reinforcing
material, comes in four differertt forms-mat,
cloth, wovon roving, and chopped
strands (frgure 1-1). Mat is a mass of
randomly chopped fiberglass fibers that
are either bonded together with resin or
mechanically stitched together. It is used as
a primary reinforcsrnent for the hull and the
deck ofa boat.
It is also used to reinforce
joints
and to
provide a waterproof banier. Fiberglass
cloth is
just
what the rurme implies. it is
an opeq square weave with strands
going in trivo directions only. It is used as
The four primary types of a primary
reinforcoment for hulls and decks, and
commonly used as a reinforcemenl fotthe
surface coat (called the gel
coat). Wovett
Figure l-I.-The four primary
types of fiberglass reinforcemetrts.
Fiberglass
Mat
Fiberglass
Cloth
- n t
\ \ v A- .
,fr?5Ry}\rU
iW
-/4ti{t*-o
- ql f i l i l h'
Chopped Stands Woven Roven
roving is almost exactly like cloth but it has a heavier weave, It is used as a
primary
reinforcement for hulls and decks. Chopped shands are
just
that, fiberglass that has been chopped
into very srnall pieces.
The two basic types of resin rxed in boat constuction are polyester and epoxy. Polyester resins
are most commonly fouud. They are versatile, easy to handle, and have a relatively low cosL
Epoxy resins are stronger than polyesters, but then, they are more expensive. They are also very
difficult to work with.
t-2
There are many subst ances conmonl y act ded t o boat bui l di ng resi -ns.
Some are used t o harden t he resi n. Ot hers are used t o cont rol t he
curi ng t i rne of t he resi ns. St i f t ot hers are used t o make t he resi n
f i re ret ardant si nce unt reat ed f i bergl ass l ani nat es are ext remel y
f l anmabl e. Resi ns t hat have addi t i ves t o rnake t hern f i re ret ardant
wi l l di scol or , smoke, and char i n t he pr esence of heat o but wi l l
not br eak i nt o f l ame.
There are vari ous st eps whi ch must be f ol -l owed t o bui l d a
f i bergl ass huI I , oE any f i bergl ass
part f or t hat mat t er. Fi rst a
pl ug must be nade. Thi s i s a nal e nol d t hat l ooks exact l y l i ke t he
f i ni shed
product . I t can be made of wood, pl ast er, or al most any
ot her nat eri al , and i s of t en rnade very f i ght l y and cheapl y t o cut
down on cost s. The pl uq i s used t o make a cavi t y mol d, al so known
aS a f emal e mol d. I t t oo may be made of wood, pl ast er , or ot her
mat eri al s. }l any t i nes i t i s made of f i bergl ass. The cavi t y rnol d
i s used t o rnake t he f i ni shed hut l , much i n t he same way t hat a pan
i s used t o bake a cake. There are t wo ways t o use a cavi t y mol d i n
bui l di ng a f i ber gl ass hul l . One i s t he hand- I ayup
pr ocess, and t he
ot her i ; t he chopped-st rand
process. Somet i mes a combi nat i on of
t he t $t o i s used. I n t he hand- I ayup
pr ocess, f i r st t he gel coat i s
appl i ed t o t he i nsi de of t he mol d, whi ch wi l l gi ve t he boat i t s
cot or anO i t s f i ni sh sur f ace. Next a l ayer of f i ber gl ass cl ot h i s
t ai O down on t he gel coat and bonded t o i t wi t h resi n. Thi s l ayer
of cl ot h act s as a r ei nf or cement . Af t er t hi s, combi nat i ons of
cl ot h, mat , \ doven rovi ng, and sornet i mes chopped st rands are added
i n successi ve l ayer s unt i l t he desi r ed t hi ckness of t he huI I i s
obt ai ned. How t he f i ber gl ass mat er i al s ar e combi ned has a l ot t o do
wi t n how st r ong and dur abl e t he hul l wi t l be-
I n t he chopped-st rand
process,
9el
coat i s f i rst appl i ed t o t he
i nsi de of t he cavi t y nol d. Then a gun, whi ch i s f ed wi t h r esi n and
f i bergl ass st rands, i n one operat i on chops t he st rands and rui xes
t hem wi t h r esi ns. The mi xt ur e i s spr ayed over t he gel coat .
Handl i ng t he gun requi res a great amount of ski l l so as t o get an
even l ayer of f i ber gl ass mi xed wi t h r esi n over t he gel coat . Any
r ni scal cul at i ons
wi l l r esul t i n a hul l t hat i s t hi cl c i n sone pl aces
and t hi n i n ot her s, somet hi ng t hat wi l l pr oduce a t er r i bl y weak
boat .
Af t er t he basi c f i ber gt ass huLl has been bui l t i t i s st r engt hened
wi t n st i f f eners and ot her members. Then t he rest of t he boat i s
added such as t he decl cs, t he cabi ns, t he super st r uct ur e, et c.
Anot her nay t o make a f i bergl ass huI I i s t o use t he mat ched di e
r net hod. Mat ched di es ar e not hi ng mor e t han mal e and f emal e mol ds,
usual l y made of met al , t hat ar e cl amped t oget her wi t h a l ami nat e
bet ween. By appl yi ng t he correct amount of pressure and heat , t he
hul t i s made uni f orm t hroughout .
l - - 3
St i l l anot her const r uct i on net hod i s cal l ed sandwi ch const r uct i on.
r t consi st s of a cor e nat er i al , usuar l y wood, such as bal sa, t hat
i s sandwi ched on ei t her si de by l ayer s of f i ber gl ass i npr egnat ed
wi th resi n. ottrer core materi al s that are soi eti rnes
-used
are
foaned pl asti cs
or pl ywood. Sandwi ch constructi on provi des a boat
tfat_ i s very strong and buoyant. There i s one di awback though.
Shoul d the l ani nate become cracked, noi sture can enter and sti rt
dry rot i n the wooden core. Thi s can cause a naj or probl ern. (see
f i gur e t - 2. )
BArSA
n63rerA55
tAh,{lNAIE
OR
oTt-lE<
@MATEIAU
Figurc 1-2.-Srndwich construction. Thc fiberglrs lamina& can bc madc up of rny combinrtion of mrt. doth,
or rovi ng. Ul ral l y onl y t he cut si dc of t hc hoct f ormed i n t hi r manncr' u f i ni chcd wi t h gcl coal
The advant ages of f i bergl ass boat const ruct i on are many. Fi bergl ass
by i t s very nat ure. i s i rnpervi ous t o nari ne borers, shi pworns; and
r ot . Si nce t he f i ber gJ- ass hul l does not have any seams as such
( af t er a1l i t i s.
?
one- pi ece hur r ) t her e cannot be any r eaks
t hr ough seams or
j oi nt s.
The col or can be mol ded i nt o f i ber gl ass,
so f or a f ew year s, at l east , t be hul t need not be pai nt ed.
Don' t be f ool ed, however , t he bot t oms of f i ber gl ass boat s ar e st i l l
af f ect ed by' qar i ne gr owt hs
and bar nacl es. r t i s wi se, t hen, t o coat
t he bot t om wi t h ant i f oul i ng pai nt .
Fi bergl ass boat s can be ext remel y st rong. Thi s i s t rue even t hough
t hey have ver y I i t t I e f r ani ng. Thi s i s not t o say t her e ar e no
weak f i ber gl ass boat s, t hough. The qual i t y
of t he engi neer i ng t hat
goes i nt o any ki nd of a boat di r ect l y af f ect s how st i ong t hat boat
wi l l be.
Anot her advant age of f i ber gl ass i s t hat i t can be mol ded i nt o
al r nost any shape, naki ng i t ver y easy f or t he boat desi gner . r t
shoul d be not ed, however , t hat f l at sur f aces ar e not exact l y i deal
f or f i ber gr ass boat s. Fr at sur f aces, when used, ar e nor r nar l y
r e- i nf or ced wi t h some ot her t ype of nat er i al .
One of t he di sadvant ages of f i ber gl ass as a boat bui l di ng mat er i al
i s t hat i t i s heavi er t han wat er . Fi ber gl ass does not have
i nher ent buoyancy. f n ot her wor ds, a f i ber gl ass boat f i l l ed wi t h
wat er wi l l si nk, unl ess i t has bui l t - i n f l ot at i on. Such f l ot at i on
i s usual l y pr ovi ded by usi ng ai r t anks, st yr of oam, bal sa wood, oF
ot her ver y l i ght r uat er i al s.
L- 4
Anot her di sadvant age of f i bergl ass boat s i s t hat t hey are usual l y
very heavy. I n f i bergl ass, st rengt h and wei ght are rel at ed.
Though i t i s hard t o mal <e a general rul e, st rong f i bergl ass boat s
are usual l y heavy f i bergl ass boat s-I i ght ones ni ght or ni ght not be
st rong ones. There i s much research and devel opnent goi ng on t hese
days t o cut down on t he wei ght of f i bergl ass l ami nat es whi l e at t he
same t i r ne i ncr easi ng t hei r st r engt h.
Anot her di sadvant age of f i bergl ass boat const ruct i on i s t hat i t i s
al l t oo easy t o cover up shoddy workmanshi p. Ai r bubbl es i n
f i ber gl asS l ami nat es can mat er i al l y weaken t he huI I , and yet t hey
ar e vi r t ual l y unseen. Ther e ar e so many l ayer s i n many of t he
f i bergl ass boat s bei ng bui l t t oday t hat ai r bubbl es i n t he
i nner most l ayer s, f or i nst ance, ar e undet ect abl e. Boat s t hat ar e
bui t t by t he chopped-st rand rnet hod ni ght have uneven t hi cknesses,
yet i t i s ver y har d t o det er mi ne t hat t hi s i s t r ue-
Wi t hout cut t i ng up a f i ber gl ass huI I , i t i s vi r t ual - I y i mpossi bl e t o
t et l what went i nt o i t s make- up. Fi ber gl ass boat bui l der s who
provi de cross-sect i ons and cut aways of t hei r boat s are doi ng t he
buyi ng
publ i c a r eal ser vi ce. Then you can, i - n t r ut h, t eI I exact l y
what you ar e buyi ng.
WOOD BOATS. The use of wood as a boat bui l di ng rnat eri al has
decl i ned r api dl y i n t he l ast t went y year s. I n compet i t i on wi t h
f i ber gl ass and ot her pl ast i cs, i t has st eadi t y l ost gr ound. Thi s
i s not t o say t hat wood i s not
good f or bui l di ng boat s. Thi s i s
f ar f rom t he t rut h. There are many peopl e who woul d not t rade a
boat bui l t of wood f or any ot her one. Even t o t hose who f avor t he
moder n synt het i cs, wood r epr esent s t he ul t i mat e. Thi s can be seen
i n t he l ar ge number of boat owner s who i nsi st t hat t hei r boat s,
even t hough basi cal l y const r uct ed i n f i ber gl ass, have as much wood
as i s economi cal l y
possi bl e.
Al l wood can be gr ouped i n t wo gener al cl asses
-
har dwoods, whi ch
come f rom t rees wi t h broad l eaves, and sof t woods, whi ch come f rom
t r ees wi t h needl e- l i ke or scal e- I i ke l eaves. Act ual l y, t he wor ds
hardwood and sof t wood are not t rul y accurat e, si nce some of t he so-
cal l ed sof t woods, such as sout her n yel l ow pi ne and dougl as f i r ar e
harder t han some of t he so-cal l ed hardwoods, such as basswood and
cot t onwood.
Ther e ar e hundr eds of di f f er ent t ypes of wood, but , sur pr i si ngl y
enough, ver y f ew ar e wi del y used i n boat bui l di ng. I n many cases'
t he Lvai l abi f i t y of cer t ai n wood i n suf f i ci ent
quant i t i es and
sui t abl e di nensi ons has been t he deci di ng f act or . Many t ypes of
wood used i n t he past f or boat bui l di ng are no l onger used because
t hey ar e no l onger r eadi l y avai l abl e.
The f ol l owi ng i s a t abl e of char act er i st i cs of some of t he woods
used i n boat bui l di ng t odaY:
t - 5
l{AROWOOO
Tvpr
ot Wood
Ogrl i ti g Ur
Arh
Gr-nharn
Lignum Vitrr
Africrn
Mrhognny
Mrhogrny
Ork
Philigprinr
Mthogany
Tcrk
Bl t k Wal nut
HrarV, hrrd,
..rd ttiff
Orcry cisttnt
Vrry hrrd rnd
voy hcary
Hrrd rnd drcry
f.drtlnt
Hervy nd hrrd,
l ow dr?i nk g.
H.rvy, hrrd, niff,
frd nroag
Modarrtaly d.crf
ratinrnt Jrd
modantrly h.rw
Strong, hi rl y hrrd,
al tal y workcd,
vary dccay
rc3rtttnt
Hclrry, hrrd.
nr ong, r r i f f .
reti rtl nt to
d.cay
Mortly fo? orr
Grnrnl
Prop.l|lr dlaft b..ringr
Furnitun, fLntrrr and
htrrion
Furniirn, {|rrurra.
imrrian rnd
Dl.nkirre
Fnmrr rrd othrr
ttructu?rl m.'nban
lntl?io.r
Hul l rnd d. ck
pl rnki ng,
nrlingt and oth.r
finirrgr
I nt l ri orr
soFTvrrooo
The pri nci pal consi derat i ons i n
sel ect i ng wood f or boat bui l di ng
are st rengt h, decay resi st ance,
and avai l abi l i t y. The
secondar y, but st i l l i mpor t ant ,
propert i es of woods t hat af f ect
t hei r sel ect i on f or bui t di ng are
wor kabi I i t y and wi t er
absorpt i on.
One of t he bi ggest
consi derat i ons of wood f or boat
bui l di ng i s how i t wi I I endur e.
The ef f ect of decay, mari ne
bor er s, weat her i ng, heat , et c. ,
makes t he di f f erence bet ween
good wood and bad wood. How
t' rood stands up to decay is an
i mport ant f act or. Decay-causi ng
f ungus pl ant s gradual l y reduce
wood to a punky or crunbling
mass.
Fungi t hat cause decay t hri ve i n
danp condi t i ons caused by f resh
brat er rat her t han sal t wat er.
Wood used in boats, that is not
pr oper l y vent i l at ed, al l owi ng
t he danpness t o evaporat e, wi I I
al most surel y be at t acked by
decay. More on t hi s i n l esson
t wo.
Sof t wood of al l wood speci es i s
I ow i n decay r esi st ance.
Hardwood vari es consi derabl y i n
decay resi st ance accordi ng t o
t he t ype of wood. Onl y a f ew
t ypes of wood are rat ed hi gh i n
t hi s propert y. Hardwood of such
speci es as dougl as f i r , cedar ,
r nahogany, sout her n yel l ow pi ne,
west er n l ar ch, and whi t e oak, i s
usual l y cl assi f i ed as moder at e
i n decay resi st ance and
gener al l y gi ves good ser vi ce
under nol d condi t i ons of decay.
Tvx
of Wood
Our l i t i cr Ur
Cyprur
Al askr Ccdar
Cadar
Oougl as Fi r
Eancrn
Lrrctl
(H!ck-
mrtackl
Southarn
Ycl l ow Pi nr
Eancm
Whi t r Pi nr
Modcrrt.l y l i ghr
rnd modarrtcly
ttroog
ModGrrt!ty l i ghr
rrd rnodaEtrly
lo! in rtra?rgth.
Hrt axcl l |!nt
waking rnd
fi ni rhi ng
proPCnt6
Li ght, nEdcr.tal y
nr ong. hahl y
rdi nant to
dccry
Strong. moderrtal y
hrrd, hrany, rnd
modcrataly dccay
ncrrtt!nl
Modrntaly Jror\g
Mod.nr.ly h.rd
alrd titong
Modcrat.l y l i ght.
wchL mod?r-
ttaly low in
nrlnth
Goml
Gmrnl
Pbnki ng
Gcncnl
K|!at
Pl rnki ng, kml l
nrrt'|.. dacl bdnr
Otcki ng md Pl rnki rrg
1- 6
STEEL. There are t wo met al s t hat are most cornmonl y used t o bui l d
boat s, st eel and al umi nur n. St eel has been used i n t he past , and i n
t he pr esent , t oo, f or t hat mat t er , f or f ai r l y l ar ge boat s and
yacht s, whi l e al umi num has been used f or l ar ge and smal l cr af t .
For i nst ance, al umi num account s f or t he naj or i t y of canoes and
j ohn
boat s bui l t t oday.
There are several advant ages t o st eel const ruct i on. The mai n
advant age i s t hat st eel , on a st rengt h-t o-wei ght rat i o i s st ronger
t han f i ber gl ass, wood, or al umi nur n. I t r at es hi gh i n r esi st ance t o
i npact , st i f f ness, abr asi on r esi st ance, and f at i gue r esi st ance. A
huI I made of st eel wi l l be l i ght er t han a hul l of equal st r engt h
made of anot her boat bui l di ng mat er i al .
Anot her advant age f or st eel const r uct i on deal s wi t h noi se. St eel ,
al ur ni num, and f i ber gl ass have been accused of bei ng noi sy
r nat er i al s; t hat i s, t hey conduct noi se mor e r eadi l y t han wood.
Though t hi s i s cer t ai nl y t r ue, st eel , however , i s l ess noi sy t han
aI I mat er i al except wood.
The f i nal advant age i s r esi st ance t o f i r e. St eel and al umi nur o ar e
mor e f i r e r esi st ant t han ot her mat er i al s. A st eel huI l wi l l st i l l
be af l oat af t er a f i r e t hat woul d have dest r oyed her f i ber gl ass or
wood count erpart s. Thi s does not mean, however, t hat t he non-st eeI
par t s of a st eel boat wi l l be f i r e- shi el ded by t he st eel . To t he
-ont rary, a st eel boat can be gut t ed
j ust
as qui ckl y, l eavi ng
j ust
t he hul l .
A pot ent i al di sadvant age of st eel f or boat s i s i t s qui ck
det er i or at i on wi t hout pr oper mai nt enance. A st eel huI I t hat has
not been prot ect ed correct l y f ron corrosi on can t urn i nt o a sorry
mess wi t hi n a short peri od of t i ne. Boat owners who t end t o
negl ect t hei r boat s woul d do bet t er wi t h a f i ber gl ass boat .
ALttllINI' Ir{. Like steel, there are many advantages to aluminurn
const ruct i on.
One of t he pri nary advant ages of al umi num as a boat
bui l di ng mat er i al i s i t s l i qht wei ght . Thi s i s why you see so
many sni t l boat s made of al urni num. A canoe, whi ch i s requi red t o
be ver y l i ght i s i deal l y sui t ed f or al umi nun const r uct i on.
Anot her advant age i s al umi num, I i ke st eel and f i ber gl ass, i s
i npervi ous t o nari ne borers. I t must , however, I i ke t he ot hers, be
pai nt ed wi t h a bot t on pai nt t o reduce t he growt h of mari ne pl ant s
on the botton. It is irnportant to remember that aluninu:n and the
copper i n bot t on pai nt are di ssi rni l ar net al s, and when i n cont act
wi t l each ot her wi t f set up t he pr ocess of el ect r ol ysi s. Unl ess you
put a l ayer or t wo of non-met al l i c
pai nt bet ween t he hul l and t he
t ot t orn
pai nt , your al umi num wi t l be corroded i n short order-
Al urni nun hul I s i nd superst ruct ures above t he wat erl i ne need not be
pai nt ed at al l
-
al urni num does not oxi di ze t o t he ext ent of st eel .
L- 7
one di sadvant age of ar umi num i s t hat i t i s a ver y good
heat
conduct or. Al uni num hul l s t end t o sweat consi derabl y because
of
t hi s. Anot her di sadvant age i s t hat al ur ni num has a f ai r l y
l ow
nel t i ng poi nt .
r n t he pr esence of a f i r e wi t h i nt ense heat ,
al umi num wi l l mer t mor e r eadi l y t han wi l l st eel . Anot her
di sadvant age i s t hat i t i s noi sy. r t i s so noi sy t hat i f t he hul l
of an al umi nur n boat i s not speci al l y t r eat ed agai nst noi se, i t wi l l
conduct sounds unheard of i n boat s bui l t of ot her mat eri al s. To
si t i n an out board-mot or-powered, non-sound-darnpened al urni num boat
bei ng operat ed at hi gh speed can be deaf eni ng.
FABRTG ( r nf l at abl es) . A cl ass of boat s gai ni ng
i ncr eased
popul ar i t y
i s t he i nf l at abl es. They have been ar ound f or l ong t i ne
but onl y st ar t ed t o gai n ut i l i t y dur i ng and af t er I { W I I .
These boat s have a wi de range of uses f rorn t he l i ght si ngl e p1y f or
pl ay t o t he many l ayer ed l ami nat es used f or r unni ng r api ds and
heavy ocean use.
Use of many of t he synt het i c r nat er i al s, i ncl udi ng one t hat i s now
used f or bul l et pr oof vest s, enabl e t he bui l der s t o f abr i cat e f or
ext r eme t oughness. As i n ot her mat er i ar s, a wi de r ange of desi gn
i s now bei ng pr oduced i ncl udi ng l ar ge boat s wi t h i nboar d engi nes
and r i gi d hul l s wi t h t r emendous seakeepi ng abi l i t i es. These
qual i t i es make t hem val uabl e f or such dut i es as boar di r g, r escue i n
heavy seas, and wher e t he r equi r ement i s f or maxi mum buoyancy and
shal l ow dr af t .
Ther e ar e sever al advant ages of f abr i c boat s over ot her boat s. One
i s t he ease of t r anspor t bot h i n t he def l at ed and i nf l at ed
condi t i on. f nf l at i ons may be accompl i shed by CO, bot t l es, but
gener al l y i s done wi t h an ai r punp. The mat er i ar s ar e t ough and
wi t h r easonabl e car e t hese boat s wi r r r ast a r ong t i me. They do
not r ust , bl i st er , or have dr y- r ot , and st or age and haul out can be
easi er t han boat s made of ot her mat er i al s.
TYPES OF STBEEI NG SYSTEI {S. Basi cal l y, t here are si x di f f erent
t ypes of st eer i ng syst ems i n use on pl easur e boat s t oday. Some of
t hem ar e f ai r l y si mpl e, r equi r i ng f ew gear s or pul l eys, but ot her s
ar e ext r emel y compl ex and empl oy scor es of movi ng par t s.
Her e ar e
t he si x:
1, Ti l l er
2. Dr um and cabl e
3. Spr ocket and chai n
4. Rack and pi ni on
5. Gear and shaf t
6. Hydr auJ- i c
The t i l l er syst em i s t he ear l i est t ype of st eer i ng ar r angement , and
t he si npl est , f t i s st i t l used wi del y on sai l boat s, but has f ound
I i mi t ed use f or powerboat s. Just about t he onl y powerboat s
st i l l
usi ng t i l l er s ar e smal l l aunches. Ti l l er s ar e easy t o handl e and
have no compl i cat ed gear s or pul l eys. A t i l l er st eer i ng syst er n i s
not hi ng mor e t han a hor i zont al pi ece of wood or net al t hat i s
at t ached t o t he head of t he rudder st ock.
1- 8
Ti l l er s ar e pr edor ni nant l y used
i n sai l boat s. The nai n
di sadvant age of a t i l l er i s t hat
i t t akes up t oo much room i n t he
cockpi t of a boat . And, of
cour se, a t i l l er i n a l ar ge boat
has ver y I i t t l e mechani cal
advant age.
( See f i g. 1- 3. )
The dr um and cabl e syst en i s
probabl y t he next si npl est
st eer i ng syst em. f t i s nade up
of a drurn connected to a
st eer i ng wheel . A cabl e i s
bound around the drun. The two
ends of t he cabl e, af t er passi ng
t hr ough
pul l eys, ar e at t ached t o
t he t i ] l er or r udder quadr ant .
When t he wheel i s t uned, one
si de of t he cabl e i s wound uP on
t he drurn whi l e t he ot her si de i s
unwound. Thi s i s t r ansmi t t ed
t hrough t he pul l eys t o rudder
quadr ant or - t i l I er ; t he boat
wi I I t ur n t o t he r i ght or t he
l ef t , dependi ng on whi ch waY t he
wheel i s t ur ned.
( See f i q. 1- 4. )
Act ual l y, t he spr ocket and chai n
syst em i s not hi ng mor e t han a
var i at i on of t he dr um and cabl e
syst em. I nst ead of a dr um, a
spr ocket i s used; and i nst ead of
a cabl e, a cha
j . n
'
comPat i bl e
wi t h t he spr ocket , i s used.
Oper at i on of t he st eer i ng sYst em
i s i dent i cal t o t he dr um and
cabl e sYst em
The r ack and pi ni on st eer i ng
syst em i s becomi ng more and more
popul ar , because i t t akes uP
l ess room t han t he t hree t YPes
descr i bed above and gi ves t he
boat oper at or nor e sensi t i ve
st eer i ng.
( See f i g. 1- 5.
)
The
st eer i ng wheel has a smal I
pi ni on gear at t he end of t he
st eer i ng wheel shaf t . Thi s
Figurc 1.3.-A tillcr rtecring ,yrtrm.
pi ni on gear engages a r ack,
wni cn i s a f l at , r at her t han r ound, gear . At t ached t o t he r ack i s
a cab1e, whi ch i s i n a condui t . Thi s cabl e i s at t ached
Figurc 14.-Thc drum rnd flcxible cablc rtocring
ryr
tom. Ths cabler can bc rfiadred to r tittor or rudder
quadrrnt.
Figun 1-S.-Thc rrck and pinion (purh-pulll
rtecring Jystem.
Tru.ER
F,Lt:Y
51FSRtNe
l _- 9
at t he ot her end t o t he rudder assembl y. There i s no need f or
pul l eys i n t hi s syst em and t he cabre Can go up, down, and around
accordi ng t o t he l ayout of t he boat " when t he pi ni on gear
t urns
and engages t he rack, t he cabre i s pushed
or pul l ed,
ac6ordi nq i o
whi ch way t he st eeri ng wheel i s t urned. The cabl e i ransmi t s f ri s
push or pul l
t o t he rudder assenbl y, whi ch i n t urn t ransl at es i t
i nt o r i ght or l ef t r udder .
The gear and shaf t st eer i ng syst er n i s sel dom f ound on smal l boat s.
rt i s f ound more of t en on l arge craf t , usual l y commerci al boat s.
At t he end of t he st eer i nq wheel i - s a bevel dr i vi ng gear ,
whi ch
engages anot her gear
t hat i s connect ed t o a shaf t . The shaf t ,
sor net i mes ut i l i zi ng uni ver sal j oi nt s,
t r avel s f r om t he st eer i ng
wheel t o t he rudder, where i t s not i on i s t ransrat ed by a worm gear,
a bevef gear , or cabl es and pur r eys, t o r ef t or r i ghl r udder :
Hydraul i c st eeri ng
syst ems are si ni l ar t o aut omot i ve power
st eer i ng. Thi s t ype of syst em i s bei ng f ound on an i ncr el si ng
number of r ecr eat i onal vessel s. They use hydr aul i c f l ui d t hat i ;
purnped t hrough a syst em t o act uat e t he rudder. The st eeri ng wheel
i s connect ed t o a pump wi t h val ves. l {hen t he wheel i s t urn6d, t he
pump pushes
f l ui d t hr ough t he appr opr i at e val ves i nt o hydr aul i c
l i nes t hat car r y t he f l ui d t o t he act uat i ng cyl i nder . r n t he
cyl i nder , t he mot i on of t he f l ui d i s t r ansl at ea i nt o t ef t or r i ght
r udder by a l i nkage t o t he r udder head.
1- L 0
STUDY QUESTIONS
l - . A f i ber gl ass hul l i s composed of
2. Li st t he f our t ypes of f i ber gl ass r ei nf or ci ng r nat er i al s:
sat urat ed wi t h
.
t _.
2.
3.
4.
3. The t wo t ypes of r esi ns used i n f i ber gl ass const r uct i on ar e
and
4. Ther e ar e many subst ances added t o boat bui l di ng r esi ns. They
ar e used t o
and t o
5. A r nal e r nol d i s known as a
6. A f emal e r nol d i s known as a
7. The hand- l ayup and chopped- st r and
pr ocesses ar e used i n
A .
g.
I n t he hand- I ayup and chopped- st r and
pr ocesses, t he
i s appl i ed t o t he i nsi de of t he r nol d f i r st -
g.
I n t he mat ched- di e
met hod t he
are cl amped t oget her wi t h
10. What cor e mat er i al s ar e used i n sandwi ch const r uct i on?
l t _. Li st t he advant ages of f i ber gl ass- bui l t
boat s.
t
- LL
12. Li st t he di sadvant ages of f i ber gl ass- bui l t boat s.
13. What ar e t he t wo gener al cl asses of wood?
L4. What ar e t he pr i nci pal consi der at i ons i n t he sel ect i on of
vari ous t ypes of wood f or boat bui l di ng?
l - 5. Li st t he advant ages of st eel f or boat bui l di ng.
16. The di sadvant age of st eel f or boat bui l di ng i s
17. Why r nust you put a l ayer of nonmet al l i c pai nt bet ween t he
hul t of an al umi num boat and a l ayer of copper bot t om pai nt ?
18. Li st t he advant ages of al umi num f or boat bui l di ng.
19. Li st t he di sadvant ages of al umi num f or boat bui l di ng.
20. The si x t ypes of st eer i ng syst ems ar e:
1.
2.
3.
4.
6.
t -L2
21. The simplest steering system is the
22. The cuve or sweep of the deck of a vessel whe.n viewed from the side is tlre
23, The outward cruvature of the sides of the boat near the bow that is used to keep
the deck drier is called the
24. What are the three basic shapes of thE bottom of a boat?
25. What is the diftrence between a displacement and
planing huln
26. In wood boa constnrcdon, the plank attached starting at the gunwale is the
27. What is the differcnce betwen a trunk cabin and a raised deck cabin?
28. What re limber holes and what purpose do 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 thp
cH2
top.
r-13
31, The spoke of a steering wheel that is vertical when the rudder is exacfly centered
is the
_spoke.
32. The vertical distance betweeu the waterline and gunwale is
_.
33. Desctibe the characteristics of the followiug sailboat
qpes:
Catboat
34. The gross tonnage of a vessel is
Sloop
Ketch
Yawl
cH2
l - 14
CHAPTER 2
BOAT IIAII'TENAIICE
IIflrRODUCTION. The study questions at the end of the lesson are
based on t he readi ngs i n t hi s chapt er and not on any out si de
r eadi ngs.
HAULf NG Ot I f . Haul i ng out t i ne i s one of t he nost i mport ant t i nes
t o ensure t he proper mai nt enance of your boat . To most boat ers,
however , haul i ng out si gnal s t he end of t he boat i ng Season, and
mai nt enance i s put asi de unt i l t he f i t t j " ng out per i od
j ust
bef or e
t he boat i s l aunched i n t he spr i ng. That at t i t ude i s danger ous,
si nce i t can mean more work l at er. Many of t he mai nt enance chores
you ni ght f ace i n t he spri ng can be handl ed when t he boat i s haul ed
out , or can even be prevent ed i f t he
j ob
i s handl ed correct l y at
t he begi nni ng. What you do when you haul your boat , and how you go
about Aoi ng i t , can mean t he di f f er ence bet ween a wel l - nai nt ai ned
boat and a poor l y r nai nt ai ned boat , r egar dl ess of your i nt ent i ons.
When you haul your boat , whet her t he
j ob
i s done by you or at a
yar d, t he f i r st t hi ng t o consi der i s t he pr oper bl ocki ng of t he
hul l . Boat s shoul d be st or ed upr i ght , t hough di nghi es, canoes, and
ot her smal l craf t can be st ored upsi de down provi ded t hey are
covered adequat el y. Upri ght boat s must be bl ocked correct l y. The
wei ght of t he boat shoul d r est on t he keel , whi ch shoul d i t sel f
r est on bl ocks t o al l ow vent i l at i on of t he bot t om of t he keel .
Bl ocks shoul d be spaced about every f i ve f eet al ong t he keel and
shoul d be hi gh enough so t hat you can get t o t he bot t om of t he keel
t o per f or m your mai nt enance chor es. When you bl ocl . t p your boat ,
t r y t o
get t he wat er l i ne as l evel as possi bl e; t hi s wi l l pr event
t he boat f r om bei ng subj ect ed t o st r ai ns she ht as not desi gned t o
handl e. Do not al l ow t he wei ght of t he boat t o r est on t he shor i ng
t hat you wi I I have t o use t o hol d t he boat upr i ght ; t hi s shor i ng i s
i nt en- ded onl y as l at er al suppor t s, si nce excessi ve st r ai ns on t he
si des and bot t om of t he hul l coul d do severe damage t o t he
st r uct ur al st r engt h of t he boat .
The
pr ocedur es t o f ol l ow i f you wi l l be st or i ng
your boat on a
t r ai i er ar e t he same. The boat shoul d r est on her keel ; t he si de
suppor t s of t he t r ai l er shoul d onl y keep t he boat upr i ght .
. Be
cer t ai n t o bl ock up t he t ongue of t he t r ai l er so t hat t he boat wi Ll
be l evel at her wat er l i ne.
Af t er t he boat i s bl ocked up, t he r eal l ayi ng- up pr ocedur e begi ns.
I t i s here boat s are negl ect ed. Too many boat onners see t hei r
boat s haul ed up on shor e at t hi s st age and assume t hat al l wor k on
her has ceased unt i l t he f ol l owi ng spr i ng.
2- 1,
r mnedi at er y af t er t he boat i s haur ed, cr ean t he bot t on of ar l
gr owt hs and nar i ne l i f e. r f you wai t t o do t he
j ob,
al l t hat
growt h on t he bot t orn wi l l dry up and harden l i ke cement . I n short
order, i t wi l l seem as i f t hat ness has become a permanent part of
t he hul l . At t he same t i me, wash t he ent i r e hul l down wi t n f r esh
wat er , i ncl udi ng decks and super st r uct ur e. Thi s i s especi al l y
i mpor t ant i f you
ar e goi ng
t o st or e t he boat under cover , u" t ha
f al l and wi nt er rai ns wi l l t hen have no chance t o wash away al l t he
sal t wat er t hat can becor ne cr ust ed on ever y sur f ace.
LAYI NG t t P. When l ayi ng up t he boat , t here are several i nport ant
st eps t hat must be t aken.
Dr ai n, and i f necessar y, wi nt er i ze your
wat er syst en wi t h non- t oxi c
RV ant i f r eeze.
Fi l I t he f uel t anks and use a f ueL st abi l i zi ng compound. Thi s wi I I
pr event t he f or mat i on of var ni sh i n t he f uel syst em and ai d i n
r educi ng wat er condensat i on i n t he t anks.
Dr ai n t he bi t ge. Leave t he dr ai n pr ug out , but st ow i t wher e you
can f i nd i t bef or e l aunchi ng. r f you don, t have a dr ai n i n t ne
bot t om of your boat , pump out as much as you can and t hen sponge
dr y t he r est .
change t he engi ne oi l and f i l t er and t hen l ay up t he engi ne
accor di ng t o t he speci f i cat i ons of t he par t i cul ai
engi ne t hat you
ar e usi ng; each manuf act ur er has i nst r uct i ons t hat uppl y t o i t =
machi ner y. Thi s usual l y i nvol ves a
t t f oggi ngr r
pr ocedur e- wni ch
coat s
t he cyl i nder wal l s wi t h oi l t o pr event
cor r oJi on.
Remove t he bat t er y and st or e i t i n a r ocat i on not subj ect t o
f r eezi ng. The bat t er y shoul d be checked per i odi cal l y
and
mai nt ai ned i n a f ul t y char ged st at e dur i ng st or age.
Go t hr ough t he ent i r e boat and r emove ar r t he per i shabl es you
f i nd. Don' t be f aced wi t h r et ur ni ng t o your boat i n t he spr i ng
di scover i ng a l i nger i ng odor t hat wi I I not go away,
r f you have a hol di ng t ank, f l ush i t out wi t h f r esh wat er and
appr opr i at e non- t oxi c RV ant i f r eeze. Remove al r l i qui ds i n
boat t hat mi ght f r eeze.
Remove al l " cl ot hes, beddi ng, mat t r esses, r i f e
j acket s,
et c. , and
cl ean t hem bef or e st or i ng i n a cl ean vent i l at ed, dr y pl ace.
Take out ever yt hi ng t hat i s movabl e, i ncl udi ng aI l t hose i t ens t hat
ar e l i ker y aspect s f or t hef t , such as t he compass, navi gat i on
t ool s, r adi ot el ephone, oar s, et c.
Af t er al l of t hi s gear i s out of t he boat , wash down t he i nt er i or ,
i ncl udi ng t he cockpi t ar ea, l ocker s, and f or epeak. Remove t he
f Loor - boar ds and l eave t hem of f t o al l ow t he bi l ge t o vent i l at e.
I f t he boat i s t o be cover ed, l eave t he engi ne cover of f .
can
and
add
t he
2- 2
Your boat i s now r eady t o be cover ed. f f you ar e goi ng t o keep t he
boat i n a shed, so much t he bet t er. But i f not , t he best bet i s t o
cover t he boat wi t h a t ar p or pl ast i c. What ever you use, be sur e
t hat t he boat i s vent i l at ed. Leave spaces around t he coveri ng t o
al l ow ai r t o ci r cul at e. Thi s wi I I pr event condensat i on, whi ch wi l l
resul t i n dry rot andr/ or a f oul sroel l . I t ni ght be a good i dea t o
bui l d a l i qht f r amewor k over t he boat , i f i t i s l ar ge, t o suppor t
t he coveri ng. PVC pi pe makes an easi l y const ruct ed f ramework.
Now check over t he cover i ng f or secur i t y. Make cer t ai n t hat i t i s
on t i qht l y and t hat aI I t i e-downs are knot t ed securel y. Go over
each i t r ess
poi nt , and i f t her e i s any doubt i n your mi nd about
whet her i t wi l l hol d, t hen i t wi l l not . Check f or pl aces wher e
chaf e ni ght occur , and put chaf i ng
gear i n pl aces wher e i t i s
cal l ed f or . Bungee cor ds ar e good f or mai nt ai ni ng t ensi on on t he
cover .
Check t he boat per i odi cal l y dur i ng her l ayup per i od, especi al l y
af t er st or ms
( bef or e, t oo, f or t hat r nat t er ) . I f you l eave t he boat
i n a st orage
yard, make sure t hat sornebody nearby has your
t el ephone nurnber so t hat you can be cont act ed i n an emergency.
BOTTOU
pArNTS.
Moored boat s suf f er f rom a common probl en-t he
f "r, , f : -. , q of t hei r bot t oms by mari ne growt hs over a peri od of t i ne.
The t yb" of t hese gr owt hs and t he sever i t y of t hei r pr esence
depenal on l ocal condi t i ons. Some ar eas of t he count r y seem t o
pr onot e mor e mar i ne gr owt hs t han ot her s, but no mat t er t he
l ocat i on, at l east some or gani sms wi l l becone at t ached t o a boat ' s
bot t om over t he cour se of t he boat i ng season.
Mar i ne
gr owt h t akes t wo f or ms: veget abl e and ani mal Li f e. Though
bot h t ypes can be f ound over al l par t s of a boat ' s hul l , t he
generai t endency i s f or veget abl e growt hs t o congregat e around t he
wat er l i ne and ani r nal
gr owt hs t o spr ead over t he l - ower par t s of t he
huI I . Veget abl e gr owt n i ncl udes weeds, al gae, and f ungi . Ani mal
gr owt hs i r i cl ude bar nacl es, mi nut e shel l f i sh, and wor ms ( i n t r opi cal
cl i mat es) .
Two t hi ngs can happen t o a wooden huI I t hat i s unpr ot ect ed and
at t acked by mar i ne gr owt hs. The bui l d- up of pl ant l i f e on t he
bot t orn can become so great t hat t he perf ormance of t he boat i s
gr eat l y r educed. The boat wi I I become sl uggi sh and her speed wi l l
6" q. " i t l y r educed. The at t ack of ani mal
gr owt h can r esul t i n t he
weai eni ng and per haps even t he dest r uct i on of t he huI I . Thi s i s
especi al i y t r ue of ml r i ne bor er s t hat ar e f ound i n t r opi cal wat er s.
Boat s of mat eri al s ot her t han wood are not t hreat ened by borers and
wor ms; f i ber gl ass, f er r o- cement ,
al umi num, and st eel boat s ar e
i rnpervi ous t o t ni s t ype of growt h. But cont rary t o sorne bel i ef s,
t hl y can st i l l be
- i t t acked
by veget abl e
gr owt h and must be
pr ot ect ed as car ef ul l y as wooden hul I s.
2- 3
rn years past ,
t he sorut i on t o t he probrem
was t o sheat h hurl
bot t oms wi t h copper. Sai l ors di scovered t hat , al t hough copper does
not corrode much i n t he presence of sea wat er, i t const ant l y gi ves
of f sol ubl e poi sonous sal t s when i nmersed i n sal t wat er. i hese
sar t s, dS t hey wash of f t he sur f ace of t he copper , ef f ect i vel y
prevent
t he adhesi on of weeds, sherl f i sh, and worms t o t he hurr.
Today, boat ers use modern bot t om pai nt s
t hat perf orm
t he same
f unct i on as copper sheat hi ng. These pai nt s ki l I mari ne growt hs
i n
t hei r ear l y st ages, pr event i ng
a bui l d- up of veget at i on i nd ani nal
l i f e on t he bot t our. The pri nci pl e of t hese pai nt s
i s t he same as
f or t he copper sheat hi ng-a const ant sol ut i on of poi sonous
mat t ers
(pri nari l y
copper and mercury) i s gi ven of f by t he pai nt .
i l ari ne
growt hs are t hus di scouraged by what i s i n ef f ect an ant i sept i c
f i l rn on t he bot t om of t he boat .
one di f f i cul t y of bot t or n pai nt i s t hat i t i s f ar l ess per manent
t han or di nar y mar i ne pai nt .
The pai nt i s di ssol vi ng i n t he wat er ,
so t hat at t he end of a boat i ng season, t her e wi l l be ver y t i t t l e
l ef t . Most bot t om pai nt s
sol d t oday rnust be appl i ed annual l y f or
t hi s ver y r eason. But when choosi ng bet ween pai nt i ng t he bot t om
once a year , or scr api ng gr owt hs of f t he bot t or n per i odi cal l y,
most
boat er s wi sel y choose t he f or mer .
Anot her probl ern caused by bot t orn pai nt i s gal vani c act i on, whi ch
wi l l be di scussed l at er on i n t hi s l esson. Pai nt s t hat cont ai n
mercury and/ or copper react wi t h cert ai n ot her met al s i n such a way
t hat t he met al s can be cor r oded. For i nst ance, a wooden boat t hat
has f er r ous f ast eni - ngs, such as i r on, wi I I soon have no f ast eni ngs
at al l i f i t i s pai nt ed wi t h a copper bot t om pai nt . Thi s i s one
r eason why you don' t hear much about i r on boat nai l s t hese days.
Even gal vani zed f er r ous f ast eni ngs can det er i or at e under copper
pai nt i f onr y a t i ny ni ck i s made i n t he zi nc coat i ng. speci al
sacr i f i ci al zi nc anodes hel p pr event gal vani c act i on ( as di scussed
l at er ) and shoul d not be pai nt ed.
when buyi ng and appr yi ng bot t om pai nt , be ext r emer y car ef ur . Read
t he l aber and t ar k i t over wi t h your pai nt dear er . l , t at ch t he
bot t om pai nt t o your boat . Consi der t he ot her r net al s i n your boat
t hat wi I I be i nf l uenced by t he pai nt i f or i nst ance, t he met al i n
t he skeg, st r ut , pr opel l er , shaf t , r udder pi nt l es and gudgeons,
et c. Manuf act ur er s have devel oped many di f f er ent bot t on pai nt s f or
many di f f er ent condi t i ons. Odds ar e t hat you wi l l f i nd one t hat i s
i deal l y sui t ed t o your boat .
DRY ROT. Dr y r ot i s one of t he evi l s t hat f ace owner s of wooden
boat s. I t i s al ways I urki ng about , ready t o st ri ke when and where
you l east expect i t . f f you have i t and cur e i t , i t of t en
reappears
j ust
af t er you have convi nced yoursel f t hat i t i s qone
f or good.
2- 4
Dry rot i s a ni snomer, as t hi s t ype of rot onl y can t ake hol d i n
t he presence of wet ness or dampness. I t i s caused by a f ungrus t hat
t hri ves on f resh wat er. Sal t wat er seems t o di scourage dry rot ,
t hough i t , wi I I not necessari l y cure i t once i t has t aken hol d.
Usual l y t he f i r st i ndi cat i on of dr y r ot i s i t s snel l . I t has a
rnust y, mol dy odor. Once you have snel l ed dry rot you wi l l probabl y
never f orget i t . You are snel l i ng t he worl < of t he f ungus t hat
at t acks t he f i bers of t he wood and reduces i t t o a sof t '
powdery,
spongy, weak ness.
I f you suspect dry rot , t he
f i r st
pl aces t o l ook ar e dar k,
danp pl aces. Check out areas
where f resh wat er, i n t he f orm
of r ai n or condensat i on, can
ent er . Some of t he nor e l i kel Y
pl aces ar e: i n t he bi l ge,
especi al l y t he gar boar d st r akes;
i n t he f l oor si i n t he
Pl anki ng
around and behi nd t he f rames; at
the top and bottom of the
f rames; bet ween t he deck beans
and t he deck; under t he deck;
under t he coani ng and bet ween
t he coami ng and t he deck; i n t he
t ransom where i t meet s t he
bot t om and t he si des.
gdr.b.d
@ra-a
Figun 2'1.4ommon
lnrlt whcrc dry rot drrivcr
Thc tranroor d $c bil6 ir alro I gtctt collcstor of
nRlxtrg
-/tE.r6
a1pft4o
-
fR^rts'
st Br.(.t. GfEcoLLY
6!6crs{8t
Look i n al l of t he above pr aces,
t t t '
and any ot her l i kel Y l ocat i ons
as weI I . But don' t conf i ne
your i nspect i on t o si ght al one. Get
out your kni f e, or a spi ke, and st art probi ng. Di g around f or sof t
spot s t hat are easy t o penet rat e and di si nt egrat e easi l y. You
night have to remove various parts of your boat to get at
sui pi ci ous areas, and even get your hands di rt y, but t he search
ruust be done i f you want your boat t o l ast - (See f i g. 2-L-)
Af t er
you have f ound dry rot , i t nust be renoved. The f ungus wi l l
spread l i ke wi l df i re i f i t i s not checked, and merel y soaki ng i t
wi t n a
pr eser vat i ve, o! somet hi ng you t hi nk ni ght ki l l i t , i s not
eneugh. Cut out t he af f ect ed wood i nnedi at I Y, and. get as nuch on
ei t her si de of t he rot as you can. By cut t i ng back i nt o good wood,
you are provi di ng f or a margi n of error. There i s no way t o t el l
i f t ne f ungus has spread f rom t he obvi ousl y rot t en sect i on or not .
There i s a preparat i on on t he market t hat i s sai d t o hel p you soJ. ve
t he dry rot probl em wi t hout cut t i . ng out t he af f ect ed wood. Peopl e
who have used t hi -s mat eri al have had good resul t s f or t he most
par t , and i t i s cer t ai nl y wor t h i nvest i gat i ng.
2-5
The rnost ef f ect i ve way t o l i ck t he dry rot probl em i s t o prevent
i t
f rom get t i n. g
i n your boat i n t he f i rst pl ace. The best way of
doi ng t hi s i s t o keep f resh wat er out and st op i t f rom col l ect i ng.
Thi s neans naki ng sure t hat hat ches are t i ght , decks are wel l
caurked, f i t t i ngs are bedded i n conpound, et c. rf f resh wat er
can' t get i nt o your boat , t hen you have not hi ng t o worry about .
But you must al so be cert ai n t hat f resh wat er can al so get out of
your boat. Condensation can form inside the boat and cause dry rot
as easi l y as can rai nwat er f rorn wi t hout . Make sure your boat i s
wel l vent i l at ed at aI I t i mes.
Anot her way t o prevent dry rot i s t o appt y wood preservat i ve
t o aI I
unpai nt ed and unvarni shed surf aces. There are many preservat i ves
on t he market t oday t hat are ef f ect i ve, t hough not hi ng wi l l of f er
you t ot al prot ect i on. onry by bei ng const ant l y on your guard
can
you keep dry rot out of a wooden boat .
GALVAI{IC ACTION. The process of electrolysis is based on the
pr i nci pl e t hat t wo di ssi ni r ar met ar s, when pr aced i n sar t wat er
( or non- pur e f r esh- wat er ) , gener at e el ect r i ci t y by a chemi car
pr ocess. Thi s i s gar vani c act i on. Gal vani c act i on i s t he
pr i nci pl e behi nd t he f unct i oni ng of a dr y- cel l bat t er y. I t i s al so
t he pr i me el ement i n t he dest r uct i on of met al s i n a boat .
The corrosi on of met al s by el ect rocherni cal act i on i s somet hi ng al l
boat er s must be concer ned wi t h. Unl ess car ef ul at t ent i on i s pai d
t o t he t ypes of rnet ars t hat go i nt o a boat , t he f ast eni ngs,
f i t t i ngs, and even t he huI I of met al boat s can qui ckl y det er i or at e
and crumbre away. Though gal vani c act i on i s a probrem
f aced
pr i mar i l y by boat s used i n sal t wat er , f r esh- wat er boat er s cannot
be t ot arry i gnorant of t he probrern. Not al l f resh wat er i s
chemi cal l y pur e, and even wat er t hat i s ever so sl i ght l y br acki sh
can set gal vani c act i on i nt o mot i on.
Gal vani c act i on as boat er s know i t , t akes pl ace when t wo di ssi ni l ar
met al s t hat are el ect ri cal l y connect ed are i mmersed i n non-
chemi cal l y- pur e wat er . The met al s act ual l y don' t even have t o be
i n t he wat er; corrosi on can t ake pl ace when t he met al s are
connect ed onl y by danp wood. By gal vani c act i on, one met al of t he
t wo i s corroded at t he expense of t he ot her.
what exact r y i s a di ssi mi l ar net al ? To make i t . easy on t hose
boat ers who are not chemi cal engi neers, t he f ol l owi ng El ect rol yt i c
Tabl e pr ovi des t he answer . Met al s ar e r at ed as bei ng
r t most
nobl et l
or
f l I east
nobl e. r f Cur r ent wi l t f l ow f r on t he l ess nobl e t o t he
mor e nobr e met al i i n t he pr ocess, t he l ess nobl e met al wi l l be
dest r oyed.
2- 6
f n t he t abl e, t he nost nobl e
met al s are at t he t op, and t he
I east nobl e met al s ar e at t he
bot t om. I n ot her wor ds, ni ckel
t oget her wi t h al umi num i n non-
pure wat er wi l l produce an
el ect r i cal cur r ent t hat wi I l
event ual l y resul t i n t he
dest ruct i on of t he al urni num.
Gal vani c act i on i s i nsi di ous.
I t t akes pl ace when you l east
expect i t . For i nst ance, i f you
use copper bot t on pai nt on t he
huI I of an al umi nun boat , t he
copper i n t he pai nt wi l l corrode
t he al urni num i n t he hul l . The
onl y bray you can prevent t hi s,
assuruing that you must use a
copper ant i - f oul i ng pai nt , i s t o
put a l ayer of
non-ruet al l i c pai nt bet ween t he
t wo. But even t hen, you must be
cert ai n t hat t he coverage of t he
nonnet al l i c pai nt i s absol ut e.
The sl i ght est exposure of t he
al uni num bel ow can resul t i n
gal vani c act i on.
or di nar y yel l ow br ass, conposed
of zi nc and copper , car r i es t he
seeds of i t s own dest ruct i on i n
sal t wat er . over a per i od of t i ne, t he gal vani c act i on i n, Sdy, a
brass screw, wi I I erode t he zi nc, I eavi ng a spongry mass of copper.
For t hat r eason, br ass scr ews, br ass sea cocks, and val ves ar e
usel ess i n sal t wat er .
What can you do? lilost boats require many types of netal f or
di verse purposes. For i nst ance, a boat t hat has a bronze propel l er
and an i ron rudder needs prot ect i on or t he rudder wi l l be qui ckl y
dest royed. The answer i s t o add a t hi rd met al t o t he process.
Thi s t hi r d met al i s known as a sacr i f i ci al r net al i t i s sacr i f i ced
t o save t he ot her t wo. To prot ect t he i ron rudder, a bl ock of zi nc
or ot her rnet aL l ess nobl e t han i ron can be at t ached t o t he rudder.
What happens t hen i s t he zi nc, not t he i ron, set s up a current wi t h
t he br onze pr opel l er , whi ch i s most nobl e, and i s i t sel f dest r oyed.
Thus t he i ron rudder i s prot ect ed. The bronze propel l er, si nce i t
i s most nobl e, t akes car e of i t sel f .
THE ELECTROLYTI C TASLE
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.
2- 7
Not e: when usi ng sacr i f i ci ar met ar s on your boat , be cer t ai n t o
r epl ace t hen per i odi cal r y.
r f you do not , you wi l l be f ool ed by
your oht n cr af t i ness t he sacr i f i ci al net al wi l l conpl et el y er ode,
I eavi ng you wi t h t he or i gi nal t wo met al s, whi ch wi l l i mr nedi at el y go
t o wor k on each ot her . Remember , do not pai nt over t he zi ncsr or -
el se t hey wi l l not wor k.
ELEqI ROLYTf C ACTf ON. El ect rol yt i c act i on i s an el ect rochemi cal
pr ocess si ni l ar t o gal vani c act i on. When an el ect r i cal cur r ent
f rom an i ndependent source, such as a bat t ery, passes t hrough arl
el ect r ol yt i c f r ui d, such as sea wat er , met ar wi l l be dest r oyed. r f
a st ray current f rom some source on a boat (or adj acent boat )
passes t hr ough a met al hur r f i t t i ng, f or i nst ance, i nt o t he sea,
met al wi I I be t r ansf er r ed f r on t he hul l f i t t i ng. Event ual l y i t
wi l l be eroded. Uet al wi I I not be t ransf erred, however, where t he
cur r ent r e- ent er s t he boat .
The sol ut i on t o t he pr obl er n of el ect r ol yt i c act i on i s t o el i r ni nat e
st ray el ect ri cal current s f rom t he power sources i n your boat . I n
rnost boat s, t he probl en cent ers around t he bat t ery. Make sure t hat
t he negat i ve pol e of t he bat t ery rat her t han t he posi t i ve pol e i s
gr ounded t o t he engi ne. Thi s shoul d be done because cur r ent f l ows
f r om posi t i ve t o negat i ve. Thus, cur r ent st r ayi ng f r om t he
posi t i ve si de of t he bat t ery wi I I re-ent er t he boat t hrough t he
pr opel l er shaf t , whi ch i s, of cour se, connect ed t o t he engi ne. As
sai d pr evi ousl y, met al t r ansf er wi l l not t ake pl ace at t he poi nt of
ent r y of an el ect r i cal cur r ent .
I n addi t i on, t o pr event ot her st r ay cur r ent s i n your boat , check
al 1 ot her el ect ri cal equi pment . l , l ake sure t hat everyt hi ng i s
pr oper l y gr ounded and secur e.
Fi gure 2-2.-The essenti al parts of the shaft trai n.
TIIE SHAFT TRArN ( f igure 2-2) .
The shaf t t rai n of an i nboard
mar i ne engi ne i nst al l at i on i s
t he nachi nery t hat t ransmi t s t he
pohrer of t he engi ne i nsi de t he
boat t o t he propel l er
out si de
t he boat . f t i s made up, i n
nost i nboard boat s, of t he shaf t
l og, t he shaf t , t he st r ut , t he
st rut beari ng, and t he
pr opel l er . The except i on t o
t hi s t ype of i nst al l at i on ar e V-
dr i ves and hydr aul i c dr i ves.
The shaf t i s most usual l y a
cont i nuous pi ece t hat i s at t ached t o t he engi ne by a coupl i ng on
one end and t o t he pr opel l er at t he ot her end. However , i f f or
some r eason t he shaf t cannot go i n a st r ai ght l i ne i t ni ght have a
uni ver sal
j oi nt
t o aI l ow f or t he change i n di r ect i on. Most shaf t s
t oday ar e r nade of br onze, monel , oF st ai nl ess st eel .
2- 8
The shaf t nust event ual l y
90
t hrough t he bot t om of t he hul l .
To do t hi s, i t passes t hr ough a
shaf t 1og. At t he i nboard end
of t he shaf t l og t here i s a
st uf f i ng box. Thi s i s si r ni l ar
t o t he packi ng gl and i n a wat er
f aucet . Thi s combi nat i on of t he
shaf t 1og and st uf f i ng box
prevents water from entering the
boat t hrough t he shaf t hol e.
The stuffing box surrounds the
shaf t and hol ds ri ngs of packi ng
mat er i al . These r i ngs ar e
squeezed t i ght t y around t he
shaf t by a
t t gl andt r
or
rrgl and
nut rr. Wat er can come up i nt o
t he shaf t l og f rom t he bot t orn,
but i s prevent ed f rom ent eri ng
t he boat by t he packi ng mat eri al
i n t he st uf f i ng box. The shaf t
I og and st uf f i ng box are usuaI I Y
made of br onze. The
Packi ng
mat er i al i s made of a speci al
f l exi bl e nat er i al .
0t Ailo
I{UI
fl.Arf0
sruffil6
BOI
tigre 2-3. Typicaf stuffing bor.
Check t he st uf f i ng box per i odi cal l y, but don' t be al ar med i f t her e
i s a sl i ght dri p of wat er coni ng f rorn i t . l , {ost st uf f i ng boxes rel y
on a srnal l amount of wat er get t i ng t hrough t o work properl y.
Usual l y t i ght eni ng down on t he gl and nut , whi ch squeezes t he
packi ng mat er i al mor e, wi l l cont r ol t he amount of dr i p. I f you
have a l eak, however, and no amount of t i ght eni ng of t he nut st ops
i t , t hen you wi l l pr obabl y have t o r epl ace t he packi ng r nat er i al .
Thi s i s a si rnpl e process t hat amount s t o not hi ng more t han backi ng
of f t he gl and nut and wrappi ng new packi ng mat eri al around t he
shaf t i nsi de t he st uf f i ng box.
Once t hrough t he hul l , t he shaf t goes t hrough t he st rut . The st rut
is an appendage attached to the botton of the boat that acts as a
support and beari ng f or t he shaf t . There are many t ypes of st rut s
i n use t oday, nost wi t h onl y one arm but sone wi t h t wo or t hree.
The strut must always be securely bolted to the bottom of the boat
and must be r i gi d. I f i t i s not , t he shaf t wi l l be abl e t o wobbl e'
t he beari ng ni ght be rui ned, t he shaf t rni ght bend, and you wi l l at
I east
get a consi derabl e anount of vi brat i on i n your boat . As t he
st rut , shaf t , and st rut beari ng are underwat er, t he beari ng rel i es
on wat er f or l ubri cat i on. Beari ngs i n t he ol d days were al most
al ways made of l i gnum vi t ae wood, but now t hey are. usual l y nade of
rubber or mi cart a. Many of t hen have grooves cut i n t hen t o al l ow
f or a cont i nuous f l ow of wat er i nsi de. The beari ng rnust be checked
2-9
per i odi cal l y
bear i ng
goes,
At t he end of t he shaf t i s t he pr opel l er , whi ch comes i n nany si zes
and shapes. ei opel l ers di f f e-r i ; di arnet er,
pi t ch, di rect i on of
i ot at i on, shaf t -n^of e si ze, and t he nunber of bl ades. The di anet er
of a propel l er i s si mpl y t he di amet er of t he ci rcl e def i ned by t he
t i ps t f
-t ne
t urni ng bf aaes. The
pi t ch of t he propel l er i s t he
. ngt " of t he bl ades; t o engi neers, i t i s t he di st ance t he propel l er
wout a move ahead af t er one revol ut i on. The number of bl ades f or a
propeller can go fron two on up. Most
powerboats use a three-
bl aded pr oPel l er .
The sel ect i on of a propel l er i s beyond t he scope of t hi s l esson.
I t i s appropri at el y
i n t he real rrn of naval archi t ect s, t hat many
cal cut ai ons
and consi derat i ons
must be appl i ed t o arri ve at t he
r i ght
pr opel l er f or t he r i ght boat .
your
mai n concern about t he propel l er i s whet her i t wi l l st ay on
t he shaf t . Because most propel l ers must operat e i n f orward and
reverse,
a l ock nut must be used t o keep i t on t -he shaf t ' Uost
i nst al l at i ons
use a nut backed by a
j anb nut combi ned wi t h a key-
What ever
your boat uses, check i t out per i odi cal l y t o ensur e t hat
i t i s secure. The l ast t hi ng
you want t o do i s l ose
your
pr opel l er .
t o be cert ai n t hat i t i s i n good condi t i on. I f t he
the shaft can be damaged.
2- LO
STT'DY
QUESTIONS
l -. What i s t he proper way t o bl ock up a hul l ?
2. Why shoul dn' t you al l ow t he wei ght of t he boat t o rest on
t he shor i ng?
3. Li st t he l ay-up chores t hat must be done af t er t he boat i s
haul ed out .
4. What i s t he pur pose of al l owi ng t he boat t o vent i l at e when
i t i s l ayed up?
5. The t wo t ypes of mari ne growt h are and
6. What are t he t wo t hi ngs t hat can happen t o a wooden boat t hat
i s not prot ect ed agai nst mari ne growt hs?
7. How does copper pr ot ect a boat ' s hul l ?
8. t l hat shoul d you consi der when sel ect i ng a bot t on pai nt
f or
your boat ?
9. What causes dr y r ot ?
10. A f i r st i ndi cat i on of dr Y r ot i s
2-Lt
l -1. Lj -st some of t he pl aces t o l ook f or dry rot i n a wooden boat .
L2. When dry rot i s f ound, i t must be
L3. How can you prevent dry rot ?
14. What i s t he di f f erence bet ween
gal vani c act i on and
el ect r ol yt i c act i on?
15. Cur r ent wi l t f l ow f r om t he met al t o t he
met al dur i ng gal vani c act i on.
16.
What i s t he pr i nci pl e of usi ng a sacr i f i ci al met al t o mi ni ni ze
t he ef f ect of gal vani c act i on?
17. How can you pr event el ect r ol yt i c act i on?
18. The shaf t t r ai n i s made uP of
f
,
and
19. How does t he st uf f i ng box wor k?
20. The st r ut bear i ng r el i es on f or l ubr i cat i on.
21. What i s used t o keep t he pr opel l er on t he shaf t ?
2- L2
CHAPTER 3
TNTERNAL CPI{BUSTIOI'I ENGTNES
ffflfRODUCTIOX. The study questions at the end of the chapter are
based on t he readi ngs i n t hi s chapt er and not on any out si de
r eadi ng.
RECIPROCATfNG ENGINES. The internal combustion engines (diesel
and
gasol i ne engi nes) , wi t h whi ch most boat er s wor k, ar e nachi nes t hat
change, or convert, heat energry into work by burning fuel in a
conbust i on chamber. Si nce t he pi st ons i n di esel and gasol i ne
engi -nes use an up-and-down not i on, t hey are cl assi f i ed as
r eci pr ocat i ng engi nes.
I GNI TI ON PRI XCI PLES. The gasol i ne and di esel engi nes di f f er
pr i nci pal l y i n t he met hod of i gni t i ng t he f uel .
Gasol i ne Engi nes. Gasol i ne engi nes uses a spark i gni t i on syst em
and are referred to as an SPARK fGNITION ENGINE. The fuel and
ai r f or t he engi ne i s r ni xed i n t he car bur et or ( or a i nj ect i on
chamber i f f uel i nj ect or s ar e used) . Thi s mi xt ur e i s dr awn i nt o
t he cyl i nder s wher e i t i s compr essed and i gni t ed by an el ect r i c
spark f rom t he spark pl ugs.
Di esel Engi nes. The di esel engi ne t akes i n at mospher i c ai r ,
compresses i t , and t hen i nj ect s t he f uel i nt o t he combust i on
space. The heat gener at ed by compr essi on of t he ai r i gni t es t he
fuel. Hence it is referred to as a COI{PRESSION IGNfTION EIIGINE.
Di esel engi nes used i n boat s l ook ver y much l i ke t he gasol i ne
engi ne. They have f uel i nj ect or s i n pl ace of a car bur et or , and
t he l i nes l eadi ng t o t he
r yI i nder s
car r y f uel oi l i nst ead of an
el ect r i c cur r ent .
OPERATI NG CYCLE. AI I reci procat i ng engi nes have a def i ni t e cycl e
of oper at i on. I t i s necessar y t o at oni ze t he f uel ,
9et
i t i nt o t he
cyl i nder s, bur n i t , and di spose of t he gases of combust i on. AI I
reci procat i ng i nt ernal cornbust i on engi nes operat e on ei t her a 2-
st r oke or a 4- st r oke cycl e. A st r oke i s a si ngl e up or down
movement of t he pi st on, or t he di st ance a pi st on moves bet ween
l i ni t s of t r avel . Each pi st on execut es t wo st r okes f or each
revol ut i on of t he crankshaf t . The number of pi st on st rokes
occur r i ng dur i ng any one ser i es of oper at i ons ( cycl e) i s l i ni t ed t o
ei t her t wo or f our, dependi ng upon t he desi gn of t he engi ne.
FOUR STROKE CYCLB engi nes are used i n most aut omobi l es. Each
pi st on goes t hrough f our st rokes and t he crankshaf t makes t wo
r evol ut i ons t o cor npl et e one cycl e. I n t hi s case, each pi st on i s
del i veri ng pol rer duri ng one st roke i n f our, or t here i s one pol rer
st r oke f or each t wo r evol ut i ons of t he cr ankshaf t .
3- t
rxru!l
t
FiEue 3-1. Ibe Porr Stroke
Gasoline Brqine.
Let us use one cycl e of a gasol i ne engi ne t o
t race i t s operat i on t hrough t he f our st rokes
t hat make up a cycl e. ( See Fi gur e 3- 1. )
First there is the fNTAKE STROKE. The intake
val ve i s open and t he exhaust val ve i s
cl osed. The pi st on moves down, drawi ng a
mi xt ur e of ai r and gasol i ne i nt o t he cyl i nder
t hrough t he open val ve. Thi s i s shown i n 1.
Next is the COI,IPRESSfON STROKE. Both the
i nt ake and exhaust val ves are cl osed and
duri ng t hi s st roke and t he pi st on st art s
r novi ng upwar d ( i l l ust r at i on
2) . The ai r l gas
mi xt ure whi ch ent ered t he cyl i nder duri ng t he
i nt ake st roke i s conpressed i nt o t he smal l
space above t he pi st on.
The vol ume of t hi s
ai r may be reduced t o l ess t han A/ B of what
i t was at t he begi nni ng of t he st r oke.
The hi gh pr essur e whi ch i s a r esul t of t hi s
gr eat r educt i on i n vol ume cr eat es a hi ghl y
expl osi ve mi xt ur e. Vl hen t he pi st on r eaches
t he t op of t he compr essi on st r oke, t he spar k
pl ug
i n t he cyl i nder r ecei ves hi gh vol t age
f r om t he di st r i but or . Thi s cr eat es a spar k
whi ch i gni t es t he ai r l gas mi xt ur e.
During the POWER SIROKE, which follows the
i gni t i on, t he i nl et and exhaust val ves ar e
bot h cl osed. The i ncrease i n t ernperat ure
r esul t i ng f r on t he bur ni ng f uel gr eat l y
i ncr eases t he pr essur e on t op of t he pi st on.
Thi s i ncr eased pr essur e
f or ces t he pi st on
downwar d and r ot at es t he cr ankshaf t . Thi s i s
t he onl y st roke i n whi ch power i s f urni shed
t o t he cr ankshaf t by t he pi st on.
( f l l ust r at i on 3)
The l ast st roke of t he cycl e i s t he EXI I AUST
SI ROKE ( i l l ust r at i on
4) . The exhaust val ve
i s open and t he i nt ake val ve r emai ns cl osed.
The pi st on moves upward, f orci ng t he burned
gases out of t he combust i on chamber t hrough
t he exhaust val ve. Thi s st r oke i s f ol l owed
i mmedi at el y by t he i nt ake st r oke of t he next
cycl e, and t he sequence of event s cont i nues.
3
3- 2
The 4- st r oke cycl e di esel engi ne oper at es on t he same nechani cal ,
or oper at i onal , cycl e as t he gasol i ne engi ne. f n t he di esel engi ne,
t he coropressi on rat i o i s nuch hi gher t han i n t he gasol i ne engi ne.
Thi s i s necessary t o i ncrease t he heat generat ed by t he compressi on
of t he ai r i n t he compressi on st roke. The f uel i s i nj ect ed i nt o
the cylinder at the top of the compression stroke where it is
i gni t ed by t he heat .
TI|O-STROKE-CYCLE diesel engines are widely
used. Al t hough some gasol i ne engi nes operat e
on t he 2-st roke cycl e, t hei r use i s l i ni t ed
pri nci pal l y t o out board mot ors. 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
t ake pl ace rapi dl y at t he bot t on of each
poerer st roke. Wi t h t hi s arrangement t here i s
one power st roke f or each revol ut i on of t he
crankshaf t , or t wi ce as many as i n a 4-st roke
cycl e engi ne. ( See Fi gr ur e 3- 2 .
)
The cyl i nder of a 2- st r oke- cycI e di esel
engi ne has an exhaust val ve but no i nt ake
val ve. The ai r ent ers t he combust i on chanber
t hrough port s (openi ngs) i n t he cyl i nder
wal l . These port s are uncovered by t he
pi st on as i t nears t he bot t on of each st roke.
( I l l ust r at i on L)
When the piston moves upward on the
compressi on st roke, t he exhaust val ve i s
cl osed and t he i nt ake port s are covered.
( f l l ust r at i on 2) The pi st on compr esses t he
ai r t rapped i n t he cornhust i on chamber. At
t he t op of t he st roke, f uel i s f i rst sprayed
i nt o t he cyl i nder and t hen i gni t ed by t he hot
compr essed ai r .
I l l ust rat i on 3 shows t he downward not i on of
t he pi st on on t he power st roke. The exhaust
val ve i s st i l l cl osed and t he i ncr eased
pr essur e, r esul t i ng f r on t he bur ni ng f uel ,
f orces t he pi st on downward, and rot at es t he
cr ankshaf t .
As the piston nears the bottom of the power
stroke, it uncovers the intake ports and the
exhaust val ves open. ( I l l ust r at i on 4) Ai r
del i vered under pressure by a bl ower (ai r
punp) f orces ai r i n t hrough t he i nt ake port s,
and t he burned gases are carri ed out t hrough
t he exhaust val ve.
a
Figre 3-2. ne fi,o Stroke
Diesel hgine.
I
I
i
i
i
I
I
3- 3
Thi s scavengi ng oper at i on t akes pl ace al most i nst ant l y and
corresponds to the intake and exhaust strokes of the 4-stroke
cyc1e.
On t he compressi on st roke, t he exhaust val ves are cl osed, t he
i nt ake port s are covered, and t he ai r i s t rapped i n t he cyl i nder.
The r i si ng pi st on compr esses t he ai r and heat s i t adi abat i cal l y, or
wi t hout a l oss or gai n of heat . By t he t i ne t he pi st on reaches t he
t op of t he st roke, t he vol ume of t he eombust i on chamber has been
greatly reduced. The relation between the volune of the cornbustion
chamber wi t h t he pi st on at t he bot t om of t he st oke, and t he vol ume
of the cornbustion chanber with the piston at the top of the stoke
i s cal } ed t he compr essi on r at i o. Cor npr essi ng t he ai r t o
approxi mat el y one-si xt eent h of i t s ori gi nal vol urne represent i ng a
compr essi on r at i o of L6 t o L. Gasol i ne engi nes oper at e at
compressi on rat i os bet ween 4 t o L and 8 t o I , but t he compressi on
r at i os of di esel s r ange bet ween 72 t o 1 and 16 t o L.
As t he compressi on rat i o i s i ncreased, t he ri se i n t he t emperat ure
of t he ai r i n t he cyl i nder i ncr eases. For exampl e, wi t h a
compressi on rat i o of 14 t o 1", t he t ernperat ure wi l l be sl i ght l y over
I OOO' F. Thi s means t hat on t he cor npr essi on st r oke of a di esel
engi ne t he ai r i s heat ed t o about 1000" F. At t hi s t emper at ur e,
t he f uel begi ns t o bur n when i t i s i nj ect ed i nt o t he cyl i nder .
You mi ght expect a 2- st r oke- cyc1e di esel engi ne t o devel op t wi ce as
much power as a 4- st r oke cycl e engi ne; however , such i s not t he
case because appr oxi mat el y 10 t o L4 per cent of t he engi ne' s power
i s r equi r ed t o dr i ve t he bl ower . Never t hel ess, 2- st r oke- cycl e
di esel - engi nes gi ve excel l ent ser vi ce.
PPWEB_SISTEU. The Power System of the engine transmits polder from
t he cyl i nders t o t he dri ve shaf t . The pohrer syst em i ncl udes t he
cyl i nder s and pi st ons, t he connect i ng r ods, and t he cr ankshaf t .
The cyl i nder s of most nar i ne engi nes ar e cast i n a si ngl e bl ock.
Each cyl i nder i s l - i ned wi t h a speci al har dened al l oy i r on sl eeve t o
r educe wear .
The pi st ons ar e at t ached t o t he cr ankshaf t by connect i ng r ods,
whi ch t ransrni t power f rom t he pi st ons t o t he crankshaf t . The rods
ar e
j oi ned
t o t he pi st ons by pi st on pi ns ( wr i st pi ns) and ar e
connect ed t o t he cr ankshaf t by bear i ngs ( see f i gur e 3- 3) . A seal
i s pr ovi ded bet ween each pi st on and t he pi st on wal l . Thi s seal i s
accompl i shed by pi st on r i ngs i n gr ooves i n t he pi st on wal l . As t he
pi st on moves up and down, t he r i ngs pr ess agai nst t he cyl i nder
wal l , t hus pr event i ng t he ai r or gases ( dur i ng t he exhaust st r oke)
f r om passi ng down i nt o t he cr ankcase and t he oi l f r om wor ki ng up
past t he pi st on.
3- 4

---0
--_-
--
tigre 3-3. Pistonand onnectinq rod parts.
The crankshaf t i s a devi ce used
t o change t he reci procat i ng not i on
of t he pi st on and t he connect i ng
rods i nt o rot ary mot i on needed t o
drive such iterns as reduction
gear s, pr opel l er shaf t s,
generat or- al t ernat or, and punps.
There are many conmon appl i cat i ons
of t hi s pr i nci pl e; t he t r eadl e of
an o1d- f ashi oned sewi ng machi ne
and the up-and-down notion of your
I egs on t he pedal s of a bi cycl e.
Fi gure 3-4 shows t he crankshaf t
act i on of a sewi ng nachi ne t readl e
and band wheel . t hi s arrangenent
can al so be used t o change rot ary
t o reci procat i ng mot i on. Duri ng
t hree of t he st rokes of a 4-
st roke-cycl e engi ne, t he rot ary
mot i on of t he crankshaf t i s novi ng
t he pi st on up and down.
Val ve Mechani sms. The val ves
are opened by the action of a
canshaf t , dri ven by t he crankshaf t
t hr ough a t r ai n of gear s.
corrPREssrofl
PSTOil ilG:;
PE;TOil Pir
Plttttr Pil c^P
SANO
,, WHEE L
Ai r Pi l ot Trai ni nt, Bcrt A. Shi el ds
Fi5rn 94.-Tht cnnkrhrft rction of r
troedh rnd brndwhccl.
E.-
/(\
\
E
;l
t
a
E
CONNECTI NG
3- 5
Fi gur e 3- 5 Si r npl e Camshaf t and Val ve
Mechani . sm
The camshaf t i s a l ong st eel
shaf t t hat ext ends t he l engt h of
t he engi ne and carri es one or nore
cams f or each cyLi nder . The shaf t
i s cyl i ndr i cal , but t he cans ar e
i rregul ar i n shape (see f i gure 3-
5) . Each cam i s par t l y ci r cul ar
i n out l i ne but carri es a LOBE
( HIJUP
)
which gives it an egg-
shaped appearance. The ci rcul ar
part of t he can i s cal l ed t he CAI {
FLAT. The canshaf t i s desi gned t o
change rotary to interrnittent
reci procat i ng mot i on. A t appet
ri di ng on t he rot at i ng cam i s
I i f t ed each t i ne t he l obe comes
around.
On sone t ypes of engi nes, t he
camshaf t i s i -ocat ed near t he
cr ankshaf t " I n t hese desi gns t he
act i on of t he cam r ol l er i s
transnitted to the rocker ar:rn by a
push rod. I n ot her engi nes, t he
val ves are i nvert ed and are
l ocat ed i n recesses at t he si de of
t he cyl i nder s. wi th thi s
arrangenent , t he val ve st ems nay
ri de di rect l y on t he cams or t hey
may be separat ed by a short st eel
shaf t cal l ed a TAPPET. Thi s
arrangement i s shown i n above.
The camshaf t must be t i ned wi t h t he crankshaf t so t hat t he l obes
wi l l open t he val ves i n each cyl i nder at t he cor r ect i nst ant i n t he
oper at i ng cycl e. I n t he 2- st r oke cycl e t he exhaust val ves ar e
opened f or onl y a short t i ne, at t he bot t on of t he poht er st roke, t o
per ni t t he bur ned gases t o escape. Si nce t he cycl e i s cor npl et ed i n
one r evol ut i on, t he camshaf t r ot at es at t he same speed as t he
cr ankshaf t .
The 4- st r oke- cycl e engi ne has an i nt ake and an exhaust val ve i n
ever y cyl i nder , each of t her n oper at ed by a separ at e can. The
i nt ake val ve i s hel d open dur i ng t he i nt ake st r oke, and t he exhaust
val ve opened dur i ng t he exhaust st r oke. Bot h ar e opened and cl osed
several degrees of crankshaf t t ravel bef ore and af t er t he t op and
bot t on of t he pi st on t r avel . Si nce t wo r evol ut i ons of t he
cr ankshaf t ar e necessar y t o conpl et e a 4- st r oke cycl e, t he canshaf t
of t hese engi nes t ur ns one hal f t he speed of t he cr ankshaf t .
3- 6
Ai r Svst er n. I n t he 4- st r oke cycl e engi ne, t he ai r ent er s t he
cyl i nder s t hr ough t he i nt ake val ve. As each pi st on goes down on
t he i nt ake st roke, t he vol ume of t he conbust i on charnber i ncreases
and t he pr essur e decr eases. The nor mal at mospher i c pr essur e t hen
f or ces t he ai r i nt o t he cyl i nder t hr ough t he i nt ake vaI ve.
The 2- st r oke cycl e engi ne does not go t hr ough an i nt ake st r oke.
The ai r ent ers t hrough i nt ake
port s, uncovered when t he pi st on
approaches t he bot t om of t he
pol der st roke. Si nce t he exhaust
vi l ves open as t he i nt ake port s are bei ng uncovered, t he i ncomi ng
ai r f or ces t he bur ned gas out t hr ough t he exhaust val ves and f i l l s
t he cyl i nder wi t h a suppl y of f r esh ai r . On l ar ge Z- st r oke cycl e
di esel engi nes, bl ower s must be
pr ovi ded t o f or ce ai r i nt o t he
cyl i nder s.
Lubri cat i ng Syst en. The
I ubr i cat i on syst em i s a vi t al
par t of an i nt er nal
combust i on engi ne. I f t he
l ubr i cat i ng syst em shoul d
f ai l not onl y wi l l t he engi ne
st op, but aI 1 of t he par t s
ar e l i kel y t o be dar naged
beyond r epai r .
The I ubr i cat i ng syst en
F
del i ver s oi l t o t he novi ng
par t s of t he engi ne t o r educe
f r i ct i on and assi st i n
keepi ng t hem cool . Most
di esel and gasol i ne engi nes
ar e equi pped wi t h a pr essur e
l ubr i cat i ng syst em t hat
del i ver s t he oi l under
pr essur e t o t he bear i ngs and
bushi ngs, and al so l ubr i cat es
t he gear s and cyl i nder wal 1s.
The oi l usual l y r eaches t he
bear i ngs t hr ough
Passages
dr i l l ed i n t he f r ar newor k and
t he cr ankshaf t of t he engi ne.
The l ubr i cat i ng syst er n of a
a
t. oG raxrtq.o | t cl l troar ILEI
t otL trt.l l l
t. l l .?^l l l ^Lvt
I I ltr^tl atq,rxo lTlatrll
r.O C.n.tl
syster of an inboard engine.
t ypi cal 4- st r oke cycl e
i nboar d engi ne i s shown i n
f i gur e 3- 6
"
Many met hods of l ubr i cat i ng
t he i ndi vi dual
par t s of each
t ype of engi ne ar e i n use i n
t he di f f er ent engi ne model s.
t
l. oft ?^ra
l. lcrttx4tt tult |rT^rt
l. ?rllgrrt oL tu.2
.. v^tvl Jtatl Jrc l al -|l t
i orl |tt^xtl
c ort. cE-ar
Pigure 3-6. m Lubrication
3- 7
The oi l i s del i vered by t he gear-t ype
oi l punp. Thi s pump t akes
suct i on t hrough a screen f ron an oi l pan or sump. Frorn t he punp,
t he oi l i s f orced t hrough t he oi l st rai ner and t he oi l cool er i nt o
t he oi l nani f ol d i n t he cyl i nder bl ock. Thi s nani f ol d ext ends t he
l engt h of t he engi ne and serves as a passage and reservoi r f rom
whi ch t he oi l i s f ed t o t he nai n crank-shaf t beari ngs and one end
of t he hol l ow carnshaf t . Host novi ng part s and beari ngs are
I ubri cat ed by oi l . drawn f ron t hese t wo sources. The cyl i nder wal l s
and t he t eet h of many of t he gears are l ubri cat ed by oi l spray
t hrown of f t he rot at i ng crankshaf t . Af t er t he oi l has served i t s
purpose, i t drai ns back t o t he sump t o be used over agai n.
Const ant oi } pressure, t hroughout a wi de range of engi ne speeds, i s
nai nt ai ned by t he pressure rel i ef val ve t hat a1l ows t he excess oi l
t o f l ow back i nt o t he sump. AI I of t he oi l f rom t he punp passes
t hrough t he st rai ner and cool er, unl ess t hey are cl ogged or t he oi l
i s col d and heavy. I n such cases, t he bypass val ve i s f orced open
and t he oi l f l ows di r ect l y t o t he engi ne. Par t of t he oi l f ed t o
t he engi ne i s ret urned t hrough t he f i l t er, whi ch removes f l akes of
ur et al , car bon par t i cl es, and ot her i npur i t i es.
The oi l pressure i n t he l i ne }eadi ng f ron t he purnp t o t he engi ne i s
i ndi cat ed on a pressure gage. A t ernperat ure gage i n t he ret urn
I i ne provi des an i ndi rect net hod f or i ndi cat i ng vari at i ons i n t he
t ernperat ure of t he engi ne part s. Any abnormal drop i n pressure or
ri se i n t ernperat ure shoul d be i nvest i gat ed at once. I t i s
advi sabl e t o st op t he engi ne unt i l t he t roubl e has been l ocat ed and
cor r ect ed.
The oi 1 shoul d be changed accordi ng t o t he manuf act urer' s
speci f i cat i ons. Thi s i s par t i cul ar l y t r ue f or di esel engi nes.
Cooling System. Mari ne
tlrFg?^lrqlt
engi nes are equi pped wi t h a
wat er-cool i ng syst en t o carry
arday t he excess heat produced
i n t he engi ne cyl i nder s. The
wat er i s ci rcul at ed t hrough
wat er
j acket s
i n t he cyl i nder
wal l s and passages t hat
surround t he val ves i n t he
cyl i nder head. The
l ubr i cat i ng oi l act s i n
cool i ng t he pi st ons and
cyl i nder wal l s.
Ei t her f r esh wat er or sea
wat er nay be used f or
cool i ng. f n some engi nes t he
sea wat er i s ci r cul at ed
t hrough t he engi ne and t hen
di schar ged over boar d.
or'.F
^{POa'gl O,IF^EFOatD
cn acr Frao
3HAr"lartq.o
cn dr{rro
D{L|t?nrrarq.O
r^tt nr^SltoaCA.q
clrroltrlEr
Figrte 3-7. Tte bboard c{ohDg syster
3- 8
I n ot her t ypes of engi nes, f r esh wat er i s ci r cul at ed t hr ough t he
engi ne and t hen t hrough a heat exchanger. Sea wat er i s purnped
t hrough t hi s exchanger and cool s t he f resh wat er. An advant age of
t he f resh-wat er syst ern i s t hat i t keeps t he wat er passages cl eaner,
avoi ds t he corrosi ve ef f ect s of sea wat er, and t hus provi des bet t er
cool i ng.
El ect ri cal Syst en. The el ect ri cal syst ero of most i nboard engi nes
consi st s of t he f ani l i ar generat orr/ al t ernat or, and el ect ri c mot or
t hat serves as a st art er, a sui t abl e bat t ery, and t he necessary
wi ri ng. The generat or/ al t ernat or keeps t he bat t ery charged and
provi des current f or l i ght s and ot her equi proent . The chargi ng rat e
of t he generat or/ al t ernat or i s cont rol l ed by a vol t age regul at or,
and a cut -out i s provi ded t o keep t he bat t ery f rom di schargi ng
t hrough t he al t ernat or/ generat or at l ow speed. When t he st art er
but t on i s pressed t he st art er bendi x gear engages wi t h t he t eet h on
t he f l ywheel and t ur ns t he engi ne over . Di esel engi nes gener al l y
r equi r e doubl e t he bat t er y capaci t y of gasol i ne engi nes. Some
l ar ge di esel engi nes ar e st ar t ed wi t h compr essed ai r or a snal l
auxi l i ar y gasol i ne engi ne.
Di ese1 Enqi nes. Fi qure
3-8 shows t he component s
f ound i n t he t ypi cal
di esel engi ne. The
power , ai r , l ubr i cat i ng,
cool i ng and el ect r i cal
syst erns are general l y as
descri bed above. As
st at ed ear l i er , t he
di esel engi ne i s a
Compr essi on f gni t i on
engi ne. The f uel syst em
of t he di esel engi ne i s
di f f er ent f r om t hat
f ound wi t n gasol i ne
engi nes.
The f uel punp draws t he
f uel oi l f r on t he t ank
t hr ough a pr i r nar y f i l t er
and del i ver s i t t o t he
i nj ect or t hr ough t he
secondar y f i l t er . The
out l et l i ne car r i es t he
excess f uel oi l f r on t he
i nj ect or back t o t he
f uel t ank. I n some
i nst al l at i ons a t r ansf er
punp i s i nst al l ed
bet ween t he t ank and t he
pr i mar y f i l t er .
o|l ttLL c^t
Y LVI s'irxc
rrJtgToi
rc:zLt
oofflusTloN
CHAXTER
oLoir tLuG
xl cH ti Esg.tnt
?9C
rucsTon
rul,t
toLeilo|o
ASSY.
iOCrEt ARI
orL @r?noL
'lisTON RIIIG
cofiNEcinilc
too
cax
otL ntr|t
oirw GEAi
CRAXX^9{AFT
Figrre 3-8. Corpnents of tbe diesei engine.
3- 9
A di esel engi ne wi l l not oper at e ef f i ci ent l y unl ess cl ean f uel i s
del i vered t o t he i nj ect or. As t he f uel oi L i s punped
i nt o t he f uel
t anks, i t shoul d be st rai ned t hrough a f i ne- nesn screen. The
l arger part i cl es
of t he sol i ds suspended i n t he f uel are t rapped i n
t he pr i mar y scr een. The secondar y f i l t er separ at es t he
- f i ner
part i cl es of
_f orei gn
nat t er t hat pass t hrough t ne pri nary
f i l t er
scr een. The f i nal f i l t er i ng t akes pl ace wi t hi n t he i nj ect dr . l t ost
f i l t ers have a drai n pl ug f or removi ng t he wat er, sl udge, and ot her
f or ei gn mat t er . The f i r t er shour d be dr ai ned once ; d. y, or as
speci f i ed i n t he manuf act ur er r s t echni cal manual .
There are many net hods of f uel i nj ect i on and
j ust
as many t ypes of
i n
j ect or s.
one i s t he
r r uni t
i n
j ect or ' r
syst em. The i i j ect or
consi st s basi cal l y of a smal l cyl i nder and a pl unger ,
and ei t ends
t hrough t he cyl i nder head t o t he combust i on chamber. A cam,
l ocat ed on t he camshaf t adj acent t o t he cam t hat operat es t he
exhaust val ves, act s t hrough a rocker arm and l owers t he pl unger
at
t he cor r ect i nst ant i n t he oper at i ng cycl e. when t he i nj ect or
pr unger i s depr essed, i t sgui r t s, oF i nj ect s, a f i ne spr ay oi f uer
i nt o t he cyl i nder, t hrough srnal l hol es i n t he nozzLe. The smoot h
operat i on of t he engi ne depends t o a l arge ext ent on t he accuracy
wi t h whi ch t he pl ungers
i nj ect t he same amount of f uel i nt o each
conbust i on charnber. The amount of f uel i nj ect ed i nt o t he cyl i nders
on each st roke i s cont rol l ed by rot at i ng t he pl ungers
or a uni t
i nj ect or . The t hr ot t l e, whi ch r egul at es t he speed of t he engi ne,
i s connect ed t o t he i nj ect ors t hrough a port abl e
l i nkage. Changi ng
t he t hrot t l e set t i ng rot at es t he pl ungers and vari es he anount oi
f uel i nj ect ed i nt o t he cyl i nder s on each st r oke.
Anot her syst em i s cal l t he
r r common
r ai r t syst em. Thi s i s most
comroonl y used i n engi nes ot her t hen General Mot ors. I nst ead of a
punp bei ng l ocat ed at each cyl i nder i n a separat e uni t , t here i s
one pump f or al l i nj ect or s. Thi s syst er n has one dr awback. I f ai r
get s i nt o t he syst en i t nust be purged.
Thi s usuarry i s done by
l ooseni ng t he snal l del i ver y t ube at t he cyl i nder and r ol l i nq t he
engi ne over wi t h t he st art er unt i l t he ai r i s purged
and onl y f uel
comes out . Per f or mance of t he
r r common
r ai l t ! syst em i s gener al l y as
good as wi t h t he
rruni t
i nj ect ort r syst em. Caut i on shoul d be used
bef or e naki ng any adj ust ment s t o ei t her syst em. ser i ous and
expensi ve damage can occur f rorn i rnproper adj ust nent s.
GASOLTNE ENGTNES. Most i nboard engi nes are a 4-st roke cycl e
engi ne. Two- st r oke cycl e gasol i ne engi nes ar e used pr i nci pal l y
t o
dr i ve out boar d mot or boat s, mot or cycl es, and r nodel ai r pl anes. The
power , ai r , l ubr i cat i ng, cool i ng and el ect r i cal syst er ns ar e
gener al l y as descr i bed above. The pr i nci pal
di f f er ence bet ween t he
gasol i ne and t he di esel engi nes i s t hat t he gasol i ne engi ne has a
car bur et or and an i gni t i on syst em. r n addi t i on, t he gasol i ne
engi ne has a l ower conpr essi on r at i o t han t he di eser engi ne. A
t ypi cal mar i ne gasol i ne engi ne has a compr essi on r at i o of about 7
t o L, compar ed t o an appr oxi mat e r at i o of 16 t o 1, even 20 t o l , i n
sone di esel engi nes.
3- l _0
I nduct i on Syst em. Thi s syst em dr aws gasol i ne f r om t he f uel t ank
and ai r from the atrnosphere, mi xes then, and del i vers the mi xture
t o t he cyl i nder s. f t consi st s of t he f uel t ank, t he f uel punp, t he
car bur et or , and t he necessar y f uel l i nes and ai r passages.
Fl exi bl e tubi ng carri es the fuel from the tank to the carburetor,
whi l e the i ntake nani fol d carri es the fuel -ai r mi xture fron the
car bur et or t o t he i ndi vi dual cyl i nder s.
The FUEL PUlilP comrnonly used on
gasol i ne engi nes i s sl i ght l y
di f f erent f rom any of t he purnps
di scussed l at er on i n t hi s
t r ai ni ng cour se. I n some
r espect s t hi s i s l i ke t he ol d-
f ashi oned wat er punp, wi t h t he
pi st on r epl aced by a f l exi bl e
di aphr agr n. Thi s di aphr agr m,
whi ch f orms t he bot t om of t he
punp charnber, i s composed of
sever al l ayer s of t r eat ed cl ot h
hel d bet ween t wo met al di sks.
( See f i gur e 3- 9)
tiEre 3-9. I scieHtic draring of a
gsoline eDgine fuel pnp.
The di aphragrm i s act uat ed by t he rocker arm, whi ch ri des on t he
eccent r i c. However , t he par t s ar e connect ed i n such a way t hat t he
di aphr agr n can be pul l ed downwar d onl y. An eccent r i c i s mer el y a
ci r cuLar - shaped cam t hat i s mount ed of f - cent er on i t s shaf t and
wobbl es up and down as i t rot at es" The di aphragrm i s rai sed by t he
act i on of t he spr i ng t . hat pui shes agai nst i t s under sur f ace. An
i nt et and an out l et - check val ve per mi t s t he f uel t o f l ow t hr ough
t he punp chamber i n one di r ect i on onl y.
When t he engi ne i s runni ng, t he eccent ri c act s t hrough t he rocker
arn t o l ower t he di aphragrm agai nst t he spri ng pressure. Thi s draws
a charge of f r: el i nt o t he pump chamber t hrough t he i nl et check
val ve. Dur i ng t he next hal f - r evol ut i on of t he eccent r i c, t he
spri ng
pushes t he di aphragrm upward and f orces t he f uel out of t he
punp chamber , t hr ough t he out l et check val ve, i nt o t he l i ne l eadi ng
Lo t he car bur et or . The pump wi t l cont i nue t o del i ver f uel as l ong
as t he f orce of t he spri ng i s abl e t o overcome t he pressure i n t he
car bur et or f uel l i ne.
Fr or n t hi s descr i pt i on, i t can be seen t hat t he cam act i on of t he
eccent ri c merel y moves t he di aphragrn downward and compresses t he
spr i ng, whi l e t he act ual pumpi ng i s done by t he spr i ng
. as
t he
pi essur e on i t i s r el eased. The pr essur e whi ch t he punp mai nt ai ns
i n t he f uel l i ne depends on t he st r engt h of t he di aphr agr n spr i ng.
As t he pr essur e bui l ds up, a poi nt i s r eached wher e t he spr i ng wi I I
be st rong enough t o l i f t t he di aphragn onl y part of t he ht ay. l {hen
no f uel i s bei ng t aken i nt o t he car bur et or , t he di aphr agm wi l l
r emai n i n t he l owest posi t i on and t he punp wi l l not del i ver any
f uel .
3- t _t _
The CARBURETOR is a device used
f or sendi ng a f i ne spr ay of f uel
i nt o a ruovi ng st ream of ai r on
i t s way t o t he i nt ake val ves of
t he cyl i nder s. The spr ay i s
swept al ong, vapor i zed, and
Ak Hqm
nixia (
as ; gai)
,
with the
6orrvrl vr
novi ng ai r. The carburet or i s
desi gned t o nai nt ai n t he same
nourt
ni xt ure rat i o over a wi de range
vrntwi Cbrta
of engine speeds. The UIXTTIRE
vcnr' d
RATIO is the number of pounds
of
ai r ni xed wi t h each pound of
lhrorrtrEorty
gasoline vapor. A RICH l,lIxTttRE
'
i s one i n whi ch t he percent age
Thronrrvrhn of gasol i ne vapor i s hi gh, whi l e
a LEAN MIXTTIRE contains a low
per cent age of gasol i ne vapor .
Gasol i ne engi nes nonnal l y
operat e best on a mi xt ure rat i o
of about 12 t o 1. A carburet or
tigre 3-10. I scberatic ftaring of a consists of several principal
float-type carbrrretor. parts, each of them perf onning
risure 3-r.o). rhese units are the t=t".:? $:S::i"I"iHtttil.(ff;
i dri ng syst ems, and t he t hrot t re and choke varves. A t hrot t Le
connect ed t o t he t hrot t l e val ve cont rol s t he engi ne speed, and
adj ust rnent s are provi ded
f or regut at i ng t he i al i ng i peed and
ni xt ur e.
The FLOAT rnai nt ai ns a const ant f uel l evel i n t he f l oat chanber by
r egul at i ng t he f l ow of gasor i ne t hr ough a needl e va1ve. As mor e
f uel ent er s t he chamber , t he f l oat r i ses and cl oses t he val ve.
Whi l e t he engi ne i s r unni ng, t he f l oat al l ows gasol i ne t o ent er t he
f l oat chamber at t he same r at e as i t i s bei ng used by t he engi ne.
A const ant f uel pr essur e
i s r nai nt ai ned on t he needl e val ve by t he
f uel punp.
The MAI N JET SYSTEM consi st s of t he di schar ge nozzl e l ocat ed i n t he
vent ur i - shaped ai r passage or t hr oat of t he car bur et or . A
r est r i ct i on, cal l ed a met er i ng j et ,
i s l ocat ed i n t he passage t hat
car r i es t he f uel f r om t he f l oat chanber t o t he nozzl e. f he nai n
ai r - bl eed per r ui t s ai r t o pass i nt o t he di schar ge nozzl e and mi x
wi t h t he f uel . Thi s ai r - bl eed ar r anger nent , when pr oper r y desi gned,
wi l l r nai nt ai n a f ai r l y const ant f uel - ai r ni xt ur e r ai i o at aI l
engi ne speeds above i dl i ng.
The t er r n VENTURI i s appl i ed t o t he const r i ct ed sect i on of t he ai r
passage ar ound t he r nai n
j et .
3- L2
The i nconi ng ai r must speed up t o get t hrough t hi s snal l passage.
Accordi ng t o a l aw of physi cs, t he speedi ng up of a f l ui d i n a
cl osed passage i s accompani ed by a correspondi ng decrease i n
pressure. The reduct i on i n pressure i n t he vent uri sect i on of t he
carburet or causes a f i ne st ream of f uel t o spray f rom t he nai n
j et .
The f uel l evel i n t he f l oat chamber i s nai nt ai ned sl i ght l y bel ow
t he t i p of t he di scharge nozzl e, so t hat f uel wi l l not run out of
t he nozzl e when t he engi ne i s st opped.
The I DLI NG SYSTEM provi des a ri ch mi xt ure f or sl ow engi ne speeds
and f or st ar t i ng. I t i s made up of t he i dl i ng
j et ,
t he i dl i ng ai r -
bl eed, and t he i dl i ng passage. The i dl i ng passage opens i nt o t he
ai r passage t hrough t he i dl i ng
j et ,
whi ch i s
j ust
above t he
t hrot t l e val ve. When t he engi ne i s i dl i ng wi t h t he t hrot t l e al rnost
cl osed, t he act i on of t he i nt ake st roke i n each cyl i nder creat es a
hi gh vacuum i n t he ai r passage above t he t hrot t l e val ve. FueI
f l ows up t hrough t he i dl i ng passage and di scharges i nt o t he ai r
st r ear n. The i dl i ng ai r - bl eed i s adj ust ed t o r egul at e t he i dl i ng
mi xt ur e r at i o,
The oper at i on of t he i dl i ng
j et
depends on t he posi t i on of t he
t hr ot t t e val ve, but t he mai n
j et
depends on t he vel oci t y, or speed,
of t he ai r passi ng t hrough t he vent uri . Thi s means t hat t he engi ne
st art s and runs up t o a cert ai n speed on t he i dl i ng
j et ;
but as t he
speed i ncr eases, t he nai n
j et
begi ns t o f unct i on and t he i dl i ng
j et
cut s out . Carburet ors are desi gned and adj ust ed so t hat t he mai n
j et
wi I I cut i n bef or e t he i dl i ng
j et
cut s out . Over a r ange of a
f ew hundred rph, bot h
j et s
are f unct i oni ng. I f t he t hrot t l e i s
opened t oo suddenl y, t he engi ne may st al l , because openi ng t he
t hr ot t l e val ve has caused t he i dl i ng
j et
t o cut out , but t he engi ne
speed i s not yet hi gh enough t o st ar t t he r nai n
j et
f unct i oni ng.
Most carburet ors have onl y t wo or t hree operat i ng adj ust ment s. The
i dl i ng ai r - b1eed shoul d be set when t he engi ne i s t ur ni ng over
sl owl y. I t shoul d be t ur ned t o t he r i ght or l ef t t o f i nd t he
posi t i on i n whi ch t he engi ne wi l l r un smoot hl y. Tur ni ng t hi s
l dj ust ment t o t he t ef t l eans t he mi xt ure, whi l e t urni ng t o t he
r i ght makes i t r i cher . The i dl i ng speed i s adj ust ed by means of a
set screb/ i n an arm mount ed on t he t hrot t l e shaf t . Some
carburet ors have a t hi rd adj ust rnent f or regul at i ng t he mi xt ure
del i ver ed t o t he engi ne by t he mai n
j et .
I gni t i on Syst em. I n a gasol i ne engi ne, t he f uel - ai r mi xt ur e i s
i gni t ed by an el ect r i c spar k. The compr essi on r at i o i s not hi gh
enough t o heat t he ai r t o t he ki ndl i ng
( i gni t i ng) t emper at ur e of
t he f uel . The r el at i onshi p bet ween t he gasol i ne and di esel
pri nci pt es can be seen when you t ry t o st op an overheat ed gasol i ne
engi ne. I t of t en cont i nues t o
[ run
onrr f or some t i rne af t er you
have t ur ned of f t he i gni t i on. The engi ne i s oper at i ng on t he
di esel pr i nci pl e. The over heat ed cyl i nder s and pi st ons i ncr ease
t he normal compressi on t ernperat ure t o a poi nt hi gh enough t o i gni t e
t he f uel mi xt ur e.
3- 1- 3
The i gni t i on syst en i s desi gned
t o del i ver a spar k i n t he
combust i on charnber of each
cyl i nder at a speci f i c poi nt i n
t hat cyl i nder ' s cycl e of
oper at i on. A t ypi cal i gni t i on
syst em consi st s of an i gni t i on
coi l , a nechani cal br eaker , a
condenser , a di st r i but or , a
spar kpl ug i n each cyl i nder , a
swi t ch, and t he necessar y
wi r i ng.
Figure 3-11. scbeHtic diaqar of ttre igition Like the dieset engine, the
syster of a gsolbe engine. gasoline engine also has a
st or age bat t er y, a gener at or
or
al t er nat or t o keep t he bat t er y char ged, and an el ect r i c st ar t er .
Ther e ar e t wo di st i nct ci r cui t s i n t he i gni t i on syst er n, cal l ed t he
pr i r nar y and secondar y. The pr i r nar y, or 1ow vol t age ci r cui t ,
cont ai ns t he bat t er y, t he i gni t i on swi t ch, t he i gni t i on coi r , and
t he br eaker poi nt s and condenser . The secondar y, or hi gh- vol t age
ci r cui t , i s al so connect ed t o t he i gni t i on coi l , and i ncl udes t he
di st r i but or and spar k pl ugs.
THE STORAGE BATTERY i s usual l y t he 6 or 12 vol t t ype. I t i s
si rni l ar t o t he heavy-dut y aut omobi Le t ype. one t errni nat i s
gr ounded t o t he engi ne f r ame whi l e t he ot her i s connect ed t o t he
i gni t i on syst em.
The I GNf Tf ON COI L i s i n many r espect s si ni l ar t o an
el ect r omagnet . I t consi st s of an i r on cor e sur r ounded by t he
pr i mar y and secondar y coi l s. The pr i mar y coi l i s nade up of a f ew
t ur ns of heavy wi r e and i s connect ed i n t he pr i mar y
ci r cui t . The
secondar y coi l has a gr eat many t ur ns of f i ne wi r e and i s connect ed
i n t he secondar y ci r cui t . f n bot h coi l s, t he wi r e i s i nsul at ed,
and t he coi l s ar e ent i r el y separ at e f r om each ot her . The onl y
t hi ng t hey have i n common i s t he i r on cor e.
THE BREAKER POf NTS const i t ut e a mechani cal swi t ch connect ed i n t he
pr i mar y ci r cui t . They ar e l ocat ed i n t he bot t om of t he di st r i but or
and ar e opened by a can t hat i s t i med t o br eak t he ci r cui t at t he
exact i nst ant at whi ch each cyl i nder i s due t o f i r e. Thi s abr upt
st oppi ng of t he cur r ent f l owi ng t hr ough t he pr i nar y coi l i nduces a
vol t age i n t he secondar y coi l . Because t he number of t ur ns i n t he
secondar y coi l i s r nuch gr eat er t han t hose i n t he pr i nar y coi l , t he
vol t age i nduced i s al so r nuch gr eat er . Some newer engi nes have an
el ect r oni c i gni t i on modul e whi ch r epl aces t he br eaker poi nt s.
A CONDENSER i s connect ed acr oss t he br eaker poi nt s t o pr event
ar ci ng when t he poi nt s ar e opened.
- . l r **, o.
**i ?f
t +
@, &r q
i t t i t
+
3- l _4
THE DI STRI BUTOR, cont ai ns a r ot or , l ocat ed secondar y or hi gh
vol t age ci r cui t , ser ves as a sel ect or swi t ch t o
r r di st r i but er f
t he
hi qh vol t age cur r ent t o t he i ndi vi dual spar k pl ugs. The same dr i ve
shaf t operat es bot h t he breaker poi nt s and t he rot or.
The SPARK PLUGS, which extend
into the conbustion chanbers of
t he cyl i nder s, ar e connect ed by
heavy i nsul at ed wi res t o t he
di st r i but or . A spar k pl ug
consi st s essent i at l y of a r oet al
shel l t hat screl rs i nt o t he spark
pl ug hol e i n t he cyl i nder . ( See
f i gur e 3- 12.
)
Ther e i s a cent er
el ect rode ernbedded i n a
por cel ai n cyl i nder , and a gr ound
el ect r ode connect ed t o t he
shel l . The gr ound el ect r ode i s
adj ust ed so t hat t he space
bet ween i t and t he cent er
el ect r ode i s about O. O25 i nch.
l {hen t he hi gh vol t age i s sent t o
t he p1ug, i t
r r f
i r esr r . That i s,
an el ect r i c spar k
j unps
acr oss
t hi s gap bet ween t he el ect r odes.
ligre 3-U. Sectioul Vier of a typical spark plttg.
When t he engi ne i s runni ng, t he
el ect ri c current i n t he pri rnary ci rcui t f l ows f rom t he bat t ery
t hr ough t he swi t ch, t he pr i nar y wi ndi ng i n t he i gni t i on coi l , t he
br eaker
poi nt s, and t hen back t o t he bat t er y. The hi gh vol t age i s
produced i n t he secondary wi ndi ng of t he i gni t i on coi l and f l ows
t hrough t he di st ri but or rot or t o t he i ndi vi dual spark pl ugs and
back t o t he i gni t i on coi l t hr ough t he engi ne f r ane. I t i s
i nt erest i ng t o not e t hat t he hi gh vol t age, whi ch
j unps
t he gap i n
t he spark pl ugs, does not come f rom t he bat t FY, but i s produced i n
t he i gni t i on coi 1.
The el ect r i cal syst en shoul d r equi r e l i t t l e car e ot her t han r out i ne
mai nt enance as speci f i ed i n t he or dner s nanual . You shoul d keep t he
connect i ons t i ght ened and t he bat t ery t erni nal s covered wi t h a
I i qht coat i ng of pet r ol at um or Vasel i ne. The condenser , br eaker
poi nt s, and spar k pt ugs, shoul d be changed at t he i nt er val speci f i ed
i n t he oh, ner s manual .
A good r ul e t o f ol l ow i n l ocat i ng engi ne t r oubl e i s t o never make
more t han one adj ust ment at a t i me. St op and t hi nk how t he engi ne
oper at es, and f i gur e out t he pr obabl e cause of any i r r egul ar
oper at i on, l ocat i ng t he t r oubl e by el i ni nat i on. Remember t hat t he
cause usual l y i s a si r npl e one, r at her t han a nyst er i ous and
cor npl i cat ed one.
l g n r r NAL x u l r . or xc Po37
cEr i r ER
LEC t FOO
I I { SULATOR
CEI ' NI
Gr Sr r sEAr Sp^nx 6l r cnour o ELECTRoo
| | t suL r r on
ASSEI I BL Y
SHE LL
3
- 15
I XBOARD
-
OI I I BOARDS (I / O' sl . I / O' s have gai ned popul ari t y as t he
engi ne i s i nst al l ed i n t he st ern sect i on of t he boat l eavi ng more
unobstructed space in the boat. An outdrive goes through the
t ransom and down t he l ower uni t t o t he propel l er assembl y si mi l ar
t o t he out board dri ve. However t hi s does cal l f or one more angl e
t o t ransni t t he power t o t he propel l er and hence one more possi bl e
source of mai nt enance probl ems. The out dri ve usual l y goes t hrough
t he hul l at or near t he wat erl i ne and si nce t he l eg cannot be
I j - f t ed cl ear of t he wat er , i n most i nst ances, i t l eaves t he dr i ve
mechani sm i n t he wat er when not i n use. I n sal t wat er , T/ Ot s have
t roubl e wi t h t he part whi ch i s made of an al l oy of al umi num whi ch
i s subi ect t o el ect rol ysi s. Engi ne operat i on and mai nt enance i s
t he same as f or any ot her i nboard engi ne.
OUTBOARDS. Outboard engines have a wide choice of horsepower and
si ze, rangi ng f rorn 25 pounds t o si x hundred pounds i n wei ght , and
f r om 3 h. p. t o 3OO h. p. i n power . One engi ne bl ock at pr esent can
be i ncr eased t o 4OO h. p. capaci t y. Thi s gr eat r ange i n hor sepor der
and wei ght gi ves a ut i l i t y range f or most any appl i cat i on you may
need.
The advant ages of t he out board are ease of access f or mai nt enance,
I i ght er wei ght , t he abi l i t y t o change t he t i l t of t he engi ne t o
adj ust t r i m of t he boat , t he f act t hat i t can be t i l t ed up out of
t he wat er when not i n use savi ng t he ravages of const ant l y bei ng
i mmer sed, and t he capaci t y t o oper at e i n wat er shal l ower t han
convent i onal i nboar d boat s.
A wi de sel - ect i on of pr opel l er s ar e avai l abl e f or out boar ds enabl i ng
a cf ose ef f i ci ent t ai l or i ng t o t he needs of get t i ng t he most t hr ust
out of t he engi ne f or t he huI I t ype on whi ch i t i s used. Sever al
t ypes of cor r osi on f i ght i ng mat er i al s i nvol vi ng chr omat e bondi ng,
epoxy coat i ng, and acr yl i c enamel f i ni shes ar e bei ng used t o sl ow
down corrosi on t hus maki ng t hen more adapt abl e t o sal t wat er use.
3- t - 6
sruDv
QuEsrroNs.
1. I n t he spar k i gni t i on engi ne, f uel and ai r i s r ni xed i . n t he
2. The f uel i n a di esel engi ne i s i nt o t he cyl i nder .
3. What i gni t es t he f uel i n a di esel engi ne?
4. Li st t he oper at i ons per f or med by each of t he f our st r okes of a
f our st r oke cycl e engi ne:
1.
a
3.
4.
5. Li st t he oper at i ons
per f or med by each of t he t wo st r okes of a
t wo st r oke cYcl e engi ne:
1.
6. The exhaust val ve i s open at t he bot t or n of t he
st r oke on a 2- st r oke engi ne-
7. Li st t he mai n wor ki ng par t s of t he poht er syst em t hat t r ansr ni t
power f r or n t he cyl i nder s t o t he dr i ve shaf t .
B. The vaLves ar e opened bY
9. The
i s desi gned t o change rot arY t o
i nt er mi t t ent
r eci pr ocat i ng mot i on t o open t he val ves.
3- L7
10. The l ubr i cat i ng syst em i n an i nt er nal combust i on engi ne
del i ver s oi l t o t he movi ng par t s t o
and to
11. Mar i ne engi nes ar e cool ed by
12. what ar e t he par t s of t he i nduct i on ( f uer ) syst er n of a
gasol i ne engi ne?
13. f n t he gasol i ne engi ne, t he r at i o of t he f uel t o ai r mi xt ur e i s
cont r ol l ed by t he
L4. What i s a r i ch mi xt ur e i n a gasol i ne engi ne?
15. What i s a l ean mi xt ur e?
16. The pr ovi des
a r i ch mi xt ur e f or
sl - ow engi ne speeds and f or st ar t i ng.
17. A t ypi cal i gni t i on syst er n of a gasor i ne engi ne consi st s of
,
and
18. Li st t he component s i n t he pr i r nar y i gni t i on ci r cui t of a
gasol i ne engi ne.
3- t _8
l - 9. Li st t he cor nponent s i n t he secondar y i gni t i on ci r cui t of a
gasol i ne engi ne.
20. The hi gh vol t age
produced i n t he
t hat produces t he spark i n t he spark pl ug i s
3- 19

CHAT4IER 4
I{ARLTNSPIKE
gEAURilgfiTP
+IIRO,9UgEqOql.
The reading material for this lesson can be found in
the
'
following pages as well as the chapter on M?r*jr+egeih,
$efuane,,hip
,-
in the earlier editions of
,gFlFMn{, .P,trotiag,
9eaaanship, aad SaalJ' Boat EandlinE and in Section 3, Chapter 13
of t he l at er edi t i ons. The st udy quest i ons
at t he end of t hi s
l esson are based on t hese readi ngs.
!-ql*g* Of,
.FPPts.
Today t,here are three basic t149es of, rope
avai l abl e t o boat ers. They are nat ural rope, synt het i c rope, and
wi re rope, However, t here has been a great
shi f t away f rom t he
nat ural l l nes t o t he synt het i c ] i nes i n t he past f ew years. Once
rope is placed aboard a vessel- and/or put
to usr it is termed
Li ne.
NqtPraf
,Ililrp,,
Until the 1.950' s, there were six tlpes of natural
f i ber l i ne readi l y avai l abre f or use. ?hese were nani l a, si saL
cot t on, hempr Li nen, and
j ut e.
Ot t hese si x, mani La and cot t on
lines axe
Just
about the only ones whlch can be found in most
mari ne suppl y
gt ores
t oday. Because of t hi s, onl y mani l a and
cot t on wi l l be di scussed her e.
Manil.a line ig made from plant
fibers and is fairly Etrong and
durabl e. I t i s t he most popul ar of nat ural f i ber l i nes. f t s mai n
advant ages are: i t i s readi l y avai l abl e, rel at i ve i nexpensi ve and
l s very durabl e, Wi t h proper care, mani l a l i ne can l ast f or
years. I t has vi rt ual l y been repl aced, however, by synt het i c
llne for running rigging and other light use. Compared to
synt het i c f i ber l i ne, mani l a i s f ai r l y st i f f . I t s chi ef
di sadvant age i s t hat l t wi ] . l det eri orat e i f Bt owed wet , or
al l owed t o l i e out i n t he sun or f oul weat her, rt dri es easj -1y,
though, and is not very hard to maintain.
Cg! ! g+ l i ne has onl y about hal f t he st rengt h of mani l a l i ne. I t
i s most l y used by smal L boat s. Unl i ke ur ani l a, i L i s pl l abl e and
sof t t o t he t ouch, and w111 run srnoot hl y i n bl ocl t s. rt s mai n
di sadvant age l s t hat i t i s suscept i bl e t o rot . I t al so st ret , ches
qui t e a bi t l i ke some of , t he syn| het i cs.
FrqFhqFlc P*rr-rg.
synthetic line may look like natural fiber line
but there is a world of difference between
them. slmthetics
usual l y cogt much more t han nat ural f i ber 1i nr but t he
di f f erence i n pri ce i s
Eeneral l y
wel l wort h i t , The use of
synt het i ce i s vet y advant ageous,
synt het i cs can be st owed wet , and t hey ar6 al most i rnpervi ous t o
sal t , ai r, wat err and anyt hi ng el se t hat coul d dest roy nat ural
l i ne. t hey l ast an i ncredi bl y l ong t , i ne. They are t ougher
and st ronger si ze f or si ze t han
Just
about any ot her l i ne
mat eri al . synt het i cs can do anyt hi nE t hat f , i ber l "i ne can do and
do t he bet t er
j ust
about every t i me.
cH2
4- 1
Synt het i c l i ne needs hardl y any mad-nt enance, l o be surr i t
wi Lt det eri orat e when l ef t out i n t he weaLherr but t hi s rat e
of det er i or at l on i s f ai r l y sl ow. I t can al so mi l dew i f st or ed
wet . I f
gynt het , i cs
are gi ven t he care t hat i s usual l y
gi ven
t o f i ber l i ne, t hen t hei r l ongevi t y i s al most l l ni t l ess.
Al l synt het i cs t end t o un3. ay when t hey are cut , so care shoul d
be taken when cuttinE them. After cuttlng, you should
immediately whip them. Heat can heJ-p you a 1ot when whipping
synt het i c l i ne. For i nst ance, a soJ. deri ng i ron heLd agai nst
t he end of a nyl on l i ne wi l l mel t t he f i berg. When t he i ron
i s t aken dwal r t he mol t en mass wi l -I harden; gi vi ng you
a sel f -
contained whipping.
There are four types of synthetic J.ines in comnon use today.
They are nyl on, dacron,
pol ypropyl ene and pol yet hyl ene.
ItIgL$gg
has many characteristics that make it better than
any ot her t l pe of l i ne. Nyl on has t he hi ghest el ast i ci t y and
can absorb seven t i mes t he shock l oad of mani l a. For t hi s
reason, nyJ-on i s used ext ensi vel y f or moori ng and t owi ngr
l -i nes. Nyl on has hi gh abrasi on resi sLance arrd wi l l not rot
even af t er bei ng l ef t wet f or l onq peri ods of t i ne.
When compari ng l i ne of l i ke si ze, nyl on i s t wi ce as st rongr as
mani l a. I n ot her words, nyl on l i rre of smal l er di amet er can
be used when repl aci ng nat ural f i ber l i ne. As i n most
synthetic materials, nylon line is more expensive than
nat ural f i ber l i ne, but i n t he Long xun i t i s nuch cheaper,
I t i s sof t t o t he t ouch and ext remel y f l exi bl e. I t requi res
no breaki ng i n t o work out any st l f f ness, as regui red wi t h
mani l a and ot her nat ural f i ber l i nes.
El ast l ci t y, an advant age of nyl on, i s al "so t he mai n
dl sadvant age of nyJ-on l l ne. When i t reaches t he end of i Es
elongation, it will snap like a rubber band and become
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
(pol yest er),
on t he ot her hand, i s not el ast i c l i ke nyl on yet i t
has all of the other desirable qualities of nylon. Dacron line
does npt st ret ch much more t han mani l a l i ne, I t has great er
st rengt hr f l exi bi l i t y, and hi gher wear resi st ance t han
mani l a. I t , t oo, can be st ored wet and i s i rnpervi ous t o rot ,
or sal t l vat er. Dacron i s used a l ot f or al l runni ng ri ggl ng.
I n f act , i t has
j ust
about repl aced cot t on l i ne f or t hi s
purpose. Thi s goes hand i n hand wi t h t he f act t hat Dacron,
l i ke cot t on, i s f ai rl y l i ght i n wel ght .
Are,ned Fiber
(Kev1ar)
. This is a new fiber that combines
ensi onal abi l i t i es. I t l s expensi ve
and used mai nl y by t hose i n sai l i ng compet i t i on.
4- 2
Pol yet hyl ene and Pol vpropyl ene are t wo ot her t ypes of synt het i c
l i ne i n use t oday. They have si mi l ar pr oper t i es and, qui t e
under st andabl y, si mi l ar names. Compar ed t o t he ot her synt het i cs,
however, pol yet hyl ene and pol ypropyl ene l i ne have several
di sadvant ages. one i s l ow abr asi on r esi st ance. Anot her
di sadvant age i s t hat t hey are not as suppl e as t he ot her
synt het i cs. They have t he sane f l exi bi l i t y as mani l a.
Bot h t ypes of l i ne are very popul ar because t hey f l oat . They have
j ust
about r epl aced al l ot her t ypes of l i ne as wat er - ski t ow l i nes.
Pol ypr opyl ene di f f er s f r om pol yet hyl ene l i ne i n t hat i t i s act ual l y
st r onger when i t i s wet t han when i t i s dr y. AI so, i t i s not as
sl i pper y as pol yet hyl ene.
Wi r e Rope. Wi r e r ope i s not used ver y much by smal l boat er s. f t s
use i s gener al l y conf i ned t o r i ggi ng on sai l boat s and anchor l i nes
f or smal l boat s. f t s manuf act ur e i s si mi l ar t o f i ber and synt het i c
I i ne. I t i s made up of wound st r ands of wi r e, gener al l y over a
cor e, whi ch i s sor net i mes made of wi r e, but usual l y of f i ber . Usi ng
f i ber f or t he cor e of wi r e r ope gi ves i t f l exi bi f i t y and f or ms a
cushi on f or t he wi r e st r ands. Thi s pr ovi des t he wi r e r ope wi t h a
cer t ai n amount of el ast i ci t y or gi ve. Wi r e r opes ar e made i n f i ve
gr ades, whi ch ar e r el . at i ve t o st r engt h. These gr ades ar e, i n
decl i ni ng or der : i mpr oved pl ow st eel , pl ow st eel , mi l d pl ow st eel ,
t r act i on st eel , and i r on.
CARE OF LI NES. Li ne, ho mat t er what i t i s made of , needs car e at
al l t i nes. Even t he st r ongest synt het i c l i ne, i f abused, can
det er i or at e. Gi ven t he hi gh pr i ce of any t ype of l i ne t hese days,
i t i s a good i dea t o t ake car e of what you have, r at her t han l et i t
get r un down and r egui r e new l i ne. Her e ar e a f ew basi c mai nt enance
r ul es t hat wi t l keep your l i ne i n good shape i f you f ol l ow t her n
d
j -
l i gent l y .
Do not over l oad your l i ne. For l i nes of aI I t ypes, assume t hat
t he saf e wor ki ng st r engt h i s one- f i f ' t h i t s br eaki ng st r engt h. I n
ot her wor ds, i f t he br eaki ng st r engt h of a l i ne i s one t housand
pounds, t hen never subj ect i t t o a st rai n of more t han t wo hundred
pounds. What you ar e doi ng, i n ef f ect , i s savi ng t hose ot her f our -
f i f t hs or 8OO pounds f or an emer gency" I f your l i ne i s o1d or
wor n, make an al l owance t o t hi s one- f i f t h r ul e. f n ot her wor ds,
make i t one- t ent h.
pr ot ect
your l i nes agai nst abr asi on. Bot h t he out er and i nner
f i ber s of your l i ne cont r i but e equal l y t o i t s st r engt h. I t st ands
t o r eason t hat wor n l i ne i s weakened l i ne. Wher e l i ne i s subj ect
t o l oca} abr asi on f or i nst ance, when i t wi t l r ub agai nst a chock
pr ot ect i t wi t h chaf i ng gear , such as canvas wr apped t i ght ar ound
t he l i ne.
4- 3
Avoi d sudden st r ai ns on your l i ne. Li nes of a} l t ypes t hat ar e
st rong enough t o hol d up t o a st eady st rai n can be broken wi t h a
sudden
j er k.
Car e when wor ki ng wi t h l i nes i s ext r er nel y i r npor t ant .
St or e your } i nes pr oper l y. Nat ur al f i ber l i nes wi I I det er i or at e
qui ckl y i f not st or ed pr oper l y. They shoul d onl y be st or ed when
dr y, shoul d be wel l vent i l at ed, shoul d be pr ot ect ed agai nst di r ect
sunl i ght , and shoul d be coi l ed pr oper l y. The same r ul es appl y t o
synt het i c l i nes i f you want t o get t he best use out of t hem.
Synt het i cs, however , need not be gi ven speci al st or i ng car e ot her
t han keepi ng t hem out of sunl i ght and out of ext remel y hot
compar t ment s.
Al ways keep your l i nes cl ean. Di r t acLs l i ke sandpaper on bot h
nat ur al and synt het i c l i ne. I t i s an abr asi ve and i s danger ous t o
l i nes i f i t i s al l owed t o wor k i nt o t he f i ber s. Wash your l i nes
t hor oughl y wi t h cl ean wat er when i t becomes di r t y. And, of cour se,
al l ow i t t o dr y bef or e you put i t back i nt o use. Even t hough
synt het i c l i ne wi I I not r ot i f st or ed wet , you do not want t o
i nduce any mor e moi st ur e i nt o your st or age I ocker s t han necessar y.
A1ways mat ch your I i ne t o i t s use. For i nst ance, use t he r i ght
si ze l i ne f or t he sheaves i n a bl ock or puI l ey. Don' t f or ce t hi ck
l i ne i nt o a smal l chock. Mi susi ng your l i ne i n t hi s way can put
excess wear on i t .
Keep cher ni cal s of al l ki nds away f r om your l i nes. Nat ur al f i ber
l i nes can be sever el y damaged by exposur e t o chemi cal s. Though t he
r uLe books say t hat synt het i c f i ber l i ne i s i mmune t o damage f r om
oi l , gasol i ne, pai nt , t ur pent i ne, al cohol , and most ot her
chemi cal - s, be on t he saf e si de. Make i t a gener al r ul e t o keep
chemi cal s ahr ay f r om aI I ki nds of l i ne.
Avoi d excess wear . To avoi d wear , r ever se your l i ne end f or end
per i odi cal l y. Thi s wi I I di st r i but e t he wear mor e evenl y on your
l i ne and gi ve a l onger l i f e. For i nst ance, end- f or - end your anchor
I i ne at r egul ar i nt er val s, t he par t t hat i s r egul ar l y i mmer sed i n
wat er shoul d be subst i t ut ed f or t he par t t hat r emai ns dr y on deck.
Avoi d ki nks i n your l i ne. A ki nk i s t he r esul t of a l i ne t hat i s
r epeat edl y t ur ned or t wi st ed i n one di r ect i on. I f you have a ki nk
i n your l i ne,
9et
i t out i mmedi at el y and, f or cer t ai n, don' t put a
st r ai n on i t . A ki nk i n a l i ne i s l i ke t he weakest l i nk i n a
chai n.
Do not r un your l i nes over shar p angl es. Shar p bends i n a l i ne
decrease i t s st rengt h i n t hat spot . I f you have t o run your l i ne
over a shar p angl e, pad i t f or saf et y.
4- 4
LIXE USAGE, KNO{IS . HTTCHES . BErDS - Al{D SPLICES.
" Di ppi ng
t he Eye" on a
bol l ar d. Most moor i ng l i nes
used docksi de have an eye spl i ce
i n one end, whi ch nakes i t
conveni ent t o put t he l oop over
a bol l ard and snub t he l i ne t o
a cl eat on your deck. Thi s wi I I
wor] < f i ne unt i l anot her boat
comes al ong and uses t he same
bol l ar d f or a noor i ng l i ne. For
i nst ance, when you
use a bol l ard
for your bow line and the boat
ahead of you uses i t f or hi s
st er n l i ne. I f your
l i ne was
t he f i r st one on, t hen i t woul d
appear t hat i t woul d have t o be
t he l ast one of f . I n ot her
wor ds, t he eye of your l i ne i s
under t he eye of t he boat ahead
of you. You woul d have t o l i f t
of f t he ot her l i ne bef or e you
coul d l i f t of f your s. Thi s
coul d pr ove di f f i cul t t o do, but
not so i f you
" di pped
t he eyer ' .
The procedure i s si npl e. l , l erel y
t ake t he eye of your l i ne, move
i t up t hrough t he eye of t he
ot her l i ne ( you ni ght have t o
sl acken your l i ne t o do t hi s) ,
sl i de i t up over t he t op of t he
bol l ar d, and t hen pul l i t back
t hrough t he eye of t he ot her
I i ne. You have accompl i shed t he
j ob
wi t hout di st ur bi ng t he l i ne
of t he ot her boat ( f i gur e 4- 1) .
The SOUARE KNOT, ( f i gur e 4- 2)
or Reef Knot , i s one of t he most
common knot s f or
j oi ni ng
t wo
I i nes of equal si ze t oget her
wher e no gr eat l oad i s pl aced.
I t
j arns
up t i ght and i s hard t o
undo when gi ven gr eat st r ai n
and, i f one si de i s pul l ed
unevenl y, rni ght cause t he knot
t o f al l i nt o t wo hal f hi t ches.
Sguarc knot. Al so cal l ed reef knot.
4- 5
The BOWLI NE ( f i gur e 4- 3) , of t en r ef er r ed t o as t he
r r Ki ng
of
Knot srr, i s t he most used knot f or naki ng a t enporary l oop. I t i s
made wi t h a si ngl e l i ne, i s easy t o t i e, wont sl i p under l oad and
i s easi t y unt i ed. I t may al so be used t o
j oi n
t wo l i nes t oget her
by t yi ng t he of one bowl i ne i nsi de t he l oop of t he ot her.
Xake
loop
J
Undor and
ovcr 1t acl j
Up ttrrough end
enound back
Back dorn
through
The HALF HI TCH
(f i gure
4- 4) i s si mpl e and i s
used i n connect i on wi t h
nany ot her knot s. When
t wo hal f hi t ches are
used t oget her i t makes a
sl i di ng knot t hat wi I I
set up under l oad i n
t i ght ness i n di rect
r el at i on t o t he l oad. A
round turn with two half
hi t ches i s shown bel ow.
I t i s f ast and' easy t o
t i e. I t can be used as
a l ong t erm f ast eni ng t o
secure a l i ne t o a
pi l i ng.
Undcr rnd
OVGr
I t : et f
I t r { n
TI{O IIALF NITCI{ES
4- 6
The CLovE Hr TCH ( f i gur e 4- 5)
i s a basi c knot used t o
t empor ar i l y t i e a l i ne t o
pi l i ngs, et c. When a st r ai n i s
mai nt ai ned, t he l i ne wi I I not
sl i p. I t wi I I set up t i ght and
can be har d t o unt i e. When l ef t
sl ack af t er t yi ng, i t can wor k
I oose, So wat ch i t .
The TfI-{BER HITCH is a very
si mpl e, f ast and easy way t o
secure a l i ne t o l ogs and ot her
r ound obj ect s f or t owi ng. To
t i e, pass t he bi t t er end of t he
l i ne ar ound t he obj ect , over t he
st andi ng par t of t he l i ne, and
t hen wrap t he bi t t er end back
ar ound i t sel f 3 or 4 t ur ns. I t nay be f ol l owed by a hal f hi t ch or
t wo around t he obj ect t o gi ve i t al i gnment wi t h t he st andi ng part
of t he l i ne dur i ng t he t ow. When hal f hi t ches ar e used, t hey
shoul d be made f i r st .
Tl o a
Contl nuo ovor and under
for an addltlonal
3
or
A
tumu
Cl ove hi t cb.
ry
TIMEEN, HITCH
4- 7
The ROLLf NG HI TCH, or st opper knot , can be at t ached ar ound a l i ne
under st r ai n and used t o r nai nt ai n t he st r ai n whi l e t he ot her l i ne
i s bei ng r noved or f ast ened. I t can al so be sl i d al ong t he l i ne
under st r ai n by hand, but wi l l hol d when l oad i s on i t . You can
bend a l i ne on t o a spar or anot her l i ne at a r ni d- poi nt of t he spar
or l i ne. Sor net i nes used when conver t i ng a si ngl e t owl i ne i nt o a
br i dl e.
T1e a
hal:f hltch
Around agaln
cro33 0rror
flrst turn
passl ng
bet veon
t ho f l rst
turn
ROIIINC HITCH
The SHEET BEND, zBECKET BEND uses ei t her name and i s used t o t i ed
t wo l i nes of unequal si ze t oget her . Unl i ke t he squar e knot i t i s
easi l y unt i ed af t er st r ai n. The doubl e becket i s si mpl y an ext r a
t ur n agai n back under and t hr ough.
Back under 1t so1f onco
sl ngl e beckot bend
Aror.rnd agaln beck rrndor
doubl o becket band
SHggT EEND
BECKEf,
/
MUBLE
4- 8
SPLf Cf NG i s t he pref erred uret hod of perrnanent l y
j oi ni ng
t wo l i nes
t oget her and t o make a permanent
eye i n a l i ne. A spl i ce i s
st r onger t han a knot , hi t ch, or bend.
A Long SpI i ce or Shor t Sp1i ce can be used t o
j oi n
t o I i nes
t oget her . A l ong spl i ce does not i ncr ease t he di anet er of a l i ne
and i s used when t he spl i ced l i ne nust run over t he sheaves of a
bl ock" Whi l e t hi s spl i ce i s much neat er I ooki ng, i t i s not
descri bed here si nce i t i s harder t o nake, requi res consi derabl e
pr act i ce, and l ar ge amount s of l i ne.
To st art a SHORT SPLI CE, unl ay t he end of each rope about si x
i nches. Secure t he ends of t he t hree st rands wi t h t ape t o keep
t hem f rom f urt her unl ayi ng. l {i t h synt het i c l i ne t he ends of each
st r and can be f used wi t h a sol der i ng i r on. Al so t ape t he poi nt on
t he l i ne wher e t he unl ayi ng i s t o eease.
Marry t he t hree st rands f rom one
rope t o t he t hree of t he ot her,
much I i ke i nt er l ocki ng t wo
t r i pods. Tape or sei ze t he
uni on t oget her .
Bri ng one st rand f rom t he ri ght
si de over a st r and f r om t he l ef t
r ope and t uck i t ( t he r i ght
st r and) under t he next l ef t
st r and. Usi ng a f i d or your
f i nger s, separ at e a st r and on
t he mai n body of t he l i ne. Now
r un t he ni ddl e of t he t hr ee
t aped st rands under t hi s
openi ng. Sel ect t he one t o t he
l ef t of t he mi ddl e and go over
one st r and, separ at e t he next
st r and wi t h t he f i d. Now push
t he second t aped st r and i nt o and
out of t hi s openi ng. The r ul e
t o f ol l ow i s, t he next st r and
r r goes
i n" wher e t he pr evi ous
st r and
r r came
out r r . Not e t he t wo
st r ands i nser t ed so f ar ar e
i nser t ed agai nst t he l ay of t he
l i ne not wi t h i t . Al so, dt no
t i me i s mor e t han one i nser t ed
st rand comi ng out of t he same
openi ng.
I ^I hen t he spl i ce i s pr oper l y
st ar t ed, each of t he t hr ee
st r ands f r om each end i s secur ed
under a st r and on t he opposi t e
Snug up on what you have done and cont i nue t he process unt i l t he
t hree st rands f rom each si de have been t ucked a ni ni num of t hree
t i mes f or mani l a and f i ve t i mes f or synt het i c l i nes. Leave about
L/ 4 t o 3/ 8 i nch of st rand proj ect i ng. The somewhat l urnpy spl i ce
can be reduced i n di anet er by rol l i ng t he compl et ed spl i ce on t he
ground under f oot or put t i ng i t under t ensi on.
The EYE SPLI CE i s used when a pennanent eye i s desi red and nay be
made around any obj ect such as eye spl i ce t hi nbl e, st anchi on, or
si rnpl y made wi t hout anyt hi ng i n t he eye. To st art , t ape each of
t he t hree st rands t o keep t hen f rom unl ayi ng and unl ay si x i nches
or more of t he l i ne and prevent f urt her unl ayi ng of t he l i ne at
t hat poi nt by t api ng t here.
Det ermi ne t he si ze of t he eye, keep t he t urn of t he eye t owards you
and t he st andi ng par t of t he l i ne away f r om you, wi t h a f i d or
f i ngers separat e a st rand on t he st andi ng part of t he l i ne and run
t he mi ddl e of t he t hree t aped st rands under t hi s openi ng. Separat e
a st rand on t he st andi ng part t o t he l ef t of your f i rst t uck and
repeat st ep number one. Renember t he rul e, t he next st rand
rrgoes
i n: where t he previ ous st rand
rrcame
out ' r . Tuck t he t hi rd st rand
t hrough t he remai ni ng l ay on t he st andi ng part t hat has no st rand
under i t . Repeat t hi s process t hree or more t i nes naki ng sure t hat
no l ay on t he st andi ng part has t wo st rands under i t .
4- L0
STrOIIIXG LIIIE. Stowing
your line so it is ready for use can be done
i n sever al ways.
Coi l ed. Coi l i ng i s descr i bed i n det ai l i n Chapr nans.
Fl eni shed.
Fl erni shi ng i s a decorat i ve
net hod t o st ore a short
r"i f f i -Z?l i ne.
I t i s usual l y done on t he deck near a cl eat or
ot n6t f ast eni ng where t he l i ne was secured. I t can st ai n or cause
a di scol or at i oi of t he deck i f l ef t t oo l ong i n t he weat her .
Faked. t {hen you want t o l ay a l i ne on t he deck, i n i t s f uI I
f ei gt f i , so t hat i t i " ready t o f un out rapi dl y wi t hout t angl i ng, i t
shoul d be f aked down.
Ropc
Fakcd
Down
Rooa hilcd Down Rope Flcmished
Doilrr
4- 11
STUDY QUESTTONS.
1. The t wo t ypes of nat ur al f i ber r ope gener al l y avai l abl e i n
mar i ne suppl y st or es ar e and
2. The advant ages of nani l a l i ne ar e; i t i s
,
and
3. Mani l a l i ne wi l l
4. Cot t on l i ne has
i f st owed wet .
t he st r engt h of mani l a l i ne.
5. The f our t ypes of synt het i c l i ne i n cornmon use t oday are:
6. Because nyl on l i ne i s so el ast i c, i t i s used f or
and
I i nes.
7. Why i s nyl on danger ous at t i mes?
8. What ar e t he char act er i st i cs of Dacr on ( pol yest er ) I i ne?
g.
Dacr on di f f er s f r om Nyl on l i ne i n t hat i t i s not
10. What i s t he di f f er ence bet ween
pol yet hyl ene and pol ypr opyl ene
I i ne?
11, . Why i s f i ber used i n t he cor e of some wi r e r opes?
4- L2
L2. What ar e t he f i ve gr ades of wi r e l i nes?
L3. Li st t he t en r ul es f or t he
pr oper car e of l i ne.
L4. A Cl ove Hi t ch can be used t o make a
f ast eni ng t o a
Pi t i ng.
15. To t empor ar i l y
j oi n
t wo I i nes of di f f er ent di anet er s,
you woul d
use a
16. A i s pref erred when permanent l y
j oi ni ng
t wo
I i nes t oget her .
L7. A
i s used when a t emporary l oop i s desi red.
18. To secur e a l i ne t o a l og f or t owi ng,
YoU
woul d use a
L9. To secur e a l i ne t o a pi l i ng' on a l ong t er m basi s, t he saf est
f ast eni ng t o use woul d be a
20. Expl ai n uses of st opper / r ol l i ng
hi t ch.
4-L3
21, . when l ayi ng a l ong l i ne down on deck, where t he f urr rengt h
must be run out f ai rl y rapi dl y, t he l i ne shoul d be
22. when ni ght i t becone necessar y t o di p an eye on a bor r ar d?
23. A wi l l cause l ess reduct i on i n l i ne st rengt h t han any
24. Ti e t he f ol r owi ng knot s: squar e knot , bowl i ne, r ound t ur n and
t wo harf hi t ches, crove hi t ch, doubre becket / sheet bends, and
t i mber hi t ch.
25. Make an eye spl i ce.
4- L4
CIIAPTERS
BOATIIANDLING
F{TSODUCTIOI!.
The reading material for this lesson may be found ia the chapter covering Power
Crulser
Seamqtrshin
in the earlier editions and in Sectiop
l.,Clepteq
9 of the later editions of
The student should read this sntire
ch4ter paying particula attentim to the topics and sub-topics in the following study outline.
STI]DY OUTLINE
Basic,Principlpp
qt Bo,qt Handliqg
Efrect of wind and Current
Rigbt and I.ft"I{and Propellen
Howthe PnopellerActs
Suction and fischarge Screw Cunents
Uneqrnl Blade Thrust
HowaRuderActs
Propeller Cunent's Action on Rudder
Response of Boat to Rudder and hopeller
No Way On, kopellerNd Trunlng
No Way O4 hopellerTuningAhead
Wi& Headnay, Propelltr Tirming Abad
With Headway, hopeller Rovorsing
with Rudderto Port
No Way 04 FropellerReversing
With Stemway, Propeller Revening
Basking With Left Rudder
Backing With Rudder Amidships
Backing wi& Nght Rudder
Steering While Backing
With Sterquay, hopeller Tuning Ahead
Turning in close
Quarters
BacldtgAround a T[rn
Backingto Port Fron a Slip
Lcaving a Mooring
When There Is Wind or Current
Picking Up a Mooring Under Power
cH2
5"1
F9FF,
rinepjgd
Their
ueq
Terni nol ogy
Moori ng a Boat
Two Lines on One PiLe
Heavi ng -ti nes and Monkey' s Fi sts
Usi ng Spr i ng Li nes
Gaing Ahead on a Spring
Ahead on an After Spri ng
Reversjng on a Spring
L,sa.ri nq at a, Pier
Wi nd or Cur r ent Par al l el t o Ber t h
Landings Downwind or With Current
When Boats Li e Ahead and Astetn
Using Wind or Current
Bal anci ng Current Agai nst Propel l er Acti on
Landi ng on the Leeward Si de
Bow Li na Fi rst
Ilolding with One Spring
DoubJing the Spring
Landi ng Starboard Si de to Pi er
9e!tiqs.
cl?+f otr a.
.Bp,th
With Wlnd or Current Ahead
From a Wi ndward Berth
Wi th Wi nd or Current .A,stern
Backi nE Around
Turni ng i n a Berth
Turning With Power
Make Use of Fender s
Maneuverinq at sl.ipe in Tiqht Orrarterg
A Ber t h Bet ween Pi l es
Usi nq Spri ngs to the Pj l es
'
Nproaching
Upwind
Get t i ng CLear of a Pi l e
Maki ng a Ti ght Turn
5-2
Handling Trrin-Screw Boats
Basi c Tur ni ng Uaneuver s
One PropeTTer Going Ahead or Backing
Response t o Rudder Whi l -e Backi ng
St eer i ng Wi t h The Thr ot t l es
Turni ng i n a Boat ' s Lengt h
Docki ng a Twi n- Scr ew Boat
Usi ng Spr i ngs Wi t h Twi n- Scr ews
Ot her Twi n- Scr ew Manuever s
5- 3
STUDY
QUESTIONS
l - . The par t of t he cur r ent t hat f l ows i nt o t he pr opel l er
i s cal l ed
2. when a r i ght handed pr opel l er i s t ur ni ng cr ockwi se, t he boat
wi l l go
3. on a mot orboat , t urni ng t he st eeri ng wheel t o st arboard gi ves
the boat rudder and throws the stern to
and t urns t he boat t o
4. The st er n of a si ngl e scr ew boat wi t h a l ef t handed pr opel l er
t ends t o go t o t he
r ever si ng.
when t he pr opeLl er
i s
5. When a boat s r udder i s put over , t he st er n i s ki cked
6. when backi ng an i nboar d, wi t h a si ngl e r i ght hand pr opel l er and
r udder ami dshi p, t he st er n wi l l t end t o move t o
7. FoUR moor i ng l i nes t hat may be at t ached t o t he bow of a
boat f or dock moor i nq ar e:
B. The f our l i nes t hat may be used as spr i ngs ar e:
9. The moor i ng l i ne t hat keeps t he boat f r om goi ng ahead i s t he
10. To spr i ng i nt o a dock, use a spr J. ng,
and go ahead sl owl y wi t h t he rudder t urned
5- 4
I I, Getting away from a dock, when the boat is being set into it by the wind generally
requues usmg an
12. Backing on a forwurd quarter spring on the port side, the bow will
13. A forward quarter spring line leads forward from the
,. ,, _
to the
14. A 4 to 6 foot long plank hung horimntally on the side of the o-oat and backed with
is called a
15, By going atread on one engine while the other reverses, a twin screw boat can be
16. A twin-screw boat is stopped by reversing its propellers, but uulike a single-screw
vessel, this will usually not
cH2
5-5
























This Page Left Intentionally Blank
































5-6
CHAPTER 6
IINAVY WEATHER
UffSgpUpT[ON.'
The reading material for this lesson can be found in the fotlowing
pages as well as the section
Eopt
Ilandlihg Unilgr. Adver$e Cpn$itipns in the clmpter
on
iggqg
in the emly edition of CIIAPIVIAN Pilotine.
SeF4ppns.hip and Sqgllf Bpat Hnndlins and in Seqfio4
,3.
Ch.nntpr
1,1
of the later
'
editions. The study questions at the end of the lEsson are based oo these readings.
Tlre best advise for someone considering going out in a boat in rough weather is don't. If
you have a choiceo sray in a sheltered harbor until the weatlret clea$. You will never
reset it. Many boatnan, however, thmugb no fault of their owrr, do not have a choice.
Along the coast and even in inland waferways, squalls can develop strddenly with little or
no warning. Cruising men making long passages often find themselves faced with
prolonged stormy weather and not arough time to make it to a safe refuge before a storm
strikes. Even today, when weather forecasting is faidy accurate, a sudden change in
oryected weather pattiems can catch boaters offshore at the mercy of wind and wave,
Your best bet is to prepare yourself for heavy weather operations in advance, Knowing
what to expect and the capabilities of your boat oan go a long way in an emef,gency.
Self-confidence is the name of the gafr in bad weather, and this quality can only be
obtained through knowledge and experienee.
Tlrere axe ilFrry facts about the wind, water, and yor,u boat that you can leanr. But in
practice many things can happen that are impossible to prepare for such things as sudderr
shifts in the wfuid, freak waves, etc. Because of this, you must ty to keep a clear head at
atl times;
paoic can only compound difficult situations, corunon sense can often solve &e
most complicated problems, Knowing something about the challenges you must face can
grve you confidence. That is the pu{pose of this lesson.
Ir this lessoq some of the principles of waves and wind will be covered. Beeause
boating conditions anc so variable, however, depending as they do on location, time of
year,
the
0?e
of boat being used, and scores of other factors, you should study other
souroes as well to really get a feel fot what you might be up against.
W4{q }VAYS$. Nearly all waves are caused by the
wind blowing over the surface of
the sea" Wind blowing over the surface of the watel will cause wavs. The longer and
sfonger the wind blows, the higher the waves. If the wind blows in the sanre direstion
for a long period oftime, the waves will tend to run in the sanre direction,
cH2
6-l
If the wind direction should change for a period of time, the watsr wiil be
turbulent. Then the ditection of the wayes will begin to confonn to the new
direetionof the wind.
There are two other basic type$ of waves that are not created by wind. They
are TIDAL waves and SEI$MIC waves. More about these later.
There are many different characteristics of waves. To fasilitate study,
oceanographers have come up with what they call an
"ideal
w&ve.' The
anatomy of an ideal wave can be soen in figure 6-1.
f,'rgure Gl.-Measurlng this ideal wave. The lenglb lr measurcd from crest to crest and
the hcight ls mearured from trough to crest The period
is tbe amount of tine lt takcs two
crcsts to pass s given polnl
As you can see, there are several ways wavcs are described. There is height
lengllr" period and slope.
The HFI9Hil is the distance from the trough to the crest measwed vertically.
The maldmum height of a wave is hard to pin
down. It really depends upon
whonr you talk to. Waves in excess of a hundred fu have been reported, but
most oxperts concede that about fiffy feet is more likely. It is possible
that
waves in a cross see, when two or mone wave systems sonverge from different
directions, probably have even greater height. But the question of height is
academic for the most part; the highest
wave, unless it is breaking, is no more
dangerous than the third or fourth highest wave as far as a small boatrran is
concerned. A sailor used to inland waterways would probably find any wave
over five feet in height frightning.
The
I,FNGTII
of a warre is the distance between two consecutive
gests.
Ths
greatest length that has been measued is ovpr 2,700 feet.
6-2
The PERI OD of a wave i s t he t i rne i t t akes t wo crest s t o pass t he
same poi nt . I t st ands t o reason t hat t he l onger t he l engt h, t he
I onger t he per i od; but of cour se, f ast er novi ng wave syst ens do not
al ways obey t hi s rul e. Wave speeds f or t he most part average about
30 n. p. h.
FETCH is another inportant
consi der at i on f or wi nd gener at ed
waves. The arnount of
nf
et ch[
wi l l have a di rect i ropact on t he
si ze and char act er i st i c of t he
waves. Fet ch i s t he
uni nt errupt ed expanse of wat er
over whi ch t he wi nd operat es.
The l onger t he f et ch, t he more
ef f ect t he wi nd can have over
t he hrat er. I l l ust r at ed i n
f i gur e 6- 2 i s a body of wat er
wi t n a passage f ormed by an
i sl and t o t he east and one t o
t he west , 20 r ni l es apar t . I f
t he wi nd were bl owi ng f rom t he
east or t he west , t her e woul d
onl y be a f et ch of 20 mi l es. The
wat er woul d onl y be af f ect ed by
t he wi nd over a shor t di st ance.
But i f t he wi nd were bl owi ng
f rom t he sout h or nort h, t he
f et ch woul d be much gr eat er . The
wat er woul d be af f ect ed bY t he
wi nd over a l ong di st ance and
t he waves couLd r eal l y bui l d up.
I f you added an opposi ng t i de t o
a l ong f et ch,
You
woul d have a
t ough condj - t i on i ndeed.
The SLOPE of t he l rave i s t he
angul ar measur e f r om t he t r ough
t o t he cr est . ( See f i gur e 6- 3. )
No<nl
floRr rzfcH
?AAt\cf-
Fignrrr $Z-Thc frtch of r wrvc.
T
\
H
\)
3
{
STORITT TIDE T{AVES, dS thCY ATE
]T?q,6'fl
gener al l y cal l ed, ar e associ at ed
t i t n t ropi cal hurri canes. They
Frgurc F3. -Thc dopc of I wrv' ' Sl opr i r
are
,
in real ity
,
caused by the
mcrgrred in dcgrccr'
t r opi cal st or m wi nd r at her t han
t he t i de. The wi nd f r om t he st or m, dr i vi ng t he wat er bef or e i t ,
can bui l d up a gr eat wal l of ht at er . When t he t i Cl e shi f t s, t hi s
wal l of wat er i s r el eased and a huge ht ave i s f or med. Ever y f ew
year s a st or m t i dal wave wi l l dest r oy many mi l l i on dol l ar s of
beachf r ont
pr oper t y i n t he t i ne span of a coupl e of mi nut es.
CPEST
6- 3
SEI SUf C WAVES are somet i mes i ncorrect l y ref erred t o as t i dal waves.
They are commonl y cal l ed
"Tsunami sf r.
These waves are caused by
ear t hquakes, vol cano er upt i ons, and di sl ocat i ons under t he ocean
f l oor . Thei r hr ave l engt hs ar e usual l y ver y l ong, f or i nst ance,
sever al hundr ed r ni l es, and sur pr i si nql y enough t hei r hei ght s
ar e
al so ver y l ow. A sei sni c sea wave wi l l do ver y l i t t l e damage t o
anybody out i n t he open ocean. When i t get s cl ose t o shor e,
t roubl e begi ns. When i t reaches shal l ow wat er, t he wave becomes
shor t and much st eeper . The cl oser i t get s t o shor e, t he hi gher i t
becomes unt i l i t s crest breaks and i t crashes t o t he beach.
TI DAL WAVES are generat ed by t he gravi t at i onal puI I of t he sun and
moon. These waves occur i n pl aces wi t h where t here i s a huge
di f f er ence i n hei ght bet ween hi gh and l ow t i des. When t her e i s a
r api d r i se of t he t i de, an i ncomi ng wave i s gener at ed. An out goi ng
wave i s f or med wi t h t he r api d f aI I of t he t i de.
SWELLS are waves t hat were ori gi nal l y generat ed by t he wi nd but
cont i nue t o exi st l ong af t er t he wi nd has di ed down. f n ef f ect ,
swel l s ar e dyi ng hl aves. You wi I I gener al l y f i nd swel l s i n ar eas
wher e t her e ar e l ong f et ches. They or i gi nal l y begi n i n a st or m
ar ea when f i er ce wi nds ki ck up t he waves. Af t er t he wi nd <l i es
down, t he waves wi l l cont i nue oD, pr ovi ded, of cour se, t hat t hey
meet no obst r uct i ons. The passage of t i r ne and di st ance r educes
what once mi ght have been huge br aves i nt o smoot hl y undul at i ng
swel l s. But don' t be f ool ed t hey can be danger ous agai n. When
swel l - s r each shoal wat er , t hey wi l l be t r i pped up by t he bot t om and
i f condi t i ons ar e r i ght t hey can easi l y become danger ous SURF.
SURF. Waves t ur n i nt o sur f as i t near s t he shor e. Cont r ar y t o
popul ar opi ni on, t he par t i cl es i n a br ave do not r eal l y move i n a
hor i zont al di r ect i on. Oceanogr apher s have di scover ed t hat t he
par t i cJ- es of a wave act ual l y t r avel i n a ci r cul ar pat h or bi t i ng
ar ound t he axi s of t he wave. As t he wave near s shor e t he bot t om of
t he wave begi ns t o t ouch t he ocean bot t om. When t he wat er dept h
f al l s bel - ow appr oxi mat el y one hal f of t he wave t engt h, t he bot t om
of t he wave wi l l - be sl owed by t he ocean bot t om. At t he same t i me,
t he t op of t he hrave cont i nues on at t he same speed t he wave was
or i gi nal . l y t r avel i ng. The angl e of t he f or war d sl ope of t he wave
wi l I become gr eat er and gr eat er unt i f i t f i nal l y r eaches 90
degr ees. The wave cr est wi l l f al l f or war d i nt o t he t r ough i n f r ont
of i t and you wi l l have sur f . Br eaki ng r r t aves and sur f ar e much
st r onger t han non- br eaki ng I daves.
Br eaki ng waves and sur f can be br oken down i nt o t wo cat egor i es;
pl unger s and spi l l er s.
A PLTI NGER i s t he pr oduct of a l ong gr ound swe1l cal l ed a t r ochoi dal
wave. Tr ochoi ds ar e gener al l y ver y l ong and ver y l ow. They ar e
waves t hat ar e a l ong di st ance f r om t he poi nt wher e t hey wer e
or i gi nal l y gener at ed. On t he beach, pl unger s r i se up and cr ash
f or war d, cr eat i ng a t hunder ous noi se.
6- 4
SPI LLERS,
on t he ot her hand, ar e t he r esul " t of cycl i cal naves'
Si ck- out s ar e shor t choppy waves t hat have been f ai r l y r ecent l y
f or med by t he wi nd. spi t t er s ar e
j ust t he opposi t e f r om
pl unger s'
They br eak
qui et l Y and gent l y"
WAKES.
One wave t hat i s very
danger ous
f or sr nal 1 boat s i s t he
wal <e caused bY a mot orboat -
I f
mor e
peoPl e et er e mor e car ef uI
about wal <es, t here woul d be f ar
f ewer acci dent s on t he wat er .
Power boat s
Produce
t wo ki nds of
waves: t he bow wave and t he
st er n wave ( see f i gur e 5- 4) .
The bow wave sPr eads di agonal l Y
ar^ray f rom t he bow. The st ern
waves f ol l ow
t he boat
t r ansver sel Y.
The ext ent of a
boat ' s
wake i s a f unct i on of her
wat er l i ne
l engt h, di sPl acement ,
and sPeed. The st er n t r ave i s
t he one t hat i s most danger ous
t o ot her cr af t , but i t i s al so
danger ous
t o t he boat t hat i s
" a, r i i ng
i t i f t hat boat i s i n
shal l ow
wat er . The wat er t hat
i s bet ween
t he shoaL bot t om and
t he bot t om of t he boat wi l I
bui Ld uP on ei t her si de of t he
st em. i ne st er n wi l l t hen si nk
deeper i nt o t he t r ough and get
even cl oser t o t he bot t om. I n
a si t uat i on
I i ke t hi s, sPeed
shoul d be r educed i r unedi at el y'
t he amount of super st r uct ur e
of a boat ,
a boat , t he st r engt h and di r ect i on
of
and di r ect i on
of t he cur r ent .
Figure H.-Bow and Jtem wayct. The tt rn weve ir
dte mort dangerour of thc two.
/
\
\ , , ^
N^=
CROSS SEAS. Ot her t ypes of waves t hat can be dangerous t o smal l
boat s ar e cr oss seas caused, by a var i et y of f or ces' A t i dal
cur r ent ,
meeLi ng an opposi ng wave syst en head on, or at an angl e,
can cr eace an
" . t i f
cnop. f wo wave syst er ns f r om di f f er ent sour ces
t hat meet at an angl e can have t he same ef f ect . sudden shi f t s i n
t he wi nd can
" t . . "
a si t uat i on
wher e t he wi nd wi l l be bl owi ng
agai nst oncomi ng waves, t ossi ng t he sea i n aI l di r ect i ons.
Bot h wi nd and
cur r ent
af f ect t he movement of a boat ' How r nuch i s a f unct i on of
t he amount of underbody of
t he wi nd, and t he st r engt h
6- 5
The arnount
f l at bot t om
of ef f ect
and l ess
wi - l l be gr eat er
i f t he boat has a
i f t he boat
deep dr af t .
has a shal l ow
( Fi gur e
6- 5.
)
Figure &S.-Draft maker r big differcncr in regard to lccwqT. Bort A, becaur of hcr deep hult,
-
will notrnatr er much lecwry wfion tfrc wind ir rbcsm rr Bort B.
A st rong wi nd bl owi ng broadsi de t o a boat t hat has l ow f reeboard
and ver y l i t t l e super st r uct ur e ( a l ow- pr of i l e boat ) wi I I not have
ver y much ef f ect on t he maneuver i ng of t hat boat . on t he ot her
hand, t her e wi l l be a consi der abl e ef f ect on a boat t hat has a hi gh
f reeboard and hi . gh superst ruct ure. Wi t h t he st rong wi nd bl owi i g
br oadsi de t o, t hi s t ype of boat wi l l have consi der abl L di f f i cul t i ;
maneuver i ng.
Cur r ent has
shal l ow boat
equal I engt h
st r onger t he
t he shape of
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.
t he same ef f ect . A cur r ent movi ng br oadsi de t o a
wi l l gi ve t hat boat l ess dr i f t t han anot her boat of
but a deep dr af t . f t goes wi t hout sayi ng t hat t he
wi nd or cur r ent , t he gr eat er i t s ef f ect , r egar dl ess of
t he boat .
6- 6
The di r ect i on f r om whi ch t he
wi nd or current rneet s a boat
al so
gover ns i t s ef f ect : f r om
dead ahead, t he ef f ect i s
I ess t han f ron t he quart er,
whi ch i s l ess t han f ron
br oadsi de. The r eason? A
boat headi ng i nt o t he wi nd
shows l ess
Pr of i l e
t han one
runni ng at cross angl es t o
t he wi nd.
( See f i gur e 6- 7 - \
f t i s vi r t ual - l Y i nPossi bl e t o
I ook at any boat and
det ermi ne
exact l Y how nuch i t
wi I I be af f ect ed bY
t he wi nd and cur r ent .
by exper i ment i ng
wi t h
boat i n al l condi t i ons
you be abl e t o come uP
accur at e est i mat es.
The ef f ect of wi nd and
current are rel at ed t o each
ot her as wel l . A st r ong wi nd
act i ng on a boat f rorn one
di r ect i on
and a st r ong
current act i ng on a boat f rom
t he opposi t e di r ect i on can
cancel each ot her out - A
boat
wi t h a hi gh
superst ruct ure
and shal l ow
dr af t can dr i f t
qui t e a l ot
i n a shor t
Per i od
of t i nr e i f
i t i s conf r ont ed
wi t n a
st r ong
wi nd and a st r ong
current
f rom t he same
di r ect i on.
OnI y
your
wi l l
wi t h
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.
A
z
=
6- 7
Fr om t he f or egoi ng, i t can be seen t hat t he ef f ect of wi nd and
current on a boat depends upon:
1
2
3
4)
5)
6)
7)
The st rengt h of t he wi nd
The st rengt h of t he current
The l engt h of t he boat
The superst ruct ure of t he boat
The f reeboard t he boat
The draf t of t he boat
The di r ect i on of t he wi nd i n r er at i on t o t he headi ng of
t he boat
The di r ect i on of t he cur r ent i n r er at i on t o t he headi ng
of t he boat
The di r ect i on and st r engt h of t he cur r ent i n r er at i on t o
t he di r ect i on and st r engt h of t he wi nd.
8)
( e)
SURF OPERATI ON. As t he surf ers have f ound, al l i ncomi ng hraves are
not t he same but r un i n a ser i es cal l ed
r r set sr r .
Thi s means t hat
t he bi g ones have sever al smal l er ones i n bet ween. Under st andi ng
t hi s, i s ver y usef ur when t r yi ng t o oper at e i n t he sur f ana
par t i cul ar l y when t her e i s a wave bui l d up t o sur f condi t i ons i n a
har bor channel .
Bef or e r unni ng i nt o t hi s condi t i on, st and of f and count t he waves
bet ween set s, t hen t i me your oper at i on t o t ake pl ace af t er t he bi g
one and bef or e t he next bi q one. Thi s r equi r es exper i ence and a
r i mber neck, or ast er n r ookout , as wel l as eyes i n t he back of your
head t o wat ch what i s comi nq up ast er n.
when goi ng down t he f r ont of a wave t he wat er at your st er n i s
goi ng t owar ds your bow whi l e t he wat er at your bow i s goi ng t owar d
your st er n. Thi s makes i t ver y easy t o swi ng si deways t o t he wave
and br oach. That i s, t he boat r ol l ed over on i t s si de.
obser vat i on and exper i ence wi l l show what can and what cannot be
done wi t h a par t i cul ar boat and gi ven condi t i ons. Do not t r ust t o
I uck and bet t er yet st ay out of sur f i t can be deadl y!
HEAVY WEATHER OPERATTON. when you are caught out in hiqh wind
and/ or seas, t her e ar e ext r a danger s you must pr epar e f or . r f r ef t
t o i t s own devi ces, a boat wi l l nor r nar l y f ar l i nt o a t r ough. when
t he wi nds ar e st r ong enough and/ or t he seas hi gh enough, t hi - s
act i on can cause a BRoAcH. As l ong as you can maneuver , you need
t o keep t he bow poi nt i ng i nt o t he wi nd/ seas. I nst ead of r unni ng
f f
head- onr r
,
t r y r unni ng at an angl e, of up t o 45 degr ees, t o t he
waves.
The danger comes when you can no l onger mai nt ai n headway. Thi s i s
when a BRoAcH becomes possi bl e. To pr event
t hi s, you can ut i l i ze
a Sea Anchor as descr i bed be1ow.
6- 8
Anot her scenar i o i s when you ar e r ul r ni ng bef or e t he sea- As t he
wi nd/ waves hi t your st ern, t he boat has a t endency t o YAW. That
i s, t he st er n goi ng f r om si de t o si de. St eer i ng becor nes ext r er nel y
Ai i f i cul t .
yoi . r
f i ; d your sel f t ur ni ng t he wheel f r or n si de- t o- si de
t r yi ng t o of f set t he st er n' s mot i on. I f t he yawi ng i s not kept
under cont r ol , t he boat can agai n br oach-
Ther e ar e sever al t echni ques f or keepi ng t he
yawi ng under cont r ol .
AI I r equi r e cont i nual change of t hr ot t l e set t i ng. When r unni ng
bef or e t he sea, t he best posi t i on f or t he boat i s on t he
r r back
si de' r of t he hrave. The speed of t he boat shoul d be adj ust ed t o
keep t he boat i n t hat posi t i on on t he wave i f possi bl e- Ther e ar e
t i nl when you wi l l f i na
your sel f on t he f r ont of t he wave. I t i s
t i ke raci -ng down a ni r r and a broach becomes a di st i nct
possi bi l i t y. The r el at i ve not i on of t he wat er past t he r udder
decr euses under t hese condi t i ons and t her ef or e has l ess ef f ect .
Less r udder ef f ect , t he mor e di f f i cul t y i n keepi ng
yawi ng under
cont r ol . Speedi ng up t he engi ne, t o i ncr ease
your
t r down
hi l t r un| l
and i ncr eai e r udder cont r ol , i s a possi bi l i t y. Ther e i s al so
anot her danger wi t h t hi s act i on. As you r each t he bot t om of t he
wave, i f t h; speed i s t oo gr eat , t he bow can di g i n and t he st er n
be t i f t ed up i nd over by t he f ol l owi ng bt ave. Thi s end- over - end
f I i p i s cal l ed PI TCI {POLI NG.
To assi st
you i n keepi ng
yawi ng under cont r ol whi l e r unni ng bef or e
a sea,
you can use a DROGUE as descr i bed bel ow'
THE SEA AI {CHOR
(DROGUE). The sea anchor, or drogue, i s used. t o
=I " * t h" d. i f t of a boat and t o hel p cont r ol t he boat i n r el at i on
t o t he di r ect i on of t he waves. Al t hough t hey ar e r eal l y t he sane'
t he t er m
t r sea
anchor r t i s used when i t i s connect ed t o t he bow of
t he boat . when connect ed t o t he st er n, t he t er m
r r dr oguef l
i s used-
I n heavy weat her , t hey ar e usef ul t o sai l boat s and power boat s
al i ke. Dependi ng upon who you t al k t o, t hese devi ces ar e hi ghl y
ef f ect i ve or wor t h not hi ng. An ent i r e book coul d be wr i t t en about
t hei r l i mi t at i ons.
But when you ar e out i n t he ocean i n a t er r i bl e
st or r n and al l el se has f ai l ed,
you wi l l pr obabl y be wi l l i ng t o t r y
one" Regar dl ess of t hei r nany det r act or s, sea anchor s and dr ogues
have hel ped count l ess sai l or s over t he year s. ( See f i gur e 6- 8
) '
HrscewooP
5r/lveL
S,|AALJ-
\'tc*
hI.flSN
?q 6q
WI?E 6QD
WIVEL
iRFaNlq
LrN E
Fi gur e &8. - A coni c sea anchor
( dr ogue) .
Thi s i s t he mosl commonl y seen t ype.
rcMNG
UNE
-7-
6- 9
The cl assi c sea anchor i s const r uct ed l i ke a cone. The anchor
i t sel f i s made of canvas or ot her cl ot h shaped l i ke a bucket open
at bot h ends. The ends ar e hel d open i n ci r cr es by hoops. i ne
wi de end f aces t oward t he boat and t he narrosr end f aces away f rorn
t he boat . A cabr e i s at t ached t o t he anchor by a br i dl e t o t he
wi de end and a t ri ppi ng l i ne i s at t ached t o t he narrohr end. The
purpose of a sea anchor so const ruct ed i s t o keep t he bow of t he
! oat - headi ng
i nt o t he seas. Thi s pr event s t he boat f r or n f al l i ng
i nt o t he t r ough and possi bl y
br oachi ng. A boat l yi ng t o a =" i
anchor i s maki ng reeway, but not as much as she woura i r she were
dr i f t i ng f r ee.
Swrve-t*-
NMrosl
6q
6,l.stvAS
L
t*o"..,
cftgsBAr?5
Fi gure S9. -Crosbar. t ype sea anchor.
As wi t h a r egul ar anchor , a l ong I i ne shoul d be used wi t h t he sea
anchor . Thi s wi l l ni ni ni ze any snappi ng as t he boat sur ges. when
t he sea anchor i s r i gged, i t shoul d be i nvi si bl e but not mor e t han,
sdy, 15 f eet ber ow t he sur f ace of t he sea. chai n or wi r e r ope
shoul d never be used f or t he sea anchor as t hey woul d si nk t he
anchor t oo l ow t o have any ef f ect at al l .
The t heory of a sea anchor makes i t seem very easy t o st rearn and
ver y easy t o handl e. r n pr act i ce, however , i t i s ver y di f f i cul t t o
handr e and i s har d t o cont r ol . . As you can see, a t r i ppi ng r i ne i s
at t ached t o t he nar r ow end of t he cone. The pur pose of t hi s l i ne
i s t o enabl e you t o cor J. apse t he sea anchor by pul l i ng on i t .
you
shoul d t hen be abl e t o pul l i n t he ent i r e assembl y. The pr obl em
i s
t hat t he t r i ppi ng l i ne can become t angl ed wi t h t he t owi ng l i ne and
event ual l y col l apse t he sea anchor al t by i t sel f . You coul d have
a mess hangi ng f r om your bow t hat wi l I l ose i t s ef f ect i veness.
Somet i mes an oi l bag wi l l be at t ached t o t he cabl e
j ust
af t of t he
sea anchor . The ef f ect of t he oi l seepi ng f r om t he bag i s t o
cr eat e a sl i ck on t he waves si nce oi l i s l i ght er t han wat er and
wi l l r i se t o t he sur f ace. The oi l sl i ck wi l r cut down on t he
amount of br eaki nq wat er i n f r ont of t he boat .
6- L0
I f you do not have a r egul ar sea anchor , you can const r uct one i n
an emer gency. An ol d bucket wi l l do i n a pi nch, ds wi l l a l ar ge
basket ,
- deck
chai r s, dD i ce Chest , a wooden cr at e, or even a wi de
board f ast ened t o a l i ne wi t h a bri dl e at t ached t o t he f our
cor ner s. Even a S$t amped di nghy, f ast ened secur el Y, can be used f or
a rnakeshi f t Sea anchor. Just remember t he purpose of t he sea
anchor when you are bui l di ng i t t hat i s t o creat e drag whi ch
wi I I keep t he bow poi nt ed i nt o t he seas, cut dri f t and provi de
di r ect i onal st abi l i t y f or your boat .
When runni ng bef ore t he seas, t hi s same devi ce i s cal l ed a DROGUE-
Agai n, i t s
pur pose i s t o pr ovi de di r ect i onal st abi l i t y, t hi s t i me t o
keep t he yawi ng under cont rol . t l i t h i t st reamed f ron t he st ern,
t he possi ni f i t y of BROACHI NG or PI TCHPOLI NG i s ni ni ni zed.
An al t ernat i ve t o a drogue when runni ng bef ore a sea i s t o t ow a
f f ARp. A warp i s a l ong l engt h of heavy l i ne wi t h not hi ng at t ached
t o t he end. I t wi l l act as a br ake, wi l l hel p keep t he boat
r unni ng st r ai ght , and wi l l hel p qui et t he sea ast er n of t he boat .
I t cr ei t es f r i ct i on or dr ag. The l onger t he war p, t he mor e dr ag i t
wi l l cr eat e. Towi ng mor e t han one war p wi l l al so i ncr ease t he
dr ag. I f t he l i ne i s l ong enough,
You
coul d at t ach bot h ends, one
t o 6ach si de of t he boat . When you use a ht ar p, exper i r nent wi t h i t ;
I et mor e or I ess l i ne out unt i l you achi eve t he r esul t s you seek.
Be sur e t o make t he war p f ast t o sonet hi ng st r ong.
5l','1ALi-
Utl ,t?
UNE
Fi gure 6-10. -The
parachut e-t Ype t a anchor'
6- 11
Ar tCt(
Ducy
I l L / F
BRIDI.E
TOwrsi6
UNE
a \ \ , ^ C .
l 6 L \ 7 F 9
CR NYi O\
L I KC\
6/
Fi gur e 6- 11' - A sai l ' t ype sea anchor . Thi s t ype i s har d t e t r i p when you wi sh t o haul i t i n, hence t he buoy r at her t han
a t ri p l i ne The buoy al so hol ds t he anchor at t he desi red dept h, as t he rai l -t ypc drogue has a t endency t o ' i nk.
BR\CI-E
Yyt3O
AAR
,eY
. t $-
a\N
l C{ ' \ C - \ =
Fi gur e 6- 13. - A
t r i ppi ng l i ne t o
t i ng t he end of
bucket used ar a 3c. ancho.. Anrch dro
t he bot t om by punchi ng a hol e and knot -
t he l i ne on t he i nsi de of t he bucket .
SWI VEL
IowrNG
r r r l F
Ll
t \ l -
6- 12
Fi gur e
6- 12. - A boor d u*d as a r ea anchor .
STUDY
QUESTTONS.
1. The hei ght of a wave i s t he di st ance measur ed ver t i cal l y f r or n
t he t o t he
2. The l engt h of a wave i s t he di st ance bet ween
3. The t i me i t t akes t wo wave cr est s t o pass t he same poi nt
i s
known as t he
4. What i s f et ch?
5. The angul ar measur e f r om t he t r ough t o t he cr est of a wave i s
t he
6. Name t wo t ypes of non- wi nd waves.
7. What i s a swel l ?
8. Waves t ur n i nt o sur f as t hev
9. The t wo t ypes of br eaki ng waves and sur f ar e and
10. and are t he t wo t ypes of
waves t hat are caused by t he passi ng of a mot orboat . The
hr ave i s t he most danqer ous.
11. Li st t hr ee ways t hat a danger ous cr oss sea can devel op.
6- 1 3
L2. A boat wi t h a wi l l be gr eat l y af f ect ed
by st r ong wi nds.
L3. A boat wi t h a wi l l be gr eat l y af f ect ed by
a st rong current .
14. Li st some of t he el ement s t hat t he ef f ect of wi nd and cur r ent
upon a boat depends.
15. When r unni ng bef or e t he seas, i f possi bl e, t he boat shoul d be
mai nt ai ned on t he of t he wave.
L6. What i s t he pur pose of a sea anchor ?
L7. Li st t he st eps t o pr epar e f or r ough weat her .
18. What i s t he pi t f al l i n usi ng a t r i ppi ng l i ne wi t h a sea anchor ?
19. Li st some i t ens you can use t o make an emer gency sea anchor i n
t he absence of a r eadY- made one.
6- L4
20. What i s t he pur pose of t owi ng a war p?
2L. I f condi t i ons
get r eal l y bad, sl ow down and hol d your bow at an
angl e of about degr ees t o t he seas.
22. I n a head sea, a vessel wi t n t oo much wei ght f or war d wi l l
r at her t han r i se.
23. I n a head sea, a vessel wi t h t oo much wei ght af t wi l l t end t o
24. Thr own br oadsi de t o t he swel l s, or
r r i n
t he t r ough, r r can cause
t he vessel t o
25. When a vessel runs down a st eep wave, buri es her bow, and t he
next cr est t hr ows her st er n over , she has
26. What happens t o a vessel t hat i s pooped?
27. The pr i mar y needs of saf et y i n f og or ot her condi t i ons of
r educed vi si bi l i t y ar e t o see and be seen, and t o
and be
28. One waY t o be
t r seenr r
i n
r adar set s i s t o hoi st a
r educed vi si bi l i t y by vessel s t hat have
6- l _5

CIIAPTER 7
ASSISTAITCE TO BOATS trI DISTRESS AIIID DAUAOE COIVTROL
ffTRODUgilOl{. The reading material for this lesson can be
pages gnd q thg se.ctioqs on
found in the following
ld,
or Enersqtcy
the earlier editions the chapter on
and Sqc$op 3,
editionrs. qu errd of the lesson are based on
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.
FICHtSLq S, ,qAP.gIZ,4p SAILBOAI,
Before approaching a capsized sailboat in
another boat to assist her, there are a few things that must be done firot. Get your
anchor and
gndror
line out on deck and make them ready f or use. In a pinch, you
might need ttrem later. Collect all your personal flotatiorr devices and ready them for
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.
cH2
7- L
Af t er you reach t he sai l boat , check on t he condi t i on of t he crew. I f
t hey
are
i n poor
condi t i on,
get ri ght i n t here and render assi st ance.
Your f i rst responsi bi l i t y i e t o save l i ves; propert y comes second, I f
the crew is in good cqndition, have them st,ay in the water. They can
hel p
you ri ght t hei r boat .
The next st ep i s t o have t he crew of t he sai Lboat haul i n t he sai l s
and runni ng ri ggi ng. I t i s general l y wast ed ef f ort t o t ry t o ri ght a
sai l boat wi t t i her sai l s up- Odds at e t hat she wi l l i mmedi at el y capsi ze
agrai n f rom t he wei ght of t he wat er al of t . Now t o assi st i n ri ght i ng
t he boat r have t he crew st and on t he keel or cent erboard and hol d on
t o t he gunwal es. Thei r wei ght wi l l hel p ri ght t he boat , perhaps ven
doi ng t he
j ob
wi t hout your assi $t ance, I f t he boat st i l 1 wi l l not
right, maneuver carefully downwind unt,il you can grasp the end of the
mast . Caref , ul l y Li f t t he na$t f rom t he wat er (sai l boat s
are del i cat e
and cannot st and great ameunt s of abuse). Your l i f t i ng of t he
mast head, and t he wei ght of t he crew on t he cent erboard or keel ,
shoul d now ri ght t he sai l boat .
A11 you have l ef t t o do i s
get a l i ne aboard t he sai l boat , hel p dewat er
t he hul l , and t ow i n t he boat , l f requi red. Dewat eri ng and t owi ng are
covered l at er on i n t hi s l esson.
REtr' I' oArfNc A
IEAPED_VESSEI,.
In general, Coast Guard policy precludes
oat a grounded vessel , Thi s i s consi dered
' Sal vage",
a t ask t hat Coast Guard
(and Auxi l i ary) uni t s are precl uded
from doing. You nay, however, have occasion to provide thie help as a
pri vat e ci t i zerr. Hel pi ng a st randed vessel get , of f , or get t i ng yoursel f
of f , can be easy or hard, dependi ng on t he ci rcumst ances. What ever
happens, always keep a clear head and think out, each marreuver before
you make i t . Take your t i ne. Unl ess t he boat i s l n danger of goi ng
f urt her aground wl t hout i nmedi at e act l on, you cannot go wrong by bei ng
deLi berat , e and caref ul . Bef ore at t empt , i ng t o ref l oat 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.
One of t he obvi ous t hi ngs t o consi der f i rst i s t he st at e of t he t l de.
I f t he boat ran agrourt d at l ow t i de or hal f way bet ween hi qh and l ow
t i de' wi t h t he t , i de ri sl ng, your best act i on
j ust
ni gbt be no act i on.
The ri si ng t i de wi l l ref l oat t he boat wi t hout your l i f t i ng a hand. I n
such a si t uat i on, t hough you must t ake care. I f t he t i de comes i n wl t , h
a st rong current , or t he wi nd i s unf avorabl e and st rong, you coul d
easi l y be dri ven f urt her aground wi t h t he ri sl ng t i de bef ore you can
get, underway.
I f i t i s your boat t hat i s aground, rat her t han a boat you are t ryi ng
t o assi at , be caref ul about , t hrowi ng t he engi ne i mmedi at el y i nt o
reverse and t ryi ng t o back of f . You mi ght suck sand up f rom ast ern and
deposi t i t under your boat , addi ng more shoal beneat h you. f n addi t i on,
sand and other debris from that bottom couLd be sucked up into your
engi ne.
7- 2
As soon as a boat has st randed,
get an anchor out to
Prevent
it
f rom goi ng f urt her aground. Wi t h
I uck, you ni ght be abl e t o keeP
t he st ern af l oat and onl y t he bow
aground. Consi der t he wi nd and/ or
t he current when set t i ng t he
anchor. By set t i ng t he anchor
upwi nd or up-current , you wi I l
prevent t he st ern f rom swi ngi ng
and thus putting your boat
broadsi de t o t he shoal . You can
t hen use t he anchor as a kedge;
t hat i s, when you are ready t o
nake your at t enpt t o get of f ,
Put
t he engi ne i n reverse and haul i n
on t he anchor l i ne. I f you have a
wi nch t o hel p you haul , so much
t he bet t er . The t hr ust of t he
pr opel l er and pul t i ng on t he
anchor shoul d pul l you f r ee.
Figun 7-1.-Udng a kedge to haul off a groundad boat
Wi dr thc cngi ne i n reverse, haul i n on the anchor l i ne
Thr location of the andror herc will give thc boat min
mum rwing from the c{rrent or wind when it breal
loorc.
l l i l l *' *o
*
{[|J'o,ao'*
( See f i gur e 7- I ) .
f f you ar e goi ng t o assi st a st r anded boat ,
pr epar e aI I t he gear
you need bef ore you make an approach. Get personal f l ot at i on
devi ces on deck and don yours. l l ake ready a heavi ng l i ne and
t owi ng l i ne. Pr epar e a f l oat i f you wi I I be f l oat i ng i n a l i ne.
Make up a br i dl e ( and one f or t he ot her boat as wel l ) i f r equi r ed.
Get out an anchor and anchor l i ne.
Consi derat i on must al so be gi ven t o t he t ype of bot t om t hat t he
di st ressed vessel has grounded on. I f t he bot t om i s rocky, you may
do consi der abl y mor e damage t r yi ng t o pul } her of f . I f t he bot t om
i s sandy or muddy, t her e i s l i t t l e l i kel i hood of dar nagi ng t he hul l
of t he di st r essed vessel ; however
you nay exper i ence di f f i cul - t y due
t o bot t om suct i on or sand bui l d- up.
How you make
your approach wi I I depend on t he wi nd and current . Be
caret ul of t he shoal ; you coul d run aground
yoursel f t ryi ng t o make
an assi st . Your
j udgr ment on t he scene wi l l t el l you whet her
condi t i ons ar e f avor abl e f or goi ng i n bow f i r st t o get a l i ne
aboar d t he st r anded vessel , oF whet her you shoul d
go i n st er n
f i r st . I f an appr oach i s i npossi bl e, an al t er nat i ve ni ght be t o
f l oat i n a l i ne, or use a di nghy t o haul i t i n. I n t he event t hat
one or t he ot her of t he l at t er al t er nat i ves i s sel ect ed, anchor
your boat i n posi t i on bef or e maki ng t he at t enpt . You wi l l have
bet t er cont r ol over t he si t uat i on.
7- 3
Ar ways at t ach your l i ne t o somet hi ng subst ant i ar . use t he
t r ai l er i ng st em eye or ski t owi ng t r ansom eyes or ot her secur e
f ast eni ngs such as sampson post s.
Towi ng put s t r emendous st r ai ns
on bot h boat s, especi ar r y when one of t he boat s i s agr ound. ( see
f i gur e 7- 2. )
BRIDT-E
WT
AEROdN{D
A6(cxrND eoAr
Figur. 7-3.-Towing off r groundcd boat whcn wind or
current ir a factor. Thc towing bort ir not prercnting hcr
broadlide to the wind or currcnt, ro lcawry ir kcpt to I
mi ni mum.
5
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.
When you begi n t owi ng t he
st r anded boat of f , t ow i n a
di r ect i on t hat wi I I compensat e
f or t he wi nd or cur r ent ,
whi chever i s st r ongest . I f you
don' t , you ni ght f i nd your sel f
bei ng swept downwi nd or down-
cur r ent , wi t h t he ul t i nat e
possi bi l i t y of goi ng agr ound
your sel f . St ar t t owi ng sl owl y
and gr adual l y bui l d up speed as
t he st randed boat begi ns t o come
f r ee. ( See f i g. 7- 3)
I f t he st r anded boat i s st i l l
st uck f ast af t er al l t hi s, she
ni ght be st uck i n t he bot t om by suct i on. Have t he crerd of t he
st randed boat move f rom one si de t o t he ot her, oE f rorn t he bow t o
t he st er n, t hus r ocki ng t he boat . Thi s ni ght be enough t o br eak
t he suct i on. I f t he boat i s st i l l st uck f ast , and you t hi nk nor e
power ni ght do t he
j ob,
have t he boat set out an anchor as
descr i bed pr evi ousl y. Wi t h you t owi ng, and t he st r anded boat goi ng
i n r ever se and haul i ng i n on her anchor l i ne at t he same t i me, odds
ar e she wi l l come f r ee.
CAUTf ON: Have al l cr ew member s of bot h vessel s don PFD' s and st and
cl ear of t ow l i ne.
7- 4
/illl **""*
tpv
are^,r
APPROACHTNG A BURNING VESSEL. Approaching a burning vessel to take
of f t he cr ew can be a t r i cky and a danger ous oper at i on. Si nce
speed i s essent i al , t he chances of your bei ng abl e t o pr epar e
wel l
enough i n advance ar e sl i m.
As you make your approach,
9t
your gear ready. Break out personal
f l ot at i on devi ces, f i r e ext i ngui sher s, bucket s, heavi ng l i nes, and
what ever el se you wi l l need. I f you have t he t i me, wet down
t horoughl y t he bow or t he st ern, dependi ng on whet her you wi l l be
naki ng a bow- t o or st er n- t o appr oach. Thi s wet t i ng down wi I I hel p
prot ect your boat f rorn t he i nt ense heat of t he f l ames.
Al ways approach a burni ng boat f rom upwi nd. I f you come f rom
downwi nd, you wi l l have t o f ace t he f l anes and smoke, whi ch wi l l be
bl owi ng down on you. You wi I I not be abl e t o see cl ear l y and you
wi l l st and t he r i sk of cat chi ng f i r e your sel f .
Appr oach sl owl y and car ef ul l y f r om upwi nd, r eady t o do what you
came t o do
-
t ake of f peopl e. The f i r e, Do mat t er how smal l , can
soon r each an advanced st age, and t her e i s al ways t he danger of i t
r eachi ng t he f uel t anks. Don' t t r y t o f i ght i t , t ake of f t he cr ew
and depar t t he scene i nmedi at el y. Keep cur i ous boat er s out of ar ea
of danger .
FI RE FI GHTI NG. Fi r es ar e cl assi f i ed i nt o t hr ee basi c t ypes,
accor di ng t o t he nat ur e of t he mat er i al s f uel i ng t he f i r e and t he
ext i ngui shi ng agent s used t o put t her n out . The t hr ee cl asses ar e
A, B, and C.
Cl ass A f i r es ar e t hose t hat t ake pl ace i n or di nar y combust i bl es
such as beddi ng, cl ot hi ng, wood, canvas, r ope, and paper . These
f i r es can be put out wi t h wat er , t hough ot her ext i ngui shi ng agent s
wi l l wor k as wel L. Cl ass A f i r es l eave ashes and er nber s t hat st i l l
ni ght be pr esent af t er t he f l ane i s gone, whi ch i s why t hey must be
cool ed
( wi t h wat er ) bef or e t hey can be consi der ed ext i ngui shed.
Cl ass B f i r es ar e t hose t hat t ake pl ace i n i nf l ammabl e l i qui ds,
such as gasol i ne, ker osene, oi l , gr ease, pai nt , and t ur pent i ne.
Mat er i al - s i n a Cl ass B f i r e bur n at t he sur f ace, wher e vapor s ar e
gi ven of f . The best way t o ext i ngui sh t hem i s t o smot her or
bl anket t he bur ni ng l i qui d wi t h such agent s as f oar n, COr ; Hal on,
and dr y cheni cal .
Cl ass c f i r es t ake pl ace i n el ect r i cal equi pnent . Bef or e t hese
t ypes of f i r es can be put out , t he el ect r i cal ci r cui t must be de-
ener gi zed. A nonconduct i ng ext i ngui shi ng agent i s of t he f i r st
i npor t ance. Car bon di oxi de, Hal on, and dr y cheni cal ar e used t o
put out an el ect r i cal f i r e.
l - )
For many year s t he t hr ee si ded
f i r e t r i angl e was used t o
descri be t he conbust i on and
ext i ngui shi ng t heor y. Recent l y,
a new t heor y has devel oped.
Thi s new t heory adds
nchemi cal
r eact i onf r , as a base t o t he
t hr ee si des of f uel , heat , and
oxygen. The f i r e t r i angl e has
becone a f i re t et rahedron whi ch
represent s a pyrani d.
Take abray
one or mor e of t he f our si des,
and t he f i r e wi l l go out . For
i nst ance, by shut t i ng of f t he
oxygen by sr not her i ng a f i r e, i t
wi l l no l onger bur n. CooI t he
f i r e and t her e wi l l no l onger be
any heat f or combust i on. Take
away t he f ueI , and t he f l ar ne
wi l l be gone. I n l i ke manner ,
f or t hose f i r es suppor t ed by a
chemi cal r eact i on, st op i t and
t he f i r e wi I I go out ( See
f i gur e 7- 4)
F uel Cl as: Ext i ngui r hi ng Agcnt
Wood, cl ot hi ng, r opc.
paper
S3sgl i ne, oi l , gr l at r ,
par nt . t ur Pent l n?
El ecr r i cal r nd al cc.
t r oni c aqur pmant
A
a
Warcr, CO2, l oam, dry
chami cel , rnydri ng
dr.t wi l l smothcr
CO2, drv chcmi cal . fotm,
rnythi rt.g thet wi l l
snothcf
CO2, dry chcrni crl
Figure 7-1. Tbe for:r elerents of ttre fire
tetrahedron necessary to support
conbrstion. Take aray one of
tbese and the fire rill go out.
Thi s t abl e shows t he f uel s t hat
f or m t hr ee cl asses of f i r e, and
ext i ngui shi ng agent s t hat can be
used agai nst t he var i ous t ypes of
f i r es. HALON i s al so ef f ect i ve on
Cl ass B and C f i r es, and nay be
used on snal l Cl ass A f i r es.
PLUGGI NG AND PATCHf NG. f n an emergency si t uat i on, t here are t wo
ways t hat you can r epai r a hol e i n t he huI I bel ow t he wat er l i ne.
You can use a pat ch or a pl ug. Whi ch one you use, wi l l depend upon
t he ci r cumst ances. f t wi l l be gover ned by t he char act er of t he
hol e and t he t ool s and mat er i al s t hat you have on hand t o make t he
r epai r .
7- 6
A pl ug can be used i n si t uat i ons
wher e t he hol e i s f ai r l y snal l and
has a rounded shape. Such a hol e
rni ght be caused by an obj ect
pi er ci ng t he hul l or i t coul d be
caused by a t hrough-hul l f i t t i ng
br eaki ng. I f your smal l , r ounded
hol e i s
j agged
on t he edges and
you can easi l y get t o i t , t r y t o
sruooth off the edges so that your
pl ug wi l l f i l f t he ent i r e hol e.
Make your pl ug out of a pi ece of
sof t wood, pr ef er abl y whi t e pi ne.
Taper i t so t hat you can dri ve i t
i nt o t he hol e and i t wi I I f i t
snugl y bef ore you reach t he end.
( See f i gur e 7- 5. )
A pl ug i s most ef f ect i ve when
i t i s dri ven i n f ron t he
out si de of a huI I , r at her
t han f r or n t he i nsi de.
Thi s i s not al ways possi bl e,
HoLEDNANK
of course, si nce t he hol e may be wel l bel ow t he wat erl i ne and out
of reach. I n an emergency,
YoD' re
not goi ng t o have t i ne t o careen
your boat f or such a
j ob.
But assumi ng t hat you can reach t he hol e
f rom t he out si de, dri ve t he pl ug i n f rorn t hat si de. The reason why
t hi s i s done i s t hat t he wat er pr essur e wi l l hel p hol d t he pl ug i n
pl ace, wher eas i f i t wer e dr i ven i n f r or u t he i nsi de, t he wat er
pressure on t he out si de of t he hul l coul d event ual l y pop t he pl ug
t hr ough, especi al l y i f i t i s a weak
PI ug
t o begi n wi t h. To be
doubl y sur e t hat you wi l l get a t i ght f i t , wr ap some canvas or
ot her cl ot h around t he pt ug bef ore you dri ve i t hone. Be cert ai n
however , not t o use gl ue when set t i ng t he pl ug, i f t hi s i s t o be a
t empor ar y r epai r .
I n t he event t hat you can' t get t o t he hol e f rom t he out si de of t he
huI I ,
you wi I I have t o begi n on t he i nsi de. Go t hrough t he same
procedure as i n t he above repai r, but one more st ep wi l l have t o be
added. Once you have your pt ug i n pl ace, cut i t of f f l ush on t he
i nsi de of t he pl anki ng. Then t ake a pi ece of wood t hat wi l l cover
t he head of t he pl ug and t hen some, and put i t over t he pl ug
agai nst t he pl anki ng. When t hi s i s done, nai l or scr ew t hi s wooden
pi t cn i nt o pl ace. What you have done i s made a brace t hat wi I I
l ceep t he wat er pressure f ron pushi ng t he pl ug back t hrough t he
pl anki ng i nt o your boat . ( See f i gur e 7- 6)
?ue
ligure 7-5. t terprary plug for a hole ttrat can be
reached fror tie outside. Before it is driven bore,
this plug can be rrapped uith canvass or cloth
uhich riII rake an effective
qasket.
7- 7
NStOe oF
FIOLEDRAIK
CIrf
ftE
ar/g
FLuSFt f{ERe
rCH NIAILED
' &ffilteD
IN RACE
flNE G.
C'THTR'
fi"T
h,ccP
FiEre i-5
-
I tenporary plug/patcb applied fror inside tle hull. Ibe patcb rill keep the plug fror being
forced out of psition by rater pressure. Cloti can also be used as a gasket.
These procedures descri bed f or wooden boat s are al so ef f ect i ve wi t h
boat s of ot her r nat er i al , such as f i ber gl ass, st eel , al umi num, or
f er r o- cement . However , you shoul d exer ci se caut i on i n usi ng a pl ug
on f i bergl ass boat s. I t may cause nore darnage by spl i t t i ng t he
hul l . You wi l l al so have t o use some ot her means of secur i ng t he
pat ch over t he pl ug on t he i nsi de
j ob.
What you do wi l l depend on
t he l ocat i on of t he hol e and t he nat er i al s you have on hand. For
i nst ance, i f t he hol e i s i n t he very bot t oro of t he boat , you ni ght
t ry put t i ng sornet hi ng heavy on t op of t he prot rudi ng head of t he
pl ug, or have a cr evr member hol d i t i n pl ace. f n a si t uat i on l i ke
t hi s, i mpr ovi sat i on i s your onl y sal vat i on.
Host of t he hol es t hat you wi l l have t o deal wi t h i n an
emer gency pr obabl y wi l l not be ef f ect i vel y r epai r ed wi t h a pl ug.
Unf or t unat el y, t he hol e you most l i kel y wi l l have t o deal wi t h wi l l
not be smal l , per f ect l y shaped, and easy t o get t o. The hol e
pr obabl y wi l l be near l y i npossi bl e t o r each, l ar ge wi t h an
i r r egul ar shape, or a l ong, open seat n. For t hese a pat ch i s most
ef f ect i ve.
7- 8
A pat ch can be made out of
j ust
about anyt hi ng t hat nay be handy
at t he t i me. As a nat t er of
f act , i t wi l l pr obabl y t ake some
i ngenui t y on your part t o cone
up wi t h anyt hi ng t hat wi l l meet
your needs. Even t hose who
carry around i n t hei r boat
pi eces of wood and cl ot h and
ot her nat er i al s f or
j ust
such an
emergency usual l y f i nd t hat what
t hey have, when t he t i ne comes,
i s t oo smal l or t oo l ar ge or t oo
t hi ck or t oo t hi n, oF f or sone
ot her r eason i nef f ect ual . Sor ne
of t he t hi ngs t hat have been
used i n t he past t o make a
t emporary pat ch have i ncl uded
bundl es of r ags or cl ot hes,
sai I s, f l oor boar ds, pi eces of
boxes, r nat t r esses, bl anket s,
f oul weat her gear , PFDs, engi ne
cover s, and many ot her i t ems.
h&D ftrcl{
'&&
ADrH
PiEre 7-7. f guick and effective teuporary patch.
Tbe clotb acts as a oasket.
F?At'(e
a/ANK
FaSTqVED
at&
FRAhdEs
The i dea i s t o get sornet hi ng t hat
wi l l f i t over t he hol e and st op
t he i ncor ni ng wat er . ( See f i gur e 7- 7. )
Once agai n, t he most ef f ect i ve way t o use a pat ch, as when usi ng a
pl ug, i s t o appl y i t f r om t he out si de of t he huI I . Thi s i s
especi ar l y t r ue when you ar e t ar ki ng about r epai r i ng a l ar ge hol e
bel ow t he wat er l i ne. Anyt hi ng t hat you cover a hol e wi t h f r on t he
i nsi de, bel ow t he wat er l i ne, wi l l mor e t han l i kel y be i r nr nedi at el y
di sl odged by t he pr essur e of t he wat er . I f t he out si de par t of t he
pat ch i s goi ng t o be made of wood or some ot her r i gi d i t er n, i t i s
bet t er t o put bet ween t hi s out er pat ch and t he huI I a pi ece of
cl ot h t o act as a gasket . Any pat ch, whet her appl i ed f r om t he
i nsi de or t he out si de, shoul d be consi der abl y l ar ger t han t he hol e
t hat i t wi l l cover . Pat ches appl i ed f r on t he out si de can be ei t her
nai l ed, scr ewed, or l ashed i n pI ace.
I f your pat ch cannot be appl i ed f r or n t he out si de, t hen you wi I I
have t o wor k f r on t he i nsi de. Cut a pi ece of wood or some ot her
r nat er i al t hat i s r i gi d, so t hat i t i s bi gger t han t he hol e and wi l l
f i t bet ween f rames or what ever hul l members roi ght be i n t he way.
Put a pi ece of cl ot h t o act as a gasket bet ween t he pat ch and t he
pl ank, and t hen f ast en t he pat ch i n pl ace. Her e agai n, you wi l t
have t o use your i ngenui t y t o come up wi t h t he best means of
hol di ng i t i n pl ace. I f you ar e l ucky, you ni ght be abi e t o wedge
i t i n pl ace as i n t he i l l ust r at i on. Or you ni ght nai l or scr ew i t
i nt o t he pl anki ng- scr ews obvi ousl y ar e most ef f ect i ve. f f you l ack
7- 9
t hese opt i ons, whi ch wi l l most
l i kel y be t he case i f you are
deal i ng wi t h a boat made of
mat eri al ot her t han wood, you
are goi ng t o have t o f i nd some
ot her means. Once aEai n, what
you do will be deternined by
what you have. Anything that
can be used as shori nq ni ght
hel p you out . A deck chai r
rest i ng on t he pat ch ni ght be
wedged i n pl ace agai nst
sour et hi ng el se whi ch i s r i gi d.
You night have to develop an
ent i re syst em of i nt erl ocki ng
pi eces of shori ng t o hol d t hat
pat ch i n pl ace. ( See
f i gur e 7-
8)
Figure 7-8. One uay to hold a patch in place rsing
shoring. The brace helps bold tXe end
of the sbore in place.
The l eak may be sl owed consi derabl y by use of a
I ' col l i si on
mat rl
whi ch can be a t ar paul i n or even a heavy sheet of pl ast i c. Ti e
l i nes t o t he f our corners and haul i t under t he boat posi t i oni ng i t
over t he hol e, wat er pressure wi l l make t he mat conf orm t o t he
hol e. Ti e of f t he f our cor ner s t o hol d t he mat i n posi t i on. Thi s
wi l l gi ve you t i ne t o proceed wi t h t he remedi es bef ore rnent i oned on
t he i nsi de. Remember i f you proceed t o get underway, i t shoul d be
at a sl ow speed so as not t o l ose t he posi t i on of t he rnat .
For years concret e was used as a pat chi ng nat eri al f or t hose shi ps
f ar removed f rom repai r f aci l i t i es and t hi s t echni gue has been
f ol l owed by t he boat ers and yacht smen f ar f rorn hel p and on t hei r
ohrn. Ai ded by t he epoxi es we nohr have t hat wi l l set under wat er i t
i s possi bl e t o make a ver y endur i ng pat ch wi t h t hi s nat er i al . once
t he l eak i s under cont rol a t wo part mi x of epoxy can be appl i ed t o
t he l eak even t hough a smal l amount of wat er i s comi ng i n. When
mi xed, soak a t owel or some si ni l ar nat eri al wi t h t he epoxy and
appl y t o t he hol e, hol di ng i t t her e unt i l i t har dens.
DEFATRI XG. Assurni ng t hat consi derabl e wat er l eaked i nt o your boat
as a r esul t of t he hol e or hol es you had t o pat ch or pl ug, you wi I I
need t o get ri d of t hat wat er. Punpi ng i s t he answer, of course,
but i t ni ght not be t hat si npl e. There are def i ni t e procedures you
shoul d f ol l ow i n a net hodi cal f ashi on i f you ar e goi ng t o do t he
j ob
r i ght .
7- LO
I f your boat i s not swamped, t hat i s, t he wat er i n t he boat has not
yet reached the level of the water outside the boat,
You
will be
abl e t o pump or baI I . But your pump mi ght not be operabl e i f t he
water is too high and the punp operates on the engine or electrical
power-t he power source ni ght be f l ooded out . I f t hi s i s t he case,
you will have to somehow get the water down to a level where you
can repai r and operat e your power. Here, a port abl e punp, i f you
have one, or a bai l er wi I I come i n handy.
Some port abl e pumps are not necessari l y hand operat ed, but ni ght
run on t hei r ohrn i nt ernal engi nes. I n nost cases, when a Coast
Guard cut t er or hel i copt er put s a punp aboard a boat i n an
emergency, i t wi l l be powered by a gasol i ne engi ne si ni l ar t o t hat
on a l awn mower. Be sure t o put t he punp i n a secure pl ace, and
keep i t out of t he wat er.
Bef ore you st art purnpi ng, be sure t o cl ean up as much of t he l oose
debri s i n t he boat t hat you can f i nd. Anyt hi ng sma1l , f rom a
package of mat ches t o a sock or undershi rt can get caught i n t he
intake of the pump and plug it up. Most portable pumps have a
screen around t he i nt ake, t o cat ch obj ect s bef ore t hey can ent er.
I f yours does, be sure t o exami ne t he screen peri odi cal l y when t he
pump i s r unni ng t o cl ear away t he debr i s.
f f your i nt ake does not have a screen, and t here i s a l ot of debri s
t hat you can' t get r i d of , you had best devi se a scr een of your
ovi rn. You ni ght t ake a bucket , punch i t f ul l of smal l hol es al l t he
hray around, and punch a l arge hol e i n t he bot t on f or t he i nt ake
hose t o f i t i nt o. Put t he bucket i n t he wat er upsi de-down and
i nsert t he hose and you have a screen. Of course,
You
must be
cert ai n t hat t he bucket st ays upsi de down, agai nst t he f l oorboards
or t he bot t om of t he boat .
Bef or e you st ar t pumpi ng, be cer t ai n t hat t he out l et i s pr oj ect i ng
over t he si de and downwi nd i f at al l possi bl e. I f you are punpi ng
i n hi gh wi nds, and have t he di schar ge f aci ng i nt o t he wi nd,
You
ni ght f i nd t he wat er bei ng bl own ri ght back i nt o t he boat .
Bef or e you even st ar t punpi ng, ot bai l i ng,
You
shoul d t r y t o pl ug
or pat ch as many hol es as possi bl e. Thi s cannot al ways be done,
especi al l y i f t here i s t oo much wat er i n t he boat f or you t o work.
I n such a case, you wi l l have t o t ry t o get ahead of t he wat er
comi ng i n unt i l you can reach t he hol e t o pat ch or pl ug i t ; t hen
you wi l l be abl e t o f i ni sh
get t i ng r i d of aI I t he wat er .
Once you have pumped or bai l ed
your way down t o t he f l oorboards,
t he goi ng get s a l i t t l e mor e di f f i cul t . I f your boat has f r ames, as
i n a wooden boat , unl ess t her e ar e l i nber hol es,
You
wi l l have t o
punp or bai l t he wat er out f rom bet ween t he f rames. Thi s wi l l mean
puf f i ng up a l ot of f l oorboards" But i f your boat has l i nber
7- I L
hol es, or no f r ames ( as i n most f i ber gl ass boat s) , t he wat er wi l t
col l ect i n t he l owest par t of t he bi 1ge. Fi nd t hat spot , and
i nser t t he i nt ake hose t her e, once agai n bei ng sur e t o scr een i t
wel l .
I f your boat was f uI I of wat er because of a hol e or hol es you had
t o repai r t emporari l y, odds are t hat your pat ches or pl ugs wi I I
l eak around t he edges. Thi s means on your way t o shore you wi l l
have t o punp or bai l per i odi cal l y, or even cont i nuousl y i f t he
l eaks ar e f ast .
Pumpi ng out a boat t hat i s swanped, such as a sai l boat t hat has
capsi zed, i s i nf i ni t el y mor e di f f i cul t t han one t hat onl y has wat er
bel ow t he gunwal es. l t ost boat s, when t hey are swarnped, wi l l l i e
wi t h t he gunwal es or coami ngs l evel wi t h t he sea wat er. I f t here
ar e any hr aves at aI I , mor e l i kel y t han not , new wat er wi l l be
sl oshi ng i nt o t he boat as f ast as ol d wat er i s bai l ed out .
I f you wi l l be dewat eri ng a swamped boat wi t hout t he ai d of anot her
boat , your f i rst move shoul d be t o get al l t he passengers out or
have t hern hang ont o t he gunwal es or coami ng. Thi s shoul d gi ve t he
boat more buoyancy. From out si de t he boat , st art bai l i ng. Af t er
you get a good quant i t y of wat er out of t he boat and i t st art s t o
r i se, one per son can get i n i t t o cont i nue bai l i t g, but be car ef ul
not t o t i p t he boat whi l e cl i nbi ng i n. Now cont i nue purnpi ng and/ or
bai l i ng as above.
By t owi ng a swamped boat wi t h anot her boat , i t i s possi bl e t o drai n
out qui t e a bi t of t he wat er. You rnust be very caref ul , however,
because a boat becomes ext remel y heavy when f i l l ed wi t h wat er.
Tryi ng t o t ow a wat er-f i l l ed boat wi t h a qui ck burst of power can
r esul t i n t or n out cl eat s or bi t t s, or even a br oken t ow l i ne.
At t ach t he t ow l i ne t o somet hi ng t hat i s t rul y sol i dl y af f i xed t o
t he boat ; a t rue sampson post , or t he t rai l eri ng st em eye. Have
t he crew of t he swarnped boat -si t i n t he st ern t o wei gh i t down, and
sl owl y, sJ- owl y st ar t t owi ng. As t he t owi ng speed gr adual l y
i ncreases, t he wat er i n t he swanped boat wi l l run out over t he
l ower ed st er n. You wi l l r each a poi nt , however , when, Do nat t er
how f ast you t ow t he boat , no more wat er wi l l run out . Then i s t he
t i ne t o st ar t bai l i ng and punpi ng.
7- L2
STUDY QI'ESTIONS.
1. To assi st i n r i ght i ng a sai l boat , t he cr ew shoul d
2. I n pr epar i ng t o r ef l oat a st r anded vessel , one of t he obvi ous
t hi ngs t o consi der i s t he
3. What coul d happen i f you t hrow t he engi ne i runedi at el y i nt o
reverse upon goi ng aground?
4. A st r anded boat can use an anchor as a
puI I t he boat f r ee.
t o hel p
5. How you make an approach t o a st randed boat depends on t he
and
6. When at t empt i ng t o t ow of f a st r anded boat , use t he
or - ,
or
ot her secure f act eni ngs such as
7. I f a st r anded boat i s hel d i n pl ace by suct i on, how can t hat
suct i on be br oken?
8. You shoul d al ways appr oach a bur ni ng vessel f r om
9. When assi st i ng a bur ni ng vessel , i s essent i al .
10. The f our si des of t he f i r e t et r ahedr on ar e
7- L3
and
1l - . A Cl ass A f i r e consi st s of
and
shoul d be used t o ext i ngui sh i t .
] - 2. A Cl ass B f i r e consi st s of
and
r or
shoul d be used t o ext i ngui sh i t .
13. A Cl ass C f i r e t akes pl ace
i n
and
, of shoul d be
used t o ext i ngui sh i t .
1- 4. What t ype of hol e can be pl ugged?
15. Pl ugs and pat ches ar e most ef f ect i ve when appt i ed f r om t he
of t he hul l .
l - 6. Li st some of t he mat er i al s t hat can be used f or an emer gency
pat ch.
L7 - The anchor t hat i s set out i mmedi at el y on gr oundi ng
i s cal l ed
; t he act of usi ng i t t o get t he boat f r ee i s
cal l ed
18. when usi ng a por t abr e pump, be cer t ai n t he out l et i s
and t he
di schar ge i s f aci ng
19. r f a f i r e t hat t akes pr ace i n an r er at i ver y conf i ned space, you
shoul d
f r om f eedi ng t he f l ames.
t o keep
7- 14
CHAPTtsR T
T{AVIGATIOIT RULEIS
nqTRODpCfIOK. Ttre reading material for this lessom may be found in the chapters
covering ng$gtlgg"Eg{gt-in tlre earlier editions at
Q-E.AP.WAN E
letlt+q.
frqw.nqn+Hp
q;ni,
SmgE
Fpqt
Ha,n4llrro and
W:tton-9.
Cktp.tqr 6 ufi,f of the later editions. Ttre
student should read all indicated chapters pa$ng particular attention to the topics and
sub-topics in the following study outline.
g:fr{D}'
olrTl,nrq
r{AYI9aTIOfl RIlIrEff:
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 $izes
of Sailing Vessels Underway
fuilboqts Under 2O lt[eters
Routboats
Lights for Vessels at Anchor
tights for Vessels Aground
Lights forTowing
Tousing Alortgside or F.tshir4 Ahead
Exception
Tourittg Astcm
SmatlfuatTouing
CH2
8- 1
Li ght s f or Speci al - Pur pose Vessel s
Fishing Vesse.l.s
Pi l ot Vessel s
Vessel s Wi th Li rni ted Maneuverabi l i ty
Vesse]s JVot Ander Conmand
VesseJs ReetrJcted i n Maneuverabi Ti ty
Day Shapes
VesseJs Undet SaiT and. Power
VesseLs at Anchor or Aground
( Under
7 met er s)
( Under 20 met er s)
( Under 12 net er s)
VesseLs Towing and Eeing Towed
Vessei,s Engaged 7n Fishing
VesseJs wi th Li ni ted Maneuverabi Ti ty
Iateraatioq?}, Rqle.s,
Ptr,
the
F,o?S
Appl l cabi l i Ly
Navi gati on Li ghts
Defi ni ti ons
Lights for Power-Driven Vesse-ls Underway
Lights for Vessefs Artchored ot Aground
Li ghts for Vessel s Towi ng
Vesse-ls Const,rained by Draft
Day Shapes of the Internati onal Rul es
We
Defi ni ti on of Terms
Whi st l e
Shor t bl ast
Prol onged bi -ast
' tPrivileged
(stand
an)
"
and
rtBurdened
(give
way)
"
Vesse].s
{ba
u.. s.,
,
rgkm$
,4qJ.q?
St eer i ng and Sai l i ng Rul es
Determi ni ng fi i sk of CoJ.Ji sJon
( A11
avai l abl e means)
( Lookout )
( Const ant
bear i ng)
Safe Speed
Acti ons to Avoi d Col Ji si on
Naviaation Rules:
cH2
8- 2
Whi st l e Si gnal s
Danger SignaT
l 4aneuveri ng Li ght s
Rul es f or Power - Dr i ven Vessel s Under way
t l eet i ng Si t uat i on
Except i on
Si gnal s
Cr ossi ng Si t uat i on
Except i on
Si gnal s
Over t aki ng Si t uat i on
Si gnal s
Use of Radi o Communi cat i on
Nar r ow ChanneLs
Except i on
Don' t f mpede Ot her Vesse, l s
Roundi ng Bends i n a Channef
Leavi ng a Ber t h
Rul es f or Sai l i ng Vessel s Under way
Ri s k of c ol l i s i on)
Eac h wi t h wi nd on a di f f er ent si de)
Bot h wi t h wi nd on same si de)
Vess el wi t h wi nd on i t s
Por t
s i de)
na 1s
q i n
J \ " 1
Encount er s Bet ween Sar - Z i nq and Power Vesse- l s
Ri ght of way )
Sai l i ng v ess el pr i v i l eged)
Sai l i ng ves s el bur dened)
Sound Si gnal s i n Res t r i ct ed Vi s i bi l i t y
Power-Dr i ven Vesse-Zs U nderwaY
Sai l i
1 / o c c 6 .
y
t-i-\ -\ c.
ExceP
Basi c Responsi bi l i t i es
Ru- l e of Good Seananshi P
Lookout s
The Gener al - Pr udent i aL Ru- Ze
Mak i ng way )
Under way but st opped and not maki ng way)
Towi ng or pushi ng anot her vessel ahead)
Vessel not under comr nand)
Vessel r est r i ct ed i n i t s abi l i t y t o r naneuver )
Fi s hi ng v es s el
)
Vesset bei ng t owed)
nq Vessel s UnderwaY
- i s at Anchor
7s Agr ound
t i on f or SmaLf Cr af t
8- 3
St eer i ng
and Sai l i ng Ruf es
Whi st l e Si gnaTs
t 4aneuveri ng
Li ght s
Ruf es f or
power - Dr i ven
Vessel s
( Meet i ng
and cr ossi ng)
( Sound
si gnal
)
Over t aki ng
Vessel s
( Sound si gnal s
)
Use of Radro Comnuni cat i on
Narrow Channel _s
Sound Si gnal s
i n Rest r i ct ed
Vi si bi l l t v
8- 4
STUDY
QUESTTONS
1. The U. S. f nl and Navi gat i on Rul es ar e appl i cabl e i nsi de t he
separat i ng t he i nl and
and i nt er nat i onal wat er s.
2. A Power Dr i ven vessel i s I vessel pr opel l ed by machi ner y.
3. A sai l i ng vessel usi ng bot h sai l and engi ne si mul t aneousl y i s
vessel f or t he purposes of t he
Navi gat i on Rul es.
4. Under way means
r r A
vessel not
,
made f ast t o t he
, or
5. Si de l i ght s show an unbr oken ar c of t he hor i zon of
degrees, f ron dead ahead t o
each si de.
degrees abaft the beam on
6. A power dr i ven vessel l ess t han l - 2 met er s i n l engt h, when
under way at ni ght shal l exhi bi t a I i ght and a
I i ght pl us
7. SmaI I boat s pr opel l ed by oar s may show t he l i ght s of a
or have handy an
or t o show t o pr event col l i si on.
B. On t he West er n Ri ver s and on wat er s speci f i ed by t he Coast
Guar d, l i ght s are not requi red f or a vessel
pushi ng ahead or t owi ng al ongsi de.
9. At ni ght , a vessel
r r not
under commandr t wi l l show
ver t i cal l y spaced when
t hey can best be seen.
10. Vessel s engaged i n f i shi ng by day must di spl ay a shape
consi st i ng of
8- 5
11. A shor t bl ast i s a bl ast of about dur at i on.
L2. A pr ol onged bl ast i s a bl ast f r om t o
-
seconds
dur at i on.
13. The st at e of vi si bi l i t y, t r af f i c densi t y, your vessel ' s
maneuverabi l i t y, and t he st at e of wi nd, sea and current
condi t i ons ar e f act or s i n det er r ni ni ng
L4. Ever y vessel must use al l avai l abl e means t o det er ni ne i f a
r i sk of exi st s.
15. The Navi gat i on Rul es recogni ze t hree t ypes of encount ers
bet ween t wo appr oachi ng vessel s
-
and
16. A vessel i n doubt must gi ve t he danger si gnal ,
on her whi st l e.
17. Under I nl and Rul es, 2 shor t bl ast s mean
' r I
i nt end t o l eave you
on my si der r .
18. I f t he bear i ng of an appr oachi ng vessel
appr eci abl y, a r i sk of col l i si on exi st s.
19. Under I nl and Rul es, i n a cr ossi ng si t uat i on, t he vessel whi ch
has t he ot her on ol rn si de i s t he burdened
vessel and must keep out of t he way of t he ot her .
20. At ni ght , t he over t aki ng si t uat i on exi st s when t he vessel ahead
can not see
of
t he vessel ahead.
2L. When t wo sai l i ng vessel s ar e appr oachi ng one anot her so as t o
i nvol ve t he ri sk of col l i si on and bot he have t he wi nd on t he same
si de, t he vessel whi ch i s t o shal l keep out of
t he way of t he vessel whi ch i s t o
8- 6
22. When i n or near an ar ea of r est r i ct ed vi si bi l i t y, a power
driven vessel naking htay through the water rnust sound
at i nt erval s of not more t han
mi nut es.
23. I n an ar ea of r est r i ct ed vi si bi l i t y, a vessel at anchor must ,
at i nt erval s of not more t hat ,
ri ng t he
bel l r api dl y f or about
24. The cont i nuous soundi ng of a f og- si gnal i ng appar at us woul d
i ndi cat e a
8- 7

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
fi**fiW and 9ieetlon
,4-Chq?4et,12
of ttrc later editions. The student
should read the entire chapter paying particular attention to the topics snd sub-topics in
the following study outline.
sfl'DY OI'TLIIYP
arrcnoFrG
Groun4
T{qkle
Tlpes of Anchors in Use
LighrweightApe
I'he Plow Ancltrrr
lTu &rure Anclwr
Tre Kedge Anctwr
Sfoclc and 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?
Size and.twldirq pwer
Scppe
Anchgrtne ?echdsper
How to Anchor
Approaching the Anctnrage
I.tting tJaie AnetarGo
MtingtteAndtor
Making Fasf
Ircreasing Holding Pow*
When the anchor drags
Getting underway
Clearing a Foried Arrclpr
cH2
9- 1
Usi ng two anchors
To Reduce Yawing
Guard Agai nst Wi nd or Cutrent Shj fts
Stern Anchots
At, Piers and Wharves
Raf t i ng
Some cautl ons
Chocks, Bi tts, Cl eats, and Other Fi tti ngs
Permanent !{oorinEe
( t ype anchor used)
Systems Used by Typical Yacht Cfubs
A Multip]e-enchor System
Moarl-ng Buoys
9-2
STUDY QUESTIONS
l - . The l i ght wei ght t ype anchor i s excel l ent i n
bottorns.
and
2. AI I gear , t aken col l ect i vel y, t hat l i es bet ween t he boat and
i t s anchor i s cal l ed t he
3. The most wi del y used mat er i al f or t he anchor l i ne i s
4. The t hr ee ki nds of chai ns used as anchor r ode ar e:
5. Chai n i s desi gnat ed bY t he
t he I i nks .
of t he r nat er i al i n
6. The i deal r ode f or most aver age condi t i ons i s a combi nat i on of
and a short l engt h
7. When anchor i ng under f avor abl e weat her and sea condi t i ons, and
usi ng nyl on l i ne a scope of
-
mi ght be consi der ed a
mi ni mum.
8. When anchor i ng, t he anchor
be l owered when
t he boat has any
g.
I f an anchor dr ags, t he f i r st st ep i n t r yi ng t o get i t t o hol d
i s t o:
10. When chocks, bi t t s, cl eat s, and ot her f i t t i ngs ar e used on deck
t he nust be
and rei nf orced wi t h a
Ll -. The t ype anchor t radi t i onal l y
used f or permanent moorl ngs l s
t he
9- 3

CIIAPTER I-O
DUTIES AND T{AITNERS
f f f l f RODUCTf ON. The st udy
quest i ons at t he end of t hi s l esson are
based on t he readi ngs i n t hi s chapt er and not on any out si de
r eadi ng.
D{I rI ES. Your vessel or t he vesse} you may be i nvi t ed t o creht on
may have very f ew i t ems t o wat ch and operat e, or i t mi ght have many
r esponsi bi l i t i es. The oper at or i s al ways i n char ge and wi l l ask
you t o assume cert ai n dut i es. I f you are not f arni l i ar wi t h how t o
- ar r y t hem out , ASK; t hat i s t he way t o l ear n and wi I I save you and
t he oper at or embar r assment , i f not bi g t r oubl e. Wi t h a smal l boat
or smal l cr ew al l bel ow t i st ed dut i es shoul d be car r i ed out by
what ever cr ehr i s avai l abl e. Remer nber t hat cr ew i s a t eam ef f or t
and each cr eu, member i s dependent on pr oper coor di nat ed act i on of
a1l t he ot her s.
Deck Hand. The deck hand i s r esponsi bl e f or l i ne handl i ng, f ender
st owi ng, t ow wat ch, and most anyt hi ng el se t hat may come up, so be
avai l abl e. The deck hand shoul d know mar l i nespi ke seamanshi p and
be wel l ver sed on t owi ng and assi st ance and t he use of moor i ng
I i nes. Thi s knowl edge wi I I make your
j ob
of deck hand easi er .
Radi o. As you gai n exper i ence you may be asked t o st and a r adi o
wat ch. Take ever y oppor t uni t y t o shar pen your ski l l s. Know your
r adi o pr ocedur es i . e. how t o use t he mi ke, t he caI I uP, t he
pr osi gns such as over , out , ( never use over and out t oget her )
r oge. , wi l co, sdy agai n, af f i r mat i ve, negat i ve, phonet i c al phabet ,
Gr eenwi ch t i me and Local t i ne.
Communi cat i ons Speci al t y cour se.
I n ot her wor ds, t ake t he
Navi gat or . A good navi gat or i s al ways wel come and pr ovi des a r eal
hel p i n condi t i ons of poor vi si bi l i t y and st r ange wat er s. The
navi gat or must be abl e t o det er r ni ne posi t i on and mai nt ai n a pl ot of
cour i e. The Auxi l i ar y Navi gat i on Speci al t y Cour se i s exceLl ent way
t o Lear n t hi s subj ect .
Engi neer . Lar ger vessel s may have a cr ewman desi gnat ed as an
Lngi neer t o t ake car e of t he engi nes and r nachi ner y. Gener al l y on
t he smal l er boat s, however , t hi s dut y f at l s on t he obt ner - oper at or .
LrqpKqUt .
By l aw, a l ookout i s requi red at aI I t i nes when underway.
f ni u
- 1" n
sounds ver y si mpl e and most of t he t i ne i t i s, unt i l
needed, and t hen i t can become Ver y i npor t ant . Lear n t he pr oper
way Eo scan and r epor t what you see. Scan i n about t en degr ee
sect ors around t he boat or i n t hat sect or t o whi ch you are assi gned
I ookout .
10- 1
Repor t , i n a l oud voi ce, t he r el at i ve bear i ng of t he obj ect and t he
di st ance t o t he obj ect . The r el at i ve bear i ng shoul d be gi ven
i n
degr ees ar ound t he boat st ar t i ng at t he bow and goi ng
ar ound,
cl ockwi se, f or 360 degr ees j ust
l i ke t he compass, but usi ng t he bow
as nor t h. Some use t he cl ock syst em of r epor t i ng usi ng t he t wel ve
hour-cl ock f ace syst ern of gi vi ng t he beari ng. Be sure t he hel msman
answer s your r epor t so you know i t was hear d.
As r ookout you ar e r esponsi br e f or your assi gned sect or . For
sur f ace f ookout di r ect your eyes
j ust
bel ow t he hor i zor r , st ar t i n
t he part of t he boat nearest t he bow i n your sect or and move your
eyes about t en degr ees ever y second. Do not sweep wi t h your
eyes
as you r ni ght mi ss an obj ect . When your sect or has been scanned,
r est your eyes f or a f ew seconds.
Ni ght l -ookout s shoul d keep someone advi sed where t hey are and wear
a l i f e
j acket
pr ef er abl y
one equi pped wi t h a } i qht . Remember t o
keep one hand f or t he shi p and one f or your sel f and don, t f al l
over boar d. r t ' s l onel y out t her e at ni ght al one i n t he wat er .
Avoi d l ooki ng at br i ght r i ght s, and get your ni ght eyes bef or e
goi ng on wat ch. The t echni que f or ni ght scanni ng i s a r i t t l e
di f f er ent due t o t he const r uct i on of t he cones i n t he eye.
you
wi l l use
f ' of f
cent er " vi si on t o see obj ect s t hat you cannot see i f
you l ook di r ect r y at t hem. one good way i s t o scan about 5 t o t o
<l egr ees above t he hor i zon and obj ect s on t he hor i zon and bel - ow wi l l
be seen. You may al - so l ook t o one si de of t he t ar qet and do t he
same t hi ng.
Bi nocul - ar s ar e usef ul f or i dent i f i cat i on of an obj ect but not f or
scanni ng as you wi l l get ski ps. A good pai r of col or ed gr asses
wi l l al so be of assi st ance i n r educi ng gl ar e.
Lookout s i n f og shoul d scan sl owl y and r el y t o a gr eat ext ent on
t hei r ear s. St ay cl ear of r adi o and conver sat i on noi se as weLl as
enqi ne noi se i f possi bl e.
Gener al r ul - es f or l ookout s ar e t o:
1. under st and your dut i es,
2. r emai n al er t ,
3. gi ve your f uI 1 at t ent i on t o your dut i es,
4. r emai n as l ookout unt i l r el i eved,
5. do not become di st r act ed,
6. speak l oudl y and cl ear l y when maki ng a r epor t ,
7. be sur e your r epor t i s acknowl - edged, and
8. r epor t ever yt hi ng you see.
Hel l S- nan.
I n t aki ng over t hi s dut y be sur e you ar e f ul l y
i nst r uct ed as t o t he cour se, speed, oper at i on of t he t hr ot t l e, gear
shi f t and any speci ar condi t i ons t hat nay exi st at t he t i r ne.
Repeat t he cour se and or der s t o t he per son you ar e r el i evi ng, al so
any or der s t o change cour se or speed. Let t her e be no
mi sunder st andi ng. The l ookout i s t her e al so as your eyes, I i st en
and acknowl edqe.
r o- 2
St eeri ng may be di rect ed by t he compass or by ref erence t o obj ect s
i . e. mount ai n, poi nt of l and, l i ght house et c. The hel msman must
under st and t he conpass as wel l as t he char act er i st i cs i n handl i ng
of t he boat at vari ous speeds. Know how f ar t o t urn t he wheel f or
var i ous degr ees of t ur ns and do not st eer a zi g- zag cour se.
Remember it takes a few moments for a boat to respond to the heln
i n maki ng a t ur n. Be pr epar ed f or t hi s. AI so be pr epar ed t o st op
t he t urn, or
t rmeet
herrr
,
so as not overshoot your neht course.
Be al er t f or any speci al i nst r uct i ons of cour se and speed,
repeat i ng al l commands gi ven by t he operat or, acknowl edgi ng t hese
comrnands and execut i ng t hen. Rernai n at t he hel rn unt i l rel i eved and
i nst ruct your rel i ef al l i nst ruct i ons
you are f ol l owi ng. Every
crewmember shoul d l earn t o be a compet ent hel msman.
Radar. Radar i s anot her f orrn of l ookout and i s very good gi vi ng
you r el . at i ve bear i ng and di st ance t o an obj ect . Radar i s a gr eat
navi gat i onal ai d i n t i mes of dar kness or r educed vi si bi l i t y. Use
of t hi s devi ce as l ookout f or t r af f i c as wel l as a val uabl e t ool
f or pi l ot i ng makes f or saf er boat i ng, but does not r epl ace t he
l ookout . Each crewmernber shoul d l earn t o use t he radar and i rnprove
ski I l s i n i dent i f yi ng l and masses, buoys, vessel s,
j et t i es
and
ot her obj ect s i n your oper at i ng ar ea.
Towi nq Wat ch. At some t i me you wi l l probabl y be cal l ed upon t o
r ender assi st ance and t hi s may cal l f or t owi ng anot her boat i n.
Af t er t he t ow l i ne i s secured i t becomes t he dut y of t he t owi ng
wat ch t o keep t he t ow under const ant obser vat i on and r epor t t o t he
oper at or any change i n how t he t ow i s r i di ng, i . e. , i s i t i n st ep,
I i st i ng, veer i ng, or yawi nq. Ensur e t hat chaf i ng qear i s
pr ot ect i ng t he l i nes and t he br i dl e i s per f or r ni ng as i t shoul d. Do
not st and i n t i ne wi t h t he t owt i ne i n case of a t owl i ne f ai l ur e,
st and cl ear i n case of
t f snap- backr t ,
t he t owl i ne br eaki ng. Be r eady
t o cut t he t ow i n case of emer qency and wat ch af t f or over t aki ng
vessel s, bui l di ng seas, et c.
UANNERS.
Common court esy on t he wat er as on t he hi ghway makes l i f e
easi er and much saf er . The mar k of a good seaman i s r eadi l y
apparent by your general deport ment wi t h t he crew as wel l as
nei ghbor i ng vesseLs and envi r onment . You shoul d be consi der at e and
t hought f ul and demonst rat e saf et y and good seamanshi p.
As a boat ovtner/operator
-
Sl ow down i n channel s, you ar e l eqal l y r esponsi bl e f or your wake
and any damage i t may cause and t hat can become expensi ve.
f f anchor i ng f or t he ni ght near ot her boat s, check f or cl ear ance
so you don' t swi ng i nt o t hem. Keep t he noi se down,
Your
nei ghbor
mi ght be t r yi ng t o escape t he hect i c l i f e ashor e. Don' t f or get
t o check t he scope of t he anchor rode, and see i f t he anchor i s
hol di nq.
10- 3
r nf or m f i r st t i me guest s
what cl ot hi ng t o br i ng ( keep
i t war r n but
mi ni rnal , wi t h baggage easy t o st ow) and any ot her i t ems you f eer
wi l l add t o t hei r comf or t , l i ke seasi ck r emedi es. Don' t f or get
sungl asses and sun bl ock l ot i on.
show your guest s t he l ocat i on of t he
pFD' s
( l i f e j acket s) ,
f i r e
ext i ngui shers and ot her emergency equi pnent . Bri ef guest s
on
saf et y pr ocedur es: pr opel l er danger s, nan over boar d pr ocedur es,
one hand f or t he boat , and f i re hazards. Al so i nst ruct guest s
on
t he use of t he head and t he oper at i on of any ot her appr opr i at e
gear .
As a guest
Do not go
aboar d a boat wi t hout f i r st hai l i ng t he boat and aski ng
per mi ssi on, j ust
l i ke knocki ng on a door ashor e.
Do not ask i r r el evant guest i ons of t he oper at or when r unni ng a
t i ght channel , dt ni ght , or i n ot her ci r cumst ances t hat r equi r e
f ul l at t ent i on. Do not st and i n a manner t hat wi l l bl ock t he
vi ew of t he hel r nsman.
Do not smoke wher e i t wi l r of f end ot her s. Ther e i s a bi q
out doors and i n t hi s day and age t ake care not t o st art a l i t t l e
nut i ny.
Do not ht ear shoes t hat wi I I mar k up t he decks you ni ght be asked
t o scr ub t he mar ks of f .
When ar r i vi ng back at t he dock ask what you can do t o secur e t he
boat , I eavi ng i t cl ean and r eady f or t he next t i ne you mi ght l i ke
t o be i nvi t ed. Any oper at or r eaLl y appr eci at es t hi s and i t wi l l
be anot her l earni nq experi ence. A TI I ANK YOU i s al ways proper.
POLLUUON. A rnark of good seamanshi p i s t he i ncreasi ng concern f or
t he wat ers upon whi ch we sai l . We need t o i nsure t hat i n t he
f ut ur e we ar e not si mpl y f l oat i ng ar ound i n a cesspool devoi d of
mar i ne l i f e and cover ed wi t h unsi ght l y, and smel l y qar bage.
Tr eat
t he wat er t he same as your l i vi ng r oom.
I t i s i l l egal t o di schar ge pol l ut ant s i nt o t he wat er . The l aw i s
ver y br oad. f ncl uded ar e i t er ns such as oi l , wast e, pl ast i cs,
and
ot her non- bi odegr adabl e mat er i al .
Vessef s 26 f eet and over must have a DI SCHARGE OF Of L PROHI Bf TED
pl acard di spl ayed i n t he machi nery spaces as a remi nder not t o pump
oi l or oi l y wast e over t he si de.
Vessel s 26 f eet and over , except t hose on i nl and l akes and sol e
st at e wat er s, must al so di spl ay, i n a pr omi nent pl ace, a
I BASI I
Df SPOSAL pl acard. Thi s i s t o remi nd al l t hose onboard what i s not
t o be dumped over t he si de.
1 0- 4
f n addi t i on, vessel s 40 f eet and
post a wri t t en t rash managenent
pl an i s t o be nar ned. The pl an
wi l l be col l ect ed and di sposed.
over wi t h a gal l ey and bert hs must
pl an. The person i n charge of t he
must st at e how and where garbage
Be sur e t o obser ve al l f eder al and l ocal l aws r egar di ng t he pumpi ng
of hol di ng t anks. Hol di ng t anks are used aboard t o hol d t he
ef f l uent f r om t he t oi l et and any ot her dr ai nage t hat may be
envi ronment al l y harnf ul . Ot her met hods of t reat i ng harnf ul
mat er i al have been r ecommended and l egal i zed f r om t i r ne t o t i r ne such
as el ect ri c devi ces t o break down t he chl ori ne i on i n t he wat er
t her eby chl or i nat i ng t he af f l uent . Ot her means such as macer at or s
wi t h cheni cal pi l l s t o be added have al so been used. Ther e wi l l be
no at t empt i n t hi s cour se t o set a st andar d as new met hods cont i nue
t o be l egal i zed and r ecommended.
COURTESY BOARDTNG A COAST GUARD \IBSSEL. When boarding a
commi ssi oned U. S. Coast Guar d vessel , st op at t he t op of t he
gangway, f ace t he guar t er deck ( st er n) , and sal ut e t he Nat i onal
Ensi gn. Then sal - ut e t he OOD ( of f i cer of t he deck) and r equest
per mi ssi on t o come aboar d. The OOD wi l l gr ant per mi ssi on. St at e
your busi ness and pr oceed. Remai n cover ed ( cap on) i n ar eas ot her
t han t he t i l ar dr oom whi ch i s t he l i vi ng r oom and di ni ng r oom f or t he
shi p' s of f i cer s. Upon l eavi ng t he shi p, r equest per r oi ssi on f r om
t he OOD, sal ut e t he OOD, t hen sal ut e t he guar t er deck and depar t .
10- 5
STUDY
QUESTTONS
1. Name t wo dut i es of a deck hand.
2. The navi gat or must be abl e t o
and
3. The crehrrnan who t akes care of t he engi nes i s cal _l ed t he
4. What cr ew dut y i s r equi r ed by l aw?
5. As a l ookout , you ar e r esponsi bl e f or your
6. FI ow many degrees do you move your eyes each second when
scanni ng?
7. Do you l ook di r ect l y on t he hor i zon f or ni ght scanni ng?
8. Bi nocul ar s ar e used f or
f or
and not
t o your dut i es.
11. Lookout s i n f og r el y t o a gr eat ext ent on
9. You must r emai n as l ookout unt i l
10. Lookout s shoul d r emai n
L2. St eer i ng may be by
13. The hel r nsman wi l l
and gi ve
or by ref erence t o
Lo- 6
al l commands.
L4. The t er n
t r neet
her r f
,
means?
15. Radar i s
) . 6. Radar i s a gr eat navi gat i onal ai d i n t i nes of
and
L7. The t ow wat ch must not st and i n l i ne wi t h t he
case of i t
18. You ar e l egal l y r esponsi bl e f or your
19. When anchori ng near ot her boat s check f or
20. I t i s i l l egal t o di schar ge
2I . What i s a hol di ng t ank?
22. When boar d
Ensi gn and
i ng a Coast Guar d vessel
of l ookout .
i nt o t he wat er .
t he Nat i onal
I n
f r or n t he Of f i cer Of t he Deck.
23. Remove your cap when i n t he
conni ssi oned Coast Guar d Vessel .
of a
ro-7