Ship Manoeuvring, Handling. Test 1 – Online Maritime Tests

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In an extreme case, in addition to having your winch brakes as tight as can be, you can increase the brake holding capacity of the winch drum by putting it in gear and setting the power to the 'heave' position. However this may cause:

Damage to the winch by distorting the shaft.
All the listed alternatives.
The increased braking power of the winch to exceed the breaking strength of the wire and rope paid out from it which might cause the wire or rope to part.
Strain on the fairleads and rollers in use in excess of their Safe Working Load.

What will the stopping distance of your ship be when proceeding with 5 knots and reversing to full astern?

The sea-trial tests may tell me, or else I can do a test myself to find out
5 ship lengths
1500m
The stopping distance is the same for all initial speeds

Consider the situation sketched below. How will you distribute the power of the tugs when you want to move the ship sideways without any yaw?

Full power on the forward tug, the stern tug should hold back.
Full power on the forward tug, reduce on the aft tug while checking the gyro.
Full power on the aft tug, stop on the forward tug.
Equal power on both tugs.

You are in confined waters. Is there any danger in the situation sketched below if you should loose engine power?

She will drift to port, but rather slowly as you are loaded
She will sheer slowly to port
Your ship will loose headway, but there should be no immediate danger
Your ship will sheer to starboard rather quickly with the possible consequence of grounding

A ship is turning around a point called the 'pivot point'. What is the position of this invisible point when the ship is 'dead' in the water?

About same position as the center of gravity.
Near the stern of the ship
Outside of the center line
Near the bow

Consider the situation sketched below. How will you distribute the power of the tugs when you want to move the ship sideways without any yaw?

Full power on the forward tug, the stern tug should hold back.
Full power on the aft tug, reduce on the forward while checking the gyro.
Equal power on both tugs.
Full power on the aft tug, stop on the forward tug.

When connecting a tugboat, what speed do you think is best for your vessel to maintain during this operation?

The speed should be less than 5 knots, normally 3 - 5 knots.
It is best to stop the vessel completely before connecting.
A tug may be connected at any convenient speed.
The speed should be more than 7 knots.

The maximum rudder angle on your ship is 35 degrees. Do you think this is the angle that the rudder is most effective?

No, the rudder is most effective at small rudder angles.
Yes, the rudder is most effective at max angle.
No, the most effective rudder angle is about 25 to 30 degrees. This is because the rudder is 'stalling' at 35 degrees angle.
No, the rudder is most effective at angles between 10 and 20 degrees.

Your ship has right handed propeller and is on half ahead when you put her full astern to stop her. Do you think the rudder will have any effect while the ship is making headway?

Yes, by putting the rudder hard to port the ship will go to port, even if the propeller is going astern.
No the rudder must be put midships, otherwise it could be destroyed.
No, the rudder should always be amidship when the propeller is going astern.
Yes, by putting the rudder hard stb. it will shield waterflow to the stb. side of the propeller and vice versa to port. This will effect turning of the ship.

Your ship is making sternway about 1,5 knots. Your rudder is hard to starboard. Will this have any effect on the ship's behavior?

Yes, it will give the stern a lift force to starboard.
No, the rudder will have no effect when the ship is making sternway, it should be in midship position when going astern.
No, the ship will go straight astern.
Yes, it will give the stern a lift force to port.