Chapter 6: Knowledge Base for Master

6 – 01 Grounding with no collision risk: Add one more effort in your routine  

6-01 “one critical minute” unknown to most of us

6-02 “lapse of mind” in turning

6-03 Refer to authority in turning

6-04 Refer to OOW in sailing

6-05 Add one more effort in your routine: No fix sailing

6 – 02 Grounding with collision risk: change situation from danger to safe  

6-06 Grounding after collision avoidance

6-07 Load up and Load down program

6-08 Identify wrong vessel to give way

6-09 Considering navigational hazards while give way 

6-10 Safety procedures to avoid grounding changed in ECDIS time  

6-11 Our venture at sea and streetwise to cope with

6-12 Safe Relative Bearing SRB skill in crossing ahead

6-13 Senses of speed which Captain can feel, see and hear

6-14 Cross reference situation: forged and unshakable by conversations exchanged

6-15 Former generation’s wisdom had not stipulated and explained.

6-16 Why grounding still happen?

6 – 03 How can we give way in such narrow channel without grounding？

6-17 Collision position Study: 

6-18 His navigation looks always nice and easy without any surprise

6-19 His navigation looks always nervous and panic with many difficulties

6-20 How to make transit plan between many outbound vessels

6 – 04 Visual skill for Master

6-21 Visual skills captain had are his last resort in all dangerous situation

6-22 Master need relative bearing most when we practice visual skills

6-23 Why relative bearing change is not the same as compass bearing change? 

6-24 Why Captain should use relative bearing change to access collision risk? 

6-25 Does relative bearing change can be used to determine collision risk? 

6-26 Challenges to COLREG definition and its application 

6-27 Relative bearing change when turning in close quarter encounter  

6-28 Visual clues whether target vessel can pass our bow 

6-29 Estimate target vessel distance by her length over all 

6-30 Estimate target vessel collision risk by her distance 

6-31 Target vessel horizontal angle decreased means safe 

6-32 Judging collision risk by relative bearing of target vessel’s stern change 

6-33 Avoiding collision actions is decided by ownship’s turning characteristics

6-34 Judging angle of blow by visuals

6 – 05 Best aide to collision avoidance

6-35 Best aide to collision avoidance when no visual contact with target vessel

6-36 Best aide to collision avoidance when some targets may not track or notice before

6-37 At 4 NM distance away, A/C 15 degrees of collision course to achieve CPA = 1 nm

6-38 At 4 NM distance away how many degrees is 400 meters target’s horizontal angle?

6-39 How many distance away to avoid 400 meters target by alter course?

6-40 How to reduce speed effectively?

6-41 Conclusions of collision avoidance action efficiency? Smaller or slower vessel

6-42 Manoeuvring characteristics: some fundamentals 

6 – 06 Emergency maneuvering to collision avoidance

6-43 Emergency maneuvering: full rudder turning

6-44 Emergency maneuvering: Crash Astern

6-45 Emergency maneuvering: Rudder cycling

6-46 Situational Awareness in Rudder cycling

6-47 Seeing big vessel overtaking: visual bearing change fore and aft

6-48 Seeing big vessel overtaking: rudder cycling 

6-49 Man overboard is also a rudder cycling maneuvering.

6 – 07 Multi targets situation in confined waterways

6-50 Simulate rudder cycling with Man over board turn.

6-51 Go around? How many abeam distance we can have?

6-52 Reduce speed? All vessels’ RM speed vectors will break upward.

6-53 Alter course? All vessels’ RM speed vectors will break outward.

6 – 08 Narrow channel sailing rules

6-54 Narrow safety margin by using 3 minutes speed vector

6-55 Called to bridge one minute before collision

6 – 09 conclusions