International Yachtmaster Offshore MCA Recognised Shore ...

1

Zephyr Yachting, 11 Rue Fontvieille, Galerie du Port, 06600, Antibes | +33 493 33 34 04 | www.zephyr-yachting.com | [email protected]

International Yachtmaster Offshore

MCA Recognised

Shore-based Course

http://www.zephyr-yachting.com/

mailto:[email protected]

2


YACHTMASTER OFFSHORE

RYA Certificates of Competence are some of the most useful and credible of all yachting qualifications. They thoroughly test the skipper’s ability, and can therefore appear daunting to potential candidates. But well-prepared skippers with the right experience needn’t worry. With practice and preparation, you should be able to relax sufficiently to let your skills shine through any exam nerves but do remember out of all the yachting exams you take, this is the only exam with a practical boat handling aspect.

This guide will help prepare you, whether you are taking the Yachtmaster Coastal or Yachtmaster Offshore exam.

Yachtmaster Coastal and Yachtmaster Offshore – What’s the difference?

The definition of a Yachtmaster is: ‘A yachtsman or woman competent to skipper a cruising yacht on any passage that can be completed without the use of astronavigation’.

Yachtmasters should be able to enter any well-charted harbour for the first time, with sufficient depth, by day or night.

A Yachtmaster Coastal has ‘the knowledge needed to skipper a yacht on coastal cruises, but does not necessarily have the experience needed to undertake longer passages’.

In other words, the theory is the same for both, but less practical experience and skill is required for the Yachtmaster Coastal exam.

Pre-exam Experience

As with any exam, the more practice you have beforehand, the more confident you will feel. Try and get some extra hands-on driving experience with twin engine motor cruisers.

To qualify for the Yachtmaster Offshore Exam, you will need to have the following:

2500 miles at sea (50% in tidal waters)

50 Days Sea Time

5 Days as Skipper

5 Passages over 60 miles, 2 as skipper and 2 at night



3


You will need to provide your examiner with this information before your exam starts.

You will also be asked for your VHF and a valid First Aid certificate. STCW 95 elementary first aid will suffice as long as it has been issued within the last 5 years.

To qualify for a commercial endorsement, you now have to sit an online exam called Professional Practices and Responsibilities certificate

Equipment Required (Theory and Practical):

Plotter (preferably Portland plotter) Dividers Pencil A4 Note Pad (wire bound) Calculator Biro Rubber Pencil sharpener

Pre course study literature:

A Seaman Guide to the Rules of The Road Yachtmaster handbook – James Stevens Various flip cards for practice Navigation: A newcomer’s guide by Sara Hopkinson RYA Yachtmaster Book (this is provided) Course notes



4


Yachtmaster Shore Based Course Syllabus

The Coastal / Yachtmaster theory course requires pre-course knowledge to Day Skipper level theory. Assumed knowledge includes CTS, COG, EPs, knowledge of tidal heights, fall of tide, working out projected depths for anchoring, working out clearances under bridges, some basic weather, basic collision regulations etc.

The RYA Coastal Yachtmaster theory course takes Day Skipper level students to a completely new level, bringing an understanding of secondary ports, a greater knowledge of tidal streams, heights etc. Safety, weather, position fixing and much more is covered in greater detail.

This is an advanced course in navigation and meteorology for candidates doing the Coastal Skipper and Yachtmaster Offshore Certificate. The syllabus makes some provision for the revision of subjects in the Day Skipper course, but those who have not acquired the knowledge set out in the Day Skipper course are unlikely to be able to assimilate all the subjects covered in this advanced course in the time available. The assumed level of knowledge before starting the course is the Day Skipper for both theory and practical. Subjects that are covered in theory week:

1. Charts & Position fixing

2. Compass Rose, Variation & Deviation

3. Tides

4. Tidal Streams

5. Courses

6. Buoyage

7. Passage Planning

8. Meteorology

Chart & Position



5


The navigational charts you will use on this course are basically maps of the sea. They will tell us where we are, what’s around us and what’s underneath us. Charts are one of the oldest methods of navigation and are still used to tell us where we are on the ocean and even though the introduction of electronics i.e. GPS, radar etc. have made navigation easier, we still have to know how to read a chart and navigate with one. Plotting your position accurately is vitally important - it’s from this position that you will calculate everything. Every chart is different, scales change, some charts use different measurements i.e. metres and feet so it is important that you look at every chart before plotting your position so you can do it correctly. The most common mistake is to plot your position incorrectly. This is due to not reading the chart and not knowing the scale. Charts use Parallels of Latitude and meridians of Longitude. The Latitude is always north or south of the equator (up and down the chart) and Longitude is east and west of Greenwich (along the bottom or top of the chart left to right). When writing a position the latitude will always be written first followed by longitude. Latitude and longitude are similar to a clock in their units. Latitude and longitude use degrees, minutes and seconds. 1 degree = 60 minutes just like a clock has 60 minutes in an hour and is written like so;

042 28’ N

007 05’ E Once you reach 59.9’ you automatically move up to the next degree just like the hour of a clock. The minutes then start from 0 again. Where Latitude and Longitude intersect, this is a position on a chart i.e. waypoint. It is also important to know that you can measure distance using the Latitude line. However, you can NOT measure accurate distance using the Longitude line. This will be explained further on the course. Every minute of Latitude is equal to 1 nautical mile 1 degree = 60 minutes 60 minutes = 60 nautical mile 1 minute = 1 nautical mile 1/10 nautical mile = 1 cable There are 1852 metres in a Nautical mile, so this is greater than a road mile.

Direction



6


Direction on a chart is calculated using a compass rose, which is usually positioned on a number of areas on the chart. This is a 360 degree circle which gives us direction.

There are 4 points to the compass North, South, East and West.

North - 360/0

East = 90

South = 180

West = 270



7


Applying Variation Due to the gravitational pull on the earth’s surface, we have to allow for variation on our compass. Every compass will point to magnetic north so we have to apply variation to get our true bearing or heading.

Variation is the angular difference between the true North Pole and the magnetic North Pole. The magnetic North Pole moves around a little, so variation changes with both time and place. Variation 7° 45’ W 1992 (9E) What this means is that the variation was 7 45’ W in 1992 and it will change annually 9’E. In other words, in this position in 1992 the compass needle was deflected 7° 45’ to the west and it is decreasing by 9’ each year. If the variation is named east, the compass needle is being deflected 11° to the east. Error west – Compass is best (or greater) Error east – Compass is least (or less)

M

True North

7°

11° E

True North

M



8


The following mnemonic might help for going from the true to compass:

True Virgins Make Dull Company = True Variation Magnetic Deviation Compass Just add whiskey (+ west)

If you add west going from true to compass you will have to subtract east. The reverse happens when going from compass to true.

Deviation Deviation occurs on a vessel where fixings or objects onboard the vessel affect the compass i.e. speakers, steel hull, or where the engines are located. Remember a compass is magnetic and will be affected by other magnets or metals. Each vessel will have its own unique deviation card and is not transferrable from vessel to vessel.

W- E+

W+ E-



9


Tide

What is tide? Tide is the movement of water around the earth due to the magnetic pull on the Earth’s surface caused by the Sun and the Moon. Tide rises and falls every 6 hours approximately. This means in a 24 hour period we will have 2 high waters (H.W.) and 2 low waters (L.W.). The speed at which the water rises varies depending on 2 types of tides, these are known Spring tides and Neap tides. Spring Tide: A Spring tide is when the Sun, the moon and the Earth are in line with each other. This happens twice every month on the full and new moon. The gravitational pull on the Earth’s surface due to them all being in line creates a greater pull on the water, so you end up with a very high, high tide and very low, low tide. If you can imagine a washing bowl half full with water, you start to move the bowl around with your hands. The faster you move your hands, the further the water will rise up one side, as the water moves across to the other side, the lower it gets as it rises up the other side.



10


Neap Tides A neap tide is the opposite of a spring tide, i.e. when the Sun, the moon and the Earth are at right angles to each other. This creates a lesser gravitational pull on the Earth’s surface since the Sun and the moon are counteracting each other. This leaves us with a low high tide and a high low tide. There is less water movement in a 6 hour period. This type of tide also happens twice a month - on the half moon or ¾ moon. Approximately every 14 days you will have a neap tide.

Neap tide



11


Tidal Height: As mentioned before, tide rises and falls every 6 hours but the rate at which it rises and the volume of water moving varies drastically depending on what day it is i.e. is it closer to a spring tide or a neap tide. Since the tide has only a 6 hour period to rise or fall, the amount of water rising or falling has to move a lot faster with a spring since there is a larger volume of water to move. We can use a theory called the rule of twelves to measure the volume of water rising or falling. The rule of twelves states that over a 6 hour period the water will rise or fall by 1/12 the 1st hour, 2/12 the 2nd hour, 3/12 the 3rd hour, 3/12 the 4th hour, 2/12 the 5th hour, 1/12 the 6th hour. This means that the tide rises faster and moves quicker in the 3rd and 4th hour of its rise and fall.

To find out the time and height of tide on a daily basis, on a particular day in a particular place we use a book called a Nautical Almunac. This will give us details on port entries, VHF numbers as well as navigation information. It also gives us the height of tide in a particular place on a daily basis from the 1st January – 31st December of every year.



12


From this table we can calculate the time and height of H.W. and L.W. on any given day e.g. 1st May time 0426 height of tide 1.6 metres and 1112 @ 3.7 metres. This means L.W. is at 0426 and H.W. 1112.

Tidal heights are measured from an imaginary line called Chart Datum. Since the sea bed is so un-even this datum was introduced to make measuring heights more accurate. All measurements are taken from this, so the L.W. and H.W. heights on your Almunac will be measured from this line NOT the sea bed. The charted depth, which is the number on the chart is from the sea bed to chart datum.



13




14




15




16




17




18




19




20




21




22




23




24




25




26




27




28


Depth of Water in which to Anchor

Question

A yacht anchors off Plymouth on 6 May at 22:53 BST in 7m of water. It has a draught of 1.5m. What is the clearance at LW?

Answer

From the graph height of the tide is 4.4m (above chart datum)

22:53 BST Height of Tide

4.4m

3.7m

LW 0.7m

Chart Datum Our

echo sounder reads 7.0m

Tide will fall 3.7m We need draught 1.5m We need a total 5.2m



29


Draught 1.5m Fall Clearance 3.7m Bottom If we take our depth 7.0m – 5.2m our clearance is 1.8m

We always need draught + fall + clearance Note: In 95% of tidal height questions you will need to calculate the fall of tide - this is the difference in height from now till the next low tide. Secondary Ports When dealing with tidal heights, we also have to take into consideration secondary ports. A secondary port is one which has no tidal information table of its own, like the example on the previous page of Plymouth. Basically a secondary port is a smaller port further along the coast. The high water and lower water times and heights differ from that of the standard port since you can’t have the same times and heights at the same time everywhere. A Nautical Almunac holds secondary port information in them i.e. corrections to be made to the standard port times and heights to give accurate tidal information at the secondary port. The calculation of tidal heights and secondary ports will be covered in detail on the theory course.



30


Tidal Streams: Tidal streams are not to be confused with tidal heights. We use tidal heights to calculate the height of tide to cross a sand bar or go under a bridge. Tidal stream is the current that pushes your vessel off its course, speeds it up or slows it down depending on the rate at which it flows and its direction i.e. its set and drift. The tidal set and drift i.e. direction and speed is given in degrees for direction and knots for speed and

is symbolised on a chart by 3 arrows pointing in the direction of which it flows. E.g. 45 @ 2 kts

This would mean the tide would be flowing in a 45 direction at a speed of 2 knots which is 2 nautical miles per hour which we can calculate using the minutes of the latitude scale.



31


We can calculate tidal set and drift by using a tidal stream atlas or tidal diamonds but NOT both. It is incorrect to use both at the same time.

To calculate the set and drift we need to figure out how many hours after or before high water in the standard port of the chart we are. When calculating the set and drift on a chart, one standard port is used for the entire chart no matter where you are on the chart. This is different to when you calculate tidal height, when we use the standard port closest to the area we are in.



32


Tidal Stream Atlas The standard port for set and drift of any chart is located at the top of the tidal diamonds table of that chart. We use our Almunac to find the time and height of H.W. at that standard port on the date of our departure. Knowing our departure time and location, we calculate how many hours before or after high water it is. We then revert to the tidal diamonds or atlas to find our set and drift.



33


As you can see from the tidal diamond table, once you calculate how many hours before i.e. 1-6 or how many hours after again 1-6 we can go to the table and find which direction and rate. Example: If the time of departure was 4 hours before H.W. Victoria at diamond A as in the table. The

tidal set and drift would be 026/ 0.4 0.2. This means that the set would be 026 at a rate of 0.4 knots or 0.2 knots. The reason for having two rates is because it could be a spring tide or neap tide. The higher of the two is a spring tide and the lower of the two is a neap. From the Almunac you should be able to calculate the range (the difference between the low water height and high water height that is affecting you). This number is then compared to the mean spring range which is located next to the tidal curve of that particular port. If the range equals that of the mean spring or neap range, than you take the spring or neap rate accordingly from the diamond. The spring and the neap may not always equal the range. At this point we would need to use the cumulative rates table.



34


Courses There are 3 main types of courses we use:

Dead Reckoning (D.R.)

Estimated Position (E.P.)

Course To Steer (C.T.S.) Dead Reckoning (D.R.)

A D.R. is when you have a direction in which you are travelling i.e. 244 and you also know the distance you’re going to travel or speed i.e. 3 nautical miles or 3 knots. A Knot is what we call speed in Nautical terms it means Nautical mile per hour. From your start point on the chart (which you should know using your Latitude and Longitude),

you plot 244 using your plotters from your start point and then with your dividers you measure 3N.M., from your start point where the dividers cuts the pencil line (244). This is your D.R. Remember that 3 N.M. miles equals 3 minutes on the Latitude of the chart you’re using. A D.R. ignores all the elements, which we would include in real life i.e. wind and tide

Estimated Position



35


An estimated position (E.P) is used to estimate your position over a long passage normally calculated hourly but can be used over any time period. This course takes into consideration the tidal set and drift (tidal course and direction). The first procedure on an E.P. is to calculate your dead reckoning. From this you apply your tide from your D.R. position using your plotters and dividers. The tidal set and drift i.e. direction and speed is given in degree for direction and knots for speed and is symbolised on a chart by 3 arrows pointing in the direction of which it flows.

E.g. 45 @ 2 kts.

This would mean the tide would be flowing in a 45 direction at a speed of 2 knots which is 2 nautical miles per hour, which we can calculate using the minutes of the Latitude scale.

With an Estimated Position you plot your direction and apply your speed or distance. From this point, you apply your tide to find out approximately where you are. Over your passage you have allowed the tide to push your vessel. Then you compensate for the tide at the end of your passage.



36


Plotting an Estimated Position (EP)

*REMEMBER with E.P. you are letting the elements push you and you’re estimating where you are at the end i.e. adding (tide) afterwards Wind A 110° T 6 miles B C

Tidal stream 230°T 2.0 knots

1. A –B is the direction and distance you have travelled without calculating the tidal effect.

B is DEAD RECKONING (D.R.) A – B ________>__________ Water track 2. Look up and apply tidal stream for the time selected (i.e. half an hour or one hour).

Plot tidal stream at the end of the water track B – C __>__>__>___ Tide

3. E.P. Position is end of tidal flow (230°T 2.0 knots) ʌ

4. Lay off ground track A – C ___>_>____

2 arrows = 2 feet on the ground this is the actual track you travelled.



37


This gives you course and distance made good i.e. over the ground 135°T 5 miles. Therefore E.P. is the best possible estimate of position at end of the time period selected.

Course to Steer A Course to Steer is a more precise and accurate method of navigation. Unlike the Estimated Position where you apply the tide at the end of the passage and allow it to push you as you travel, the Course to Steer compensates for the tide and is applied at the beginning of the passage so you actually travel along the course you planned. One key point to remember is that with a C.T.S. you will be increasing or decreasing your speed according to the direction of the tide e.g. if I was cruising at 12kts and I had a tidal stream of 2kts going in the same direction, my speed would increase to 14kts or if it was against me my speed would decrease to 10kts. This is very important to remember when calculating a C.T.S.

The following is what each line means on a course to steer: A-B = Distance travelled i.e. direction and speed or distance given A-C = Tidal set and drift C-D = The original boat speed before allowing for tide A-D = The New Boat Speed allowing for the combination of tidal speed and original speed C-D = The Course to Steer, this is what your true C.T.S compensating for tide so you can

travel along the line A-B A-D = The new boat speed which will be needed to calculate time



38


When calculating time in any of the courses we use we need to use the following formula:

distance SOG x time Distance = distance travelled i.e. A-B above SOG = Speed Over Ground i.e. new boat speed A-D above Time = 60 minutes

N.B. 1 minute = 1 Nautical Mile = 1 Knot

Do not try to work out 50 minutes of tide or 50 minutes of boat speed just take the distance off the water speed and parallel the tide where it crosses the ground track is where you will be.

Plotting a Course to Steer ***Remember: counteract (tide) at commencement

1. If I am in position A and wish to go to buoy B, first lay off ground track and measure

distance (ground track should be course made good in time selected . i.e. one hour or

half an hour) A – B

2. Look up and plot tidal stream for the time selected **remember** course

counteracts at commencement. I.e. if one hour selected then tide and boat speed

will be one hour.



39


3. From end of tide, strike off boat speed for required time where the pencil arcs. The

ground track is where you will be at the end of the time period selected D. DO NOT

JOIN THE DOTS!

Join lines C – D to find course to steer.



40


Buoyage IALA A



41


Lights and Shapes



42




43




44




45




46




47




48




49




50




51




52




53




54




55




56




57




58




59




60




61




62




63




64




65


Passage Planning

Departure Point Arrival Point Time of Departure Time of Arrival Tidal port/s for chart or tidal stream atlas Time and heights of HW Time and heights of LW Distance between departure point and arrival point Rhumb line course Details of expected weather forecast Times of local General description of passage Lists of charts – passage and large scale List of bolt holes List of dangers, rocks, overfalls, shallows, etc. Details of major lighthouses Pilotage – departure point Pilotage - arrival point List of coastguard stations List of reference books



66


Consider strength of crew. If light or inexperienced crew, then short easy hops with plenty of rest. With a strong crew keep going, weather permitting. Plan a watch system allowing for the experience of the crew; one experienced crew with one inexperienced crew member. Check all safety equipment prior to going - lifejackets, harnesses, flares; jackstays etc. Provision for the trip with easy meals and high protein snacks and flasks. Check the radios. Check engine spares, fuel filters, belts, pump impellers etc. Check water is in the cans and carry a spare jack. Arrange berths or mooring for arrival if in a popular harbour. Plan waypoints in advance (keep a safe distance off headlands and buoys). Keep a deck log and update at least every hour - more if visibility is poor.



67


Meteorology What is meteorology? Meteorology is predicting and reading weather. What is weather? Weather in simple terms is hot air rising and cold air coming in to take its place.

It is impossible to survive in a vacuum so when the hot air rises, it has to be replaced by cool air, which comes in the form of wind.



68


Sea Breeze

The sea breeze usually occurs around noon. This is because the land needs time to heat up since it loses its heat over night. Buoys Ballots Law Buoys Ballets Law states that when you stand with your back to the wind in the Northern hemisphere the centre of the low pressure system is on the left hand side.

In the Northern hemisphere, a low pressure system rotates anti-clockwise and



69


deflects slightly in towards the centre of the low. It usually travels in a west to east direction. A high pressure system which is a good weather system i.e. sun, light wind, clear sky rotates clockwise and slightly out from the centre Fog Fog is a basically a cloud near ground or sea level. It is formed when the atmosphere can no longer hold its water content at a particular temperature. As air rises it cools according to lapse rate - the temperature rate at which it decreases is

3.5C per 1000ft. When air is cooled, it becomes saturated and the temperature at which it becomes saturated is called its dew point. Once air has reached its dew point the water condenses forming tiny water droplets that we see as fog. If this temperature difference happens higher up in the sky, we see it as cloud. There are two common types of fog usually found at sea, advection fog (sea fog) and radiation fog (land fog). Sea or advection fog Advection fog is the true sea fog caused by warm moist air moving over cold water. The cold water cools the lowest layer of air to such an extent that the water vapour in the air condenses to form droplets of liquid water. This is known as the dew point. Around the UK, advection fog is most common in Spring or early Summer when the water is cold and warm moist air from the southwest moves over it. This type of fog can last for long periods of time, often until there is a change in the air mass. Radiation or land fog Radiation fog is a land fog formed during clear nights under high pressure. Without any cloud cover to blanket the ground, the heat is radiated upwards and is lost in the atmosphere. As the ground cools, the air above it cools. If the air temperature falls below the dew point, fog is formed. Although this is a land fog, it drifts down rivers and estuaries and finds its way over coastal waters. As the fog drifts out over the relatively warm sea, the air is warmed and starts to rise, mixing with the air at higher levels. This combination of warming and mixing is the beginning of the break-up of the fog.



70


The sun will warm the fog from above so over the open sea, so radiation fog is quickly dispersed. The coldest part of the night is around dawn, and the hour after dawn can see the worst of the radiation fog. The heating of the sun will, on all but the worst days, quickly burn off the fog and a strong wind will rapidly disperse it. Tied up in a marina or at anchor we may be fog-bound in the early morning whilst out to sea it is clear. Radiation fog is often worse in the autumn and winter, when it can be reluctant to shift all day. Frontal Depression A frontal depression is also a Low pressure system



71


Formula for interpreting the Beaufort Wind Scale using the multiple of 5 Force 6 (x5 minus 5) 6 x 5 = 30 – 5 = 25 knots 15 knots (+5 divide by 5) 15 + 5 = 20 / 5 = Force 4



International Yachtmaster Offshore MCA Recognised Shore ...

Documents

Transcript of International Yachtmaster Offshore MCA Recognised Shore ...