well explained, but many tutors never seem to explain the mile markings down the side of the chart or tidal diamonds to get the rough direction and rate. I only mention this as is the main question that comes up in the boat club from people just starting to sail.
Again, i dont know if you guys are doing this on purpose or tryig to confuse students.... you accumulate then divide the spring rate and neep rate by 2 Because it is mlidrange. so based on this example how do you wnat tohat the student it is not confused if he has to used the Spring or Neap tide.... You guys are putting this free stuff on internet that is confusing the of students !!!! whyt dont you mention that they dont have divided if it is either Spring rate or neep rate,???
That was incorrectly tied… you ended up with a cow hitch when it should be a clove hitch. The second hitch should be passed around the rope in the SAME direction as the first to form the clove hitch.
Why did you say correct for variation - surely you meant deviation and variation. Why not also plot leeway and provide the calculation that resulted in 10degrees?
Not sure. The sheet winches are not designed to take the full weight of the boat, just the jib. When I tow yachts i run the line over the anchor roller then around the base of the mast 2 or 3 times, both designed to take the boat's full weight, and the lazy end is held by one of the crew in case the tow has to be suddenly disconnected. Your method is a permanent connection that could, under tension, be broken only with a knife. Prefer my method, esp in big or confused seas.
I am in the process of going for my Day Skipper cert. Can you please explain how you arbitrarily obtained a wind speed that automatically turned into a 10deg compass variation. Taking tide into consideration when setting course to steer you calculated, then just chucked into the calculation a number from nowhere. Or have i missed something?
I have the same question.how did you decide that wind speed affect on the course by 10 deg?
2 года назад
@@serdarsenol7307 you calculate leeway from the line that your boat leaves on the water, i.e. you see a line on the water that can be 3 degrees from the centerline of the boat, Then you add those 3 degrees to your True course.
I am sure the answer is going to so simple but; How do i relate the first part of your presentation - finding your nearest reference port's water height differential, ie., 3.0m, with the calculation of the actual tidal stream speed/direction below using almanac or diamonds? Probably my stupidity. BTW a great tutor.
A good explanation of “Dead Reckoning”. I would take issue when you introduce “point” when describing your last known position Lat/Long. Decimal should be used habitually not point. Especially on a VHF or other radio transmission. Point, which point? The Lizzard, Nare point? I hope you get the point!?
Shouldn't you have measured your water track as 6NM from the tidal point to the ground track, rather than just joining the tidal point to 6NM from starting point along the ground track? Doesn't make much difference on this flow direction, but if tide was running at 180 for example, this would make a big difference!
Very clear video, however there is no explanation on how you know know the distance travelled? is it time and speed? So 30 minutes at 4 knots would be 2 nautical miles travelled?
Yes, it could be a Distance = Time x Speed calculation. She doesn't say. Or she might be getting it from her GPS? But her explanation of a DR is pretty clear.
@@rabukan5842 If you have a GPS then you already have a fix. But if the GPS stops working, then you have a problem. Dead reckoning is a backup system, very approximate but it will give a reasonably good idea of where you are until you can confirm it with a visual fix, an astro fix, or an electronic fix.
Usually the distance comes from a log, a small impeller in the water which rotates and is calibrated in distance through the water (not over the ground) like a milometer.
2 года назад
@@rabukan5842 Time in minutesXSpeed/60, equals Nautical Miles sailed.
