Ensuring the ship's turnability is achieved by using the controls and movement of the ship. depending on the design and the nature of their use, the control facilities are divided into main (GSU) and auxiliary (APU). The action of the GSU depends on the speed of the ship or on the nature of the propulsion system. The main controls include various types of rudders and rotary nozzles.

Auxiliary controls are propulsion and steering systems, the action of which is not associated with the operation of the ship's main engines. Auxiliary controls include thrusters (PU), active rudders (AR), retractable propulsion and steering columns (VDRK) and rotary columns (PC). Under certain conditions, on some projects of ships and submarines, auxiliary controls can also be used as the main means of propulsion.

Main controls. Rudders and their geometric characteristics

The ship's rudder is a wing with a symmetrical profile. According to the method of connecting the rudder blade to the ship's hull, rudders are simple, semi-suspended and suspended, according to the position of the stock axis relative to the rudder blade - unbalanced and balanced (Fig. 1.1). On ships, only balanced or semi-balanced rudders are installed. The ratio of the area of \u200b\u200bthe balancer part of the rudder to the rest is called the rudder compensation coefficient. It usually ranges from 0.2 to 0.3. The most important geometric characteristics of the rudder: its area Sp, relative elongation λр, shape and relative thickness of the cross-sectional profile Δр.

The rudder area Sp is on average about 2% of the immersed area of \u200b\u200bthe center plane (LxT).

Elongation λр \u003d h²p / Sp, where hp is the height of the rudder blade, usually ranges from 0.4 to 2.5.

Figure: 1.1. Rudder classification

The relative thickness of the rudder cross-sectional profile Δр \u003d lp / bр, where lр is the largest profile thickness, and bp is the average rudder width, is usually 0.15-0.18.

The height (span) of the rudder, hp, is usually determined by the conditions for its placement in the aft clearance.

On single-rotor ships, one rudder is installed, which is located behind the propeller.

Twin-screw and three-screw ships can have one or two rudders. In the first case, the steering wheel is located in the center plane (DP), and in the second - symmetrically behind the side screws.

The position of the rudder relative to the incoming flow is characterized by the rudder shift angle ap and the angle of attack a.

The rudder shift angle ap is the rudder rotation angle measured in a plane perpendicular to the stock axis. ar of sea vessels is usually limited to 35 °. The angle of attack of the rudder is called the angle formed by the plane of symmetry of the rudder and the plane passing through the axis of the stock and coinciding with the direction of the incident flow.

Figure: 1.2. Propulsive handlebar trim

To increase the propulsive efficiency of the propeller, propulsive (pear-shaped) trims are sometimes installed on the rudders (Fig. 1.2). The positive effect of propulsion pads is reduced to equalizing the associated flow and reducing turbulence during propeller operation.

Swivel nozzles are a propeller guide nozzle mounted on a vertical stock, the axis of which intersects with the propeller axis in the plane of the propeller disk (Fig. 1.3). The rotary guide nozzle is part of the propulsion system and at the same time serves as a control element, replacing the steering wheel.

The nozzle removed from the DP works like an annular wing, on which a lateral lifting force arises, causing the ship to turn. The hydrodynamic moment arising on the nozzle stock (both forward and reverse) tends to increase the angle of its shifting. To reduce the influence of this negative moment, a stabilizer with a symmetrical profile is installed in the tail of the nozzle.

Figure: 1.3. Swivel nozzle

Auxiliary controls

The active rudder (Fig. 1.4) is a conventional rudder with an auxiliary propeller installed on it in a short nozzle. The screw is driven by an electric motor housed in a sealed housing.

The power of the electric motor is about 8-10% of the power of the main power plant, and the diameter of the auxiliary screw is taken equal to 20-25% of the main one. The active rudder provides the ship with a speed of 3-4 knots. Its use is most effective in a mode close to mooring. Such a rudder provides a turn of the ship without a move, practically in place. The active rudder drive allows it to turn relative to the ship's DP up to 70-90 °. When the electric motor is off, the active steering wheel acts as a normal one.

Figure: 1.4. Active steering

The thruster (Fig. 1.5) is structurally a cylindrical pipe 3 in the hull of the vessel with a propeller 1 placed in it, capable of creating thrust in two opposite directions perpendicular to the DP.

Figure: 1.5. Schematic diagram of a thruster with main counter-rotating propellers

The leading edges of the channel are rounded to increase the PU efficiency. Protective grilles are installed at the PU input 2. Power from the engine 4 is transmitted through the vertical shaft 5, the bevel gear 6 and the horizontal shafts 7. By the type of propellers, thrusters are distinguished with propellers (fixed pitch propeller - fixed pitch propeller and variable pitch propeller - CPP), propeller or reversible pumps. Usually the bow thruster is located in the bow or stern.

Figure: 1.6. Schematic diagram of a retractable steering column

Sometimes two devices are used - bow and stern. As operating experience shows, the effectiveness of the thrusters decreases sharply with increasing travel speed.

Retractable propelling and steering column (Fig. 1.6). The propeller in the VDRK is the screw 1, located in the guide nozzle 2. Power to the screw is transmitted from the electric motor 3 through the vertical shaft 4, the upper cylindrical gearbox 5, the vertical splined shaft 6 located inside the column stock 7, and the lower angular gearbox 8. Turning mechanism 9 provides a turn of the screw-nozzle complex at any angle. The complex is lifted and lowered by means of a lifting mechanism 10 in the form of a telescopic hydraulic cylinder.

The rotary columns are similar in principle to the VDRK, but do not have a lifting mechanism. In some cases, folding pivots are used.

Of the SPGs listed above, VDRKs are the most effective: They can be removed while the ship is moving and do not create additional resistance.

The efficiency of any ACS is characterized by specific thrust, i.e. thrust per unit of consumed power. Usually it is at least 10 kgf / l. from. ACS can be used both in conjunction with the main propulsion and steering complex, and independently. They are widely used for mooring, turning in tightness with no progress and low moves.

The action of the rudder and hydrodynamic forces arising on it

When the rudder is shifted to an angle αp, an area of \u200b\u200bincreased pressure appears on its front plane due to a decrease in the flow velocity. On the back plane, where the flow rate increases, the pressure decreases. The pressure difference leads to the appearance of the resulting hydrodynamic force Rp, directed almost perpendicular to the plane of the rudder blade and applied at the center of its pressure.

The value of Rp depends on the area of \u200b\u200bthe rudder blade, the angle of attack, and is approximately proportional to the square of the speed of water flowing onto the rudder.

To consider the rudder action, the resultant Rp is decomposed into components in the coordinate axes that are invariably associated with the ship: Rpy (lift), Rpx (drag) and the components Rpn and Rpt (normal and tangential, respectively) relative to the stock axis (Fig. 1.7).

Figure: 1.7. Hydrodynamic forces acting on the steering wheel

Hydrodynamic forces are related to the resultant and to each other by the following relationships:

The action of the steering wheel in forward motion (Fig. 1.8, a). Shifting the rudder in the forward direction is accompanied by the appearance of the lateral hydrodynamic force Rpy. Applying two equal and opposite forces Rpy at the center of gravity of the ship G, the moment Rpyl is obtained. The action of the moment RPyl is accompanied by a reverse displacement of the ship and the appearance of a drift angle α. The presence of the drift angle leads to the formation of a lateral force Fy, applied at the center of the ship's drag and opposite to the direction of Rpy. Thus, the turning moment during the forward movement of the ship is determined as the sum of the moments from the forces RPy and Fy:

Figure: 1.8. Forces acting on the ship when shifting the rudder

The action of the steering wheel in reverse (Fig. 1.8.6). When reversing, the rudder shift also causes the RPy to appear, the RPyl moment and the ship drift. The appearance of the drift is also accompanied by the appearance of the force Fy and the action of the moment Fyx. However, Fyx acts in the opposite direction to Rpyl.

Thus, the ship's turn in reverse will occur under the influence of the moment difference;

Therefore, the controllability of the ship under the action of the rudder in reverse is much worse than in the forward direction. Getting out of the established reverse circulation with one rudder is almost impossible.

The moment of the resultant relative to the stock axis is called the hydrodynamic moment on the stock. Its value is determined by the dependence

where a is the distance of the stock axis from the leading edge of the rudder;

Xp is the distance of the center of pressure from the leading edge of the rudder.

Figure: 1.9. Hydrodynamic moments on the stock of a simple and balanced rudder

At a balance rudder (Fig. 1.9) at small angles of shifting, the center of pressure is located in front, and at large angles - behind the axis of the stock. With a simple rudder, as the shift angle increases, the center of pressure moves away from the axis of rotation all the time. This leads to a constant increase in the hydrodynamic moment on the stock. At the same time, a high-power steering gear is needed to shift the steering wheel.

Ship circulation

When the rudder is removed from the DP at a certain angle, the ship will begin to make curvilinear motion along an open spiral type curve. The trajectory described by the ship's center of gravity (CG), in this case is called circulation (Fig. 1.10).

Figure: 1.10. Ship circulation

When the ship is in motion, the circulation becomes a circle. The diameter of this circle is called the circulation diameter Dc.

Circulation curve characteristics:

Extend l1; - the distance traversed by the ship's center of gravity in the direction of the straight course from the moment the rudder was shifted to a 90 ° turn; the magnitude of the extension varies within 0.6-1.2 Dc;

Forward displacement l2 is the perpendicular distance to the initial course, by which the ship's center of gravity shifts towards the circulation at the moment of its rotation by 90 °; the value of the forward bias varies within 0.25-0.50 Dts;

Reverse displacement l3 - the greatest distance by which the ship's center of gravity is displaced from the direction of the initial course in the direction opposite to the circulation; the amount of reverse displacement usually does not exceed the half-width of the ship;

Tactical diameter DT - the shortest distance between the position of the center line of the ship on the initial and return courses; the value of the tactical diameter usually ranges from 0.9-1.2 Dc;

The circulation period T is the time required for the ship to complete a full 360 ° turn. The circulation period depends on the ship's speed and is approximately 3-5 minutes.

To assess the ship's turnability, the relative circulation diameter is used, which is determined from the ratio Dc / L. Its value for high-speed ships usually ranges from 4-7.

When studying circulation, it is conventionally divided into three periods.

The maneuvering period lasts from the beginning to the end of the rudder shift (10-15s).

The evolutionary period begins from the moment of the end of the rudder shift until the ship turns 90-180 °, when the forces acting on the ship come to equilibrium. After that, a period of steady circulation begins, which continues until the rudder position is changed.

Roll of the ship on the circulation

Shifting the rudder on a ship following a straight course leads to a curvature of the trajectory in the direction opposite to the rudder shift. The result is a centrifugal force, the moment of which causes a slight roll to the side where the rudder was shifted.

This roll is also due to the lateral force moment acting on the steering wheel. As the curvature of the trajectory changes, the centrifugal force first decreases and then increases. Under the action of the moment of this force applied to the ship's CG, the ship begins to roll in the direction opposite to the direction of the rudder shift, and the first inclination of the ship is the greater, the greater the roll angle it had towards the rudder shift (Fig. L.ll).

Figure: 1.11. Forces heeling the ship on steady circulation

The maximum inclination of the ship in the direction opposite to the direction of the rudder shift is called the dynamic heel angle. Typically, the dynamic roll angle exceeds the roll at steady state circulation by a factor of 1.3 2. The maximum value of the roll angle at steady-state circulation is determined by the formula of G.A. Firsov:
Where V0 is the speed of the ship on a straight course before the start of circulation, m / s;

T is the average draft of the ship, m;

H - initial transverse metacentric height, m;

L is the length of the ship, m; Zg is the ordinate of the ship's center of gravity, m. From the formula it follows that under certain conditions it is dangerous to circulate at high speed. It is especially important to take this into account when sailing on favorable waves and when making a turn to the wind.

Center of rotation of the ship

The character of the ship's movement on the circulation is determined by the position of a point on its diametrical plane, the drift angle of which is β \u003d 0.

Figure: 1.12. Center of rotation of the ship

Geometrically, the position of this point is determined by the intersection of the ship's DP with the perpendicular lowered to it from the center of circulation (Fig. 1.12). This point is called the ship's center of rotation. Its position along the length of the ship is characterized by the Lcvv-Rβo value. Distance lcv, expressed in fractions of the ship's length L along the waterline:
The absolute value of this value at rudder angles exceeding 20 ° lies within
The center of rotation always lies at the nasal tip. Hence follows an important practical conclusion that control of the ship in turns is carried out by moving its stern. This must be constantly taken into account when mooring a ship, passing narrows and navigational hazards.

Steering wheel commands. Turning order

"The ship commander assigns the ship's course and speed through the officer in charge." In some cases (when determining the maneuverable elements, instrument corrections and narrow navigation), by the decision of the ship commander, the navigator may be given the right to directly command the rudder.

To successfully complete turns using the rudder, the ship commander, navigator and officer of the watch must know the following information:

The diameter of the circulation when the rudder is shifted to different angles to the right and to the left under different operating modes of the main machines;

The time to describe the complete circulation and its part at different speeds and combinations of operating machines;

Loss of speed on circulation when the rudder is shifted to a set number of degrees for different travel speeds;

- "dead period" of time from the moment of giving the command to the helmsman until the beginning of the actual turn;

Possible value of the roll angle of the ship on the circulation, depending on the speed.

When performing a turn, they are guided by the following rules:

Before giving a command to the steering wheel, it is necessary to assess the situation and take all measures to safely perform the maneuver;

You should resort to shifting the rudder "on board" only if absolutely necessary (when turning the ship in a narrow space, to avoid collision with another ship, to avoid the detected navigational danger and enemy attacks);

It is necessary to ensure the possibility of a quick transition to spare steering positions;

When sailing together, the turn of the ship must be indicated by an installed flag or light signal from the moment the command is given to the rudder until the end of the turn;

When changing the course in the formation of the wake, the turn should be carried out so that the stem goes along the inner edge of the wake of the leading matelot.

The steering wheel commands must be given in strict accordance with the "Command Words" (annex to the Naval Regulations of the Navy). The helmsman must rehearse the given commands in a loud voice, preceding them with the word "Yes".

The following basic steering commands are accepted:

Command "Right (left) aboard" means that the steering wheel should be put to the set limit in the indicated direction. The command is given taking into account the rapid shift of the rudder.

By command "Right (left) rudder" the helmsman is obliged to shift the rudder to the specified number of degrees (for a given ship) in the indicated direction and report: "Rudder right (left) so much". During the turn, the helmsman reports new heading values \u200b\u200bevery 10 °. This command is issued when performing normal turns on a new course and joint maneuvering with ships of the same type.

When turning with a larger or smaller than usual diameter of the circulation, the command “So many degrees of right (left) rudder” is issued.

Command "Take away" served when the ship approaches the designated course (usually by 10-15 °). At this command, the rudder is retracted to the ship's DP, after which the helmsman reports: "The rudder is straight." Similar actions are performed on the command "Straight rudder". The command is given if necessary to interrupt the rotation. After the commands "Retract" and "Straight rudder", the helmsman reports the course every 3 °.

Command "Obsess" served when 3-5 ° remains before the appointed new course. At this command, the steering wheel is shifted a small number of degrees to the side opposite to the circulation. The helmsman reports the compass heading every degree.

Command "Keep it up" means that the helmsman must notice on the compass with an accuracy of a degree the course on which the ship was lying at the time of command, or the direction along the coastal landmark and keep the ship on this course, reporting: "Yes, keep it up, there are so many degrees on the rumba ...

Request command "On the rumba" means that the helmsman should notice the compass heading and report: "There are so many degrees on the rumba."

Command "So many degrees right (left) according to the compass" means that the helmsman must change the course by the indicated number of degrees, and then report: "There are so many degrees on the bearing." The command is given in cases when it is necessary to change the course of the ship by no more than 15-25 °.

An experienced helmsman can be given the following commands: “Right (left) rudder. The course is so many degrees "; "Keep in the wake of such and such a ship"; "Lie on target"; "Leave such and such an object to the right (left)", etc.

In this case, the helmsman independently performs the indicated actions and reports: “On the line. There are so many degrees on the rumba ”or“ There are so many degrees on the rumba ”, etc.

Using autopilot

In recent years, automatic heading stabilizers (autopilots) have been the main means of rudder control to automate control of a ship on a given course. Compared to manual heading, automatic heading control facilitates the work of the helmsman and provides more accurate heading, reduces yaw and ensures that the desired turns are made. The use of an autopilot allows for the use of a software device or a remote control system. There are two modes of operation depending on the tasks performed by the autopilot.

2. Control mode. In this mode, the autopilot must ensure a change in the direction of movement of the ship in accordance with the requirements of the operation. In this case, the change in the heading angle can be performed using software control (according to a predetermined law) or using a remote control system. An automatic course control system usually consists of an object to be controlled and an autopilot (regulator). The object of regulation is a ship, the heading angle of which is a controlled value, and the rudder deflection angle ap is a control action. The autopilot functions are performed by a special tracking system that provides steering deflection.

1. The sensor of the actual course Кгк \u200b\u200bprovides measurement of the sign and magnitude of the error (deviation of the ship's course from the set value), as well as the issuance of a control signal. The functions of the sensing element are usually performed by a gyrocompass.

2. The software device - the preset heading sensor - provides programmed heading control, which can be set manually, by a hard program (zigzag), or by a ship's computer.

3. The misalignment sensor is used to generate control signals when the ship deviates from a given course.

4. The amplifier-converting device provides amplification of the control signal and the generation of corrective signals that take into account the speed of the ship's departure from the given course and the systematic one-way deviation of the ship from the given course under the influence of various factors (wind, waves, partial operation of machines, etc.).

Figure: 1.13. Schematic diagram of the autopilot

Usually, the amplifier-converting device provides for the adjustment of the autopilot parameters (sensitivity, feedback coefficient, etc.) according to the maneuvering elements of the ship and the actual sailing conditions.

5. The actuator (rudder drive) has a main negative feedback sensor designed to improve the quality of automatic rudder control (provides damping of ship oscillations around a given course - Kzad).

(2) Semi-suspended balance rudders are called semi-balanced rudders.

(3) According to the principle of operation and the nature of use, auxiliary controls are classified as active controls (ACS).

(4) The position of the center of pressure is determined by the intersection of the resultant with the rudder symmetry plane.

(5) KU-59 (Military Publishing, 1967), Art. 830.2-17

Forward
Table of contents
Back to

The helmsman should know well the system of transition from automatic control to manual or backup (Fig. 2.2). Before taking over the helm, the sailor must obtain permission from the officer in charge: "Allow me to take the helm!"

Having received confirmation: "Become!", The man on duty reports to the officer on duty: "The course on the gyro (Fig. 2.3) and the magnetic (Fig. 2.4) compass ... passed degrees!" ". The person taking the watch additionally inquires about how the ship obeys the helm and in which direction it scours more.

It is not permitted to change the helm watch immediately before and at the time of the course change. It is also impossible to change the helmsmen when diverging from vessels and overtaking them. In cases where the ship is under automatic control, the sailors passing and receiving the watch transmit the autopilot heading, checking if it is correctly set on the instrument, as well as the heading according to the magnetic compass. The set course must be displayed on a special board, which is located in front of the helm station.

During a watch on the rudder, the sailor must accurately keep the ship on a given course, periodically comparing the readings of the gyro and magnetic compasses. He must closely monitor the correct operation of the direction indicators and steering device. All observed deviations in the operation of the compasses, such as stagnation of the card, a sudden change in course, deterioration of the illumination of the heading indicators, as well as faulty steering gear, the sailor of the watch should immediately report to the officer in charge.
The helmsman needs to be clear about his actions for all helmsman commands made when maneuvering, especially when he is not given a specific rudder angle or course. So, for example, on the command "Retract!", Which is usually given after the command "Right (left) aboard!", Means that it is necessary to reduce the rate of rotation of the vessel, ie, to reduce the rudder shift angle. When changing course, the helmsman should avoid abrupt and excessive rudder shifts. During the turn, it is necessary to carefully monitor the change in the angular speed of the vessel, adjusting it by shifting the rudder so that the vessel could be delayed in time by the time it sets a new course.

In all cases, when the rudder angle is set by the assistant command, for example, "Ten degrees to the right of the rudder!" or "Left to board", etc., the sailor on duty has no right to arbitrarily change the position of the rudder without a subsequent command from the same or senior commander. If the helmsman, critically assessing the specific situation, decides that the boatmaster, apparently, forgot to give a new command, then he must loudly remind one or several times in a row about the position of the rudder, for example: "Rudder is left on board", or draw the attention of the captain or his assistant to how the ship behaves, for example: "The ship is rapidly rolling to the left!" or "The ship is not going to the left!" etc.
The navigator on duty must have basic knowledge of the rules for navigating a ship under various sailing conditions:
- when navigating the ship along the alignment, steer it so that both signs (during the day) or both lights (at night) are constantly in alignment, along the bow of the ship, and at the time of arrival at the alignment it is imperative to notice the course and report it to the officer in charge;
- navigating the vessel along the fairway, furnished with signs of a floating fence, the helmsman makes sure that the vessel leaves these signs at a distance that excludes the possibility of piling on them, especially in places of turns;
- when sailing in the water area adjacent directly to the shores, navigate the vessel (unless otherwise indicated) along the coastal landmarks, choosing for this at the time of the command "Keep it up!" some of the most noticeable and sufficiently distant object, projected on the horizon in the center plane of the ship, and at the same time noticing the compass heading, which is reported to the navigator or captain;
- when following with a tug, avoid sharp turns in every possible way; making them gradually and smoothly, even in those cases when, for some reason, the vessel has yawned significantly to the side and needs to be brought on course;
- while in tow, keep the vessel in the wake of the towing vessel, carefully following all its turns in order to repeat them in a timely manner; these turns must be made as smoothly as possible, not allowing your ship to cross the line of the new course;
- when sailing in ice, in every possible way to protect the ship's hull, its propellers and rudder from impacts, while special attention should be paid to protecting the zygomatic parts of the hull from damage, which are the most vulnerable;

If it is impossible to turn out so as not to touch the ice at all, it is necessary to take the ice floes on the stem, in no case touching them with the cheekbones of the vessel;
in order not to damage the rudder when the vessel is moving astern, after reversing, immediately put the rudder in a straight position, without waiting for a special command, and report to the navigator or captain: “The rudder is straight!”;
when changing the course from the rear to the front, the rudder shift from the straight position is allowed only if the vessel has forward movement visible to the eye.
The helmsman must know all the teams well, both in Russian and in English. He should firmly learn that each command received is rehearsed loudly and clearly. After executing the command, be sure to loudly report it.

Noun., M., Uptr. cf. often Morphology: (no) what? steering, why? steering wheel, (see) what? steering wheel than? driving, about what? about the steering wheel; pl. what? rudders, (no) what? rudders, what? rudders, (see) what? rudders, what? rudders, about what? about rudders 1. A rudder is a device for ... ... Dmitriev's Explanatory Dictionary

"STEERING WHEEL ON BOARD" - (Helm hard over, hard a starboard, hard a port) ordering the helmsman to put the rudder to the right or left (depending on the command given) to failure. Samoilov K.I. Marine dictionary. M. L .: State Naval Publishing House of the NKVMF of the USSR, ... ... Marine dictionary

HMS B.11 - B 11 B.11 ... Wikipedia

HRT (Formula 1 Team) - HRT Cosworth ... Wikipedia

Titanic - Coordinates: 41 ° 43'55 ″ s. sh. 49 ° 56′45 ″ W d. / 41.731944 ° N sh. 49.945833 ° W etc ... Wikipedia

Season 2001 Formula 1 - 52nd Formula 1 World Championship ◄ 2000 Season 2001 2002 ... Wikipedia

2001 Formula 1 Season - The 52nd Formula 1 season consisted of 17 Grand Prix events and ran from March 4 to October 14. Michael Schumacher became the World Champion, the Ferrari team won the Constructors' Cup 52nd Formula 1 season 2001 Dates 4 March 14 October Quantity ... ... Wikipedia

Formula 1 in the 2001 season - 52nd Formula 1 World Championship ◄ 2000 Season 2001 2002 ... Wikipedia

Porsche - (Porsche) Porsche Company, Company History, Company Activities Porsche Company, Company History, Company Activities, Company Management Contents Contents Definition Activities Dr. Ing. h.c. F. AG Logo History 1931-1948:…… Investor encyclopedia

Mansell, Nigel - There are articles on Wikipedia about other people with that last name, see Mansell. Nigel Mansell ... Wikipedia

Bickhead - # A B C D E F G H I J K L M N O P Q R S T U V W X Y ... Wikipedia

Books

• Textbook in questions and answers for a sailor of the 1st and 2nd class, A. Balanchuk (comp.). Contains a varied list of questions and answers in Russian, covering the area of \u200b\u200bcompetence of 1st and 2nd grade sailors. Applications in English: "Commands for the steering wheel", "Commands ...

FUNCTION: "SUPPORTED SHIPPING"

Competence: "Steering and executing steering wheel commands, including commands given in English"

What heading devices are on the boat?

In navigation, the following heading indicators are used: magnetic and gyroscopic compasses, gyro azimuths, as well as complex heading guidance systems.

What is the structure of a magnetic compass?

A marine magnetic compass, as a rule, consists of a rose, a pot filled with compass fluid, a direction finder, a binnacle

How are magnetic compasses divided by purpose on a ship?

According to their intended purpose, marine magnetic compasses are divided into main and track compasses. The main magnetic compass, as the name itself suggests, is the most important navigational device, which is usually installed on the upper bridge in the center plane of the vessel as far as possible from the ship's iron, which ensures optimal compass operation. According to the main compass, the navigator assigns a given course, checks the readings of the directional compass and gyrocompass, and takes bearings of coastal objects to determine the location. The magnetic steering compass serves as a heading indicator and is usually installed in the wheelhouse in front of the helmsman. 4. What is the principle of the gyrocompass?

A gyrocompass is essentially a gyroscope, that is, a rotating wheel (rotor) mounted in a gimbal, which provides the rotor axis with a free orientation in space. Suppose the rotor began to rotate around its axis, the direction of which is different from the earth's axis. By virtue of the law of conservation of angular momentum, the rotor will maintain its orientation in space. As the Earth rotates, an observer stationary relative to the Earth sees that the gyroscope axis makes a revolution in 24 hours. Such a rotating gyroscope is not itself a navigation aid. For the occurrence of precession, the rotor is held in the plane of the horizon, for example, with the help of a weight that holds the axis of the rotor in a horizontal position with respect to the earth's surface. In this case, gravity will create torque and the rotor axis will rotate to true north. Since the weight keeps the axis of the rotor in a horizontal position with respect to the earth's surface, the axis can never coincide with the axis of rotation of the Earth (except at the equator)

Steering wheel commands and their execution, including commands given in English

The following basic steering wheel commands are accepted: Command "Right (left) on board" means that the steering wheel must be put to the specified limit in the indicated direction. The command is given taking into account the rapid shift of the rudder. At the command “Right (left) rudder”, the helmsman is obliged to shift the rudder to the specified number of degrees (for a given ship) in the indicated direction and report: “Rudder is right (left) so much”. During the turn, the helmsman reports new heading values \u200b\u200bevery 10 °. This command is issued when performing normal turns to a new course and joint maneuvering with ships of the same type. When turning with a larger or smaller than usual diameter of the circulation, the command “So many degrees of right (left) rudder” is issued. The "Retract" command is given when the ship approaches the designated course (usually by 10-15 °). At this command, the rudder is retracted to the ship's DP, after which the helmsman reports: "The rudder is straight." Similar actions are performed on the command "Straight rudder". The command is issued if necessary to interrupt the rotation. After the commands "Retract" and "Straight rudder", the helmsman reports the course every 3 °. The command "Hold" is given when 3-5 ° is left before the assigned new course. At this command, the steering wheel is shifted a small number of degrees to the side opposite to the circulation. The helmsman reports the compass heading every degree. The command "Keep it up" means that the helmsman must notice the direction on which the ship was lying at the moment of giving the command, or the direction along the coastal landmark, from the compass to the nearest degree, and keep the ship on this course, reporting: "Yes, keep it up, on the rumba so many degrees. " The command-query "On the rumba" means that the helmsman should notice the compass heading and report: "There are so many degrees on the rumba." The command "So many degrees to the right (left) according to the compass" means that the helmsman must change the course by the specified number of degrees, and then report: "There are so many degrees on the bearing." The command is given in cases when it is necessary to change the course of the ship by no more than 15-25 °. Mananarul! A hand to the helm! Right! Starboard! Left! Port! Right-hand drive! Starboard the helm! Left hand drive! Port the helm! More right! Morestarboard! More left! Moreport! Right aboard! Hard - a - starboard! All starboard! Levonabort! Hard - a - port! All port! Easier, take it away! Ease the helm! Easier to the right! Ease to starboard! Easy! Ease to port! Straight steering! Midships Meet her Keep it up! Steady! (steady so!); Steady as she goes! Don't go right! Nothing to starboard! Leftover! Nothing to port! Edit the course! Steer the course Steer ten (twenty)! Starboard ten (twenty)! Steering wheel left ten (twenty)! Portten (twenty)! Take the steering wheel back to 5 degrees! Easetofive! Right steering wheel, keep 82 degrees! Starboard, steerzeroeighttwo Left rudder, steer 182! Port, steer one eight two! Left hand drive, keep 305! Port, steer three zero five! Hold on, sign! Steer on buoy, on beacon! Follow Icebreaker! Careful on the steering wheel! Watchyousteering!