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Observações:
• Na resolução da questão, determine a cota do centro de carena pela formula de Morrish; e efetue os cálculos com duas casas decimais.
I - Pode-se obter a indicação de áreas geradoras de ondas e de mar severo.
II - A posição de um cavado e de um sistema frontal associado pode ser identificada.
III- Pode-se observar se a navegação bem costeira está com ondas na direção do mar aberto.
IV - As áreas de branco intenso indicam ausencia de atividade convectiva.
V - A posição de uma frente fria é normalmente observada pelo grande tamanho da área de nebulosidade.
Assinale a opção correta.
Neste terminal foram feitas as seguintes movimentações de pesos :
Embarque
pl = 800t LCg = - 50m
p2 = 700t LCg = 20m
Desembarque
p3 = 2893t
LCg = -10m
Considerando os dados mencionados acima, quais serão os calados finais ao término das operações de carga?
Dados:
• tabela de dados hidrostáticos anexa; e
• efetuar os cálculos com três casas decimais.
The Pilot's Advice
- Daytime. South America. Overcast. Good Visibility.
On approaching the buoyed deep water channel which led to the breakwater at the entrance to the port, I was in radio contact with the pilot launch, who reported that he was taking a pilot to a vessel anchored further out before bringing us our pilot. On receipt of this information I slowed to a speed to give bare steerage way. Eventually, however, we arrived at the buoyed channel before the pilot launch had returned to us, therefore, I altered course to proceed up the buoyed channel with still minimum power to counteract the cross-tide effect. Once the pilot boarded he ordered "Full Ahead" and moved into the centre of the channel. By this time the other vessel entering the port was close astern of us and rapidly overtaking our vessel. There then developed an intense discussion in the local language between my pilot and the pilot of the overtaking vessel as to who should pass through the breakwater first. Following this discussion my pilot advised me that as we were proceeding further up the harbor we should enter first and so we should maintain full speed. By this time the other vessel's bow was level with our stern and still overhauling us rapidly.
The situation was allowed by both pilots to develop until the bows were level. I was conning my vessel from the bridge front auxiliary tiller and could feel the intense interaction between the two vessels, I insisted to my pilot that we should reduce speed and allow the other vessel to proceed ahead of us. At this time the pilot of the other vessel stated clearly that my vessel should enter the breakwater first and that he had put his vessel on slow speed, we were then no more than 3 cables from the breakwater. The other vessel dropped rapidly astern and a dangerous situation was averted.
I think this was a case of the "Senior" pilot on the other vessel bullying the pilot on our vessel and so causing a hazardous and highly unnecessary situation.
(from the site: www.nautinst.org - MARS Report 93009)
Mark the correct alternative which completes the sentence.
When the tide in an area is moving up, it's said to be _________________.
The Pilot's Advice
- Daytime. South America. Overcast. Good Visibility.
On approaching the buoyed deep water channel which led to the breakwater at the entrance to the port, I was in radio contact with the pilot launch, who reported that he was taking a pilot to a vessel anchored further out before bringing us our pilot. On receipt of this information I slowed to a speed to give bare steerage way. Eventually, however, we arrived at the buoyed channel before the pilot launch had returned to us, therefore, I altered course to proceed up the buoyed channel with still minimum power to counteract the cross-tide effect. Once the pilot boarded he ordered "Full Ahead" and moved into the centre of the channel. By this time the other vessel entering the port was close astern of us and rapidly overtaking our vessel. There then developed an intense discussion in the local language between my pilot and the pilot of the overtaking vessel as to who should pass through the breakwater first. Following this discussion my pilot advised me that as we were proceeding further up the harbor we should enter first and so we should maintain full speed. By this time the other vessel's bow was level with our stern and still overhauling us rapidly.
The situation was allowed by both pilots to develop until the bows were level. I was conning my vessel from the bridge front auxiliary tiller and could feel the intense interaction between the two vessels, I insisted to my pilot that we should reduce speed and allow the other vessel to proceed ahead of us. At this time the pilot of the other vessel stated clearly that my vessel should enter the breakwater first and that he had put his vessel on slow speed, we were then no more than 3 cables from the breakwater. The other vessel dropped rapidly astern and a dangerous situation was averted.
I think this was a case of the "Senior" pilot on the other vessel bullying the pilot on our vessel and so causing a hazardous and highly unnecessary situation.
(from the site: www.nautinst.org - MARS Report 93009)
Mark the correct statement according to the following situation.
Ships passing by Rosario Strait, U.S.A., have noticed a new
sand bank 6 miles from the entrance to the strait and have
informed the port authorities about it. The authorities
decide to broadcast this to other vessels in the area as
there is a lot of traffic. They say:
The Pilot's Advice
- Daytime. South America. Overcast. Good Visibility.
On approaching the buoyed deep water channel which led to the breakwater at the entrance to the port, I was in radio contact with the pilot launch, who reported that he was taking a pilot to a vessel anchored further out before bringing us our pilot. On receipt of this information I slowed to a speed to give bare steerage way. Eventually, however, we arrived at the buoyed channel before the pilot launch had returned to us, therefore, I altered course to proceed up the buoyed channel with still minimum power to counteract the cross-tide effect. Once the pilot boarded he ordered "Full Ahead" and moved into the centre of the channel. By this time the other vessel entering the port was close astern of us and rapidly overtaking our vessel. There then developed an intense discussion in the local language between my pilot and the pilot of the overtaking vessel as to who should pass through the breakwater first. Following this discussion my pilot advised me that as we were proceeding further up the harbor we should enter first and so we should maintain full speed. By this time the other vessel's bow was level with our stern and still overhauling us rapidly.
The situation was allowed by both pilots to develop until the bows were level. I was conning my vessel from the bridge front auxiliary tiller and could feel the intense interaction between the two vessels, I insisted to my pilot that we should reduce speed and allow the other vessel to proceed ahead of us. At this time the pilot of the other vessel stated clearly that my vessel should enter the breakwater first and that he had put his vessel on slow speed, we were then no more than 3 cables from the breakwater. The other vessel dropped rapidly astern and a dangerous situation was averted.
I think this was a case of the "Senior" pilot on the other vessel bullying the pilot on our vessel and so causing a hazardous and highly unnecessary situation.
(from the site: www.nautinst.org - MARS Report 93009)
The correct alternative to complete the sentence below is:
When the men aboard the tug receive the towing line from the ship, they _____________
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