Questões Militares Para praticante do prático

In the book “Tug Use in Port”, Capitain Henk Hensen, states that despite other risk situations, the critical situations a tug may be involved in can be simply divided as follows:

Captain Crenshaw, in his book ”Naval Shiphandling”, states that “Shiphandling is the art of handling the velocities of a ship”. So, a pilot uses forces of engines, propellers, rudders, the wind and the tide, lines, tugs and anchors to control the velocities of a ship.
One of the most important sources of force on a ship is her own propeller and the pilot must understand the action of a propeller in order to be able to predict its action on ship.
A propeller produces side forces in addition to thrust along the propeller shaft. A ship can rotates to starboard or port as function of these side forces.
Pilot Antonio is studying propeller side force, on a single right-hand screw propeller, and knows that it can be broken down in four parts: following wake effect, inclination effect, helical discharge effect and shallow submergence effect. Antonio wrote the following consideration:
I) The following wake effect produces a net force tending to move the stern to right and cause the ship to veer to the port.
II) The inclination effect is net effect that tends to twist the ship to the right.
III) The shallow submergence effect tends the stern to starboard and cause the ship to veer to the left.
IV) The helical discharge effect tends to turn the ship to the right.

From the list of Antonio is correct to affirm, according to the book “Naval Shiphandling”, that:  

According with reference book “Tug Use in Port”, what is a rotor tug?  

Pilot Gabriela needs to reduce as fast as possible the speed of a ship with 16 knots, in an emergency situation. The lateral sea room permits all available maneuvers. What is the better maneuver to be executed by Gabriela, as function of ship’s actual speed, according to “Principles of Naval Architecture”?  

Analise o texto abaixo.
O Prático Fritz Smith da Silva, estava no passadiço do navio-tanque “BLUE-RIVER”, juntamente com o Comandante Petkowitch, um autêntico croata. Fritz observou que, durante a manobra, o Comandante estava empregando frases que provavelmente não estavam de acordo com o vocabulário padrão recomendado internacionalmente. Fritz anotou em seu notebook as frases ditas pelo Comandante Petkowitich, para depois compará-las com o SMCP (Standard Marine Communication Phrases).
De acordo com a resolução A-918(22), da Organização Marítima Mundial – IMO, que adotou o Standard Marine Communication Phrases, assinale com (E), as frases que devem ser evitadas e, com (C), as frases que devem ser usadas, de forma que a Comunicão Marítima atenda a máxima segurança, não gerando dúvidas com os interlocutores:
( ) I will not overtake the vessel North of you.
( ) Your position bearing 137 degrees from Big Head lighthouse distance 2.4 nautical miles.
( ) I might enter the fairway.
( ) You could be running into danger.
( ) Pilot boat is bearing 215 degrees from you.
( ) Dialog: Captain – “Blue River aft station. Stand by for making fast the tug on starboard quarter.                                   Second Officer - “Blue River bridge. The tug is fast.”                                   Captain – “Blue River aft station. Let go the tug.”