Page 180 - NAVAL SCIENCE 3 TEXTBOOK

186 NAVAL SUUS

reverse the rotation of the screw and shift the rudder long ('nollgh
to straighten out the boat.
Strong winds affect backing ships and boats. Ships with high
superstructures forward, as well as many boats, will back into
strong winds, because their upperworks ;let as wE'athervanes.
Until YOll discover differentl)" aSSUllle that a boat will more
easil), back to port.
Boal going ahead, screw backing. A boat going ahead with the
screw hacking is an important illustri.ltive case, for it is the uSllal
condition when danger is discO\'ered close abo<1rd. Olle might
assullle th<1t the rudder would have its usual effect in such <l situ<1-
tion, IJllllh;s;s 1I0t true. As soon <1S the propeller st<1rts bi.leking, the
forces discussed c<1r1ier combine and begin to cancel rudder effect. A
If the rudder is left amidships (centered), the head falls off to Making a landing can be simplified with the proper use of lines and
starboard and the boat gains ground to the right as it loses wa)'. current. This diagram shows a port·side·to landing using a spring line.
This is beci.1llse both side force and discharge current force thc
stern to port. always respond exactly as theory predicts and there is no substitute
If the rudder is put hard right at the instant the screw starts to for actual experience.
back, the boat changes course to starboard. The stern continues to Throughout this section, we assume that the boat handler
swing to port unless, as the boat gathers slernway, the rudder effect knows how far the boat, going at various speeds, will travel before
is great enollgh to take charge. a reversing screw stops the boat or changes its direction. \\'e also
If the rudder is put hard left at the instant the propeller backs, assume that the bOilt handler knows how far the boat will fetch
the boat's head goes to port at first, and as the speed decreases, the (glide) with the screw in neutral.
head lIsually falls off to sti.lrboard. Some boats <1l1d ships, however, l\·laking a landing lIsually invol\'es backing dowil. For this rea·
back stern to starboard for a while if there was a distinct change in son, procedures for landing port-side-to dift-er from those for a star·
course to port before the screw started backing. board·side-to hlndiJlg. Let us first cOllsider a port·side-to landing.
Boat going astern, screw ahead. \ Vith the boat going aSlcnl. the Port-side-lo landing_ Making a pOl't-side-to landing is easier
screw going ahead, and the rudder amidships. side force and screw than making a starboard-side·to landing because of the factors
cllrrent are the strongest torces. They oppose each other; hence the previously discussed. \ Vith no wind, tide, or current with which to
resultant eftect is difficult to determine. You mllst 11")' it on each boat contend, the approach normally should be <1t an angle of about 20
to obtain the aJls\\'er. If the rudder is put hard right, the discharge degrees with the pier. The boat should be headed for a spot slightly
current greatl), exceeds the side force and the normal steering effect forward of where you intend to stop. Several feel from that point
of the rudder, and the stern swings rapidly to port. Throwing the (to allow for advance) put your rudder to starboard to bring your
rudder hard left causes the stern to tall off to starboard. boat parallel to the pier, and simultancously commence backing.
Quickly throw the bow painter (bow line) over. Then, with the
painter around a cleat to hold the bow in, you can back down until
Making a Landing
the stcrn is forced in ag<1inst the pier.
.Many books on boat handling tell the beginner to make a landing If wind and current are setting the boat off the pier, make the
heading into the wind, if possible, or to make it all the side of the approach at a greater angle and speed. The turn is made closer to
pier where wind or current will set the boat dowll all the pier. This the pier. In this situation it is easier to get the stern alongside by
is good advice. but any Sailor knows that a boat coxswain often lIsing hard right rudder, kicking ahead. and using the bow line as a
has few chances to select landings. Consequently, the coxswain spring line. To allow the stern to swing in to the pier. the bow line
must ie<1J'Il the eft-ects of the elements on each boat and to control must not be snubbed too short.
the boat under any condition. The coxswain will be then able to If wind or current is setting the boat down on the pier, make
get under wa)' or make a landing when and where necessary in <1 the appronch at abollt the same angle as when being set off the
smart, seamnnlike manner. \Vith experience, the coxswain e\'entu· pier. Speed should be <1hout the saJl1e as or slightly less than when
ally will be able to adjust to nny circumstances and handle the boat there is no wind or Clirrent. The turn must be begun t:trther from
correctly in an almost second-nature J1lilJ1I1l'r. the pier because the advance is greater. In this circllmstance. the
The pointers that follow. plus a firm understanding of the pre· stern Can be brought alongside by either of the methods described.
ceding section, will assist a person learning the basics of boat han· or the boat can be brought parallel to the pier and allowed to drift
dling. A boat handler should remember. though, that boats do llot down alongside.