Question 1

The steering cable fails at sea — the wheel turns but the rudder does not move. What emergency steering options are available?

Accepted Answer

Options: 1) Tiller emergency fitting — most production yachts have a tiller attachment for the rudder stock under the cockpit sole; 2) Trim the sails — balanced sail trim can steer downwind; 3) Warp steering — dragging a warp over one quarter creates asymmetric drag to turn the vessel; 4) Engine (twin-screw or saildrive with steering capability); 5) Jury steering using an oar, drogue, or improvised rudder. Call Coastguard and advise of the situation EMERGENCY STEERING: most modern production yachts (Beneteau, Jeanneau, Bavaria, etc.) have an emergency tiller provision — a socket on the rudder stock accessible from the cockpit or through the transom. Check and practice fitting this BEFORE you need it at sea. It should be in the tool kit, not "somewhere below decks." Warp steering (Option 1c) is an old but effective trick: a long warp over the windward quarter slows that side, turning the vessel that way. Practice emergency steering in a marina before any offshore passage.

Question 2

The standard port (Portsmouth HW) is 1800 hrs, height 4.8m. The secondary port time difference is -0020 and height difference is -0.4m. What is the HW time and height at the secondary port?

Accepted Answer

HW time: 1800 - 0020 = 1740 hrs. HW height: 4.8 - 0.4 = 4.4m. Note: differences are applied directly when given as simple offsets. When height ratios are given (not simple differences) use: (secondary HW - secondary LW) / (standard HW - standard LW) × tidal range Secondary port calculation: apply the time difference algebraically (negative = subtract; positive = add). Height differences work the same way. This example is the simple case where differences are given as absolute values. The more complex case (in reed's and almanac) uses ratio calculations interpolating between MHWS/MHWN differences. Always read the secondary port data carefully — some almanacs give "differences" that require interpolation between spring and neap values based on the standard port's predicted height. This is a core Coastal Skipper exam topic.

Question 3

A skipper is relying entirely on a chartplotter with AIS for passage navigation. What are the key limitations that require maintaining traditional skills?

Accepted Answer

Chartplotter limitations: 1) Chart data may be out of date (new wrecks, changed cardinal marks, silting); 2) GPS antenna failure = no position; 3) Power failure = no display; 4) Small-vessel AIS (Class B) is not fitted to all vessels — canoes, kayaks, small fishing boats, naval vessels are all invisible; 5) Chartplotters can show the vessel in a precise but wrong position (datum error, signal multipath). Maintain paper chart, compass, and watch-keeping skills ELECTRONIC NAVIGATION DEPENDENCE: the RYA and MCA explicitly teach that electronic navigation must be backed up by traditional skills. The most dangerous failure mode is overconfidence — the GPS shows a precise position, but the precision may be wrong (multipath, datum error, chart error). AIS Class B is not compulsory for vessels under 300gt recreational — the majority of vessels the Coastal Skipper will encounter (ferries, fishing vessels, RIBs) may have no AIS. A vessel 200m off track in a channel with GPS can be in danger. Paper chart and compass DR must remain a practised skill.