Skipper Course

Module 1 Units, Weather and Sea Conditions - Excerpt:
Another component of sea depth concerns tides. Tides are primarily the result of the moon and sun's gravitational pull on the earth. The change in ocean water depth due to this force varies greatly throughout the world. The Bay of Fundy in New England has some of the highest tides on earth.

An excellent resource in the United States for tide and current data is at http://tidesandcurrent.noaa.gov
The following is an example taken from NOAA regarding a measuring station in La Jolla California just north of San Diego.

Image Courtesy of NOAA

Can you read it? It shows that 5pm GMT (Greenwich Mean Time (in England)) the tide was at 6ft above the MLLW (mean low level water line). What is the time in San Diego if it is 5pm GMT?

Nautical charts can be very helpful in providing information about water depth, but you must also pay attention to tides as they are constantly changing the water’s depth. To find tide levels there are many resources, including annually published tide tables. There is little excuse for running aground – due to tides - if you pay attention.

Module 2 Electricity - Excerpt:
Another form of electrical activity that sailors may encounter on land or at sea are electric storms. It is important to know how lightening can affect a vessels electrical systems. In a thunderstorm, electrical charges build up in the sky and seek to make contact between the ground and sea. It is like a gigantic battery with sparks.

When electrical connections occur in the sky lighting bolt strikes consisting of millions of volts and high DC current may result. This creates the familiar thunder and lighting displays that simultaneously entertain and frighten us.

Lighting occasionally strikes vessels on lakes or on the open ocean. Lighting rods on top of masts and connected to metallic pathways to the ocean can help prevent damage to a sailboat. More on this topic in Module 1 - Units, Weather and Sea Conditions.

Module 3 Auxiliary Power- Excerpt:

Thanks to a Mr. Diesel who years ago in Germany cleverly invented an engine that today bears his name – the diesel engine. It is the ideal engine for a sailboat because of high reliable, good torque, relatively inexpensive to operate and low maintenance cost factors. Diesel engines are now standard auxiliary power plants on most sailing vessels.

Diesel engines have mechanical similarities to a gasoline engine except for the fuel they burn, called diesel fuel. This fuel requires high compression instead of a spark for ignition. However, this requires fuel injectors and a heavier engine block to handle the higher compression.

Earlier diesel engines where large and heavy. Modern diesels are more compact and in some models quite small by previous standards. Their output is expressed in traditional horsepower terms, and come in a wide range.

When using a diesel engine on a sailboat you do not have to worry about distributors and spark plugs – because there are not any. Instead, you have highly reliable fuel injectors that seldom require maintenance.

Module 4 Rigging and Sails- Excerpt:

The following illustration shows the parts of the sail and associated control lines. Of note is the bolt rope which is one of very few actual ropes on a boat (another is the bell rope).

• The bolt rope provides strength to the luff of the sail and is used also to slide into the track if there is one. On a head sail the bolt rope provides strength to the luff of the sail when "hanks" are used.
• Hanks are basically sliding clamps that slide up the forestay and are clamped onto the bolt rope at the leading edge (luff).
• The main halyard is attached to the head of the sail and is used to pull the sail up the mast.
• The gooseneck is a swivel connection from the boom to the mast.
• The reefing points are points where the sail can be pulled down in order to reef the sail if a roller furling system is not used.
• The topping lift holds the back of the boom up.
• The boom vang holds the boom down when beating to wind. On down wind legs the boom vang can be loosened to provide more shape to the sail.
• The cunningham pulls the sail down tight and is used also when reefing.
• The outhaul line is attached to the clew to pull the sail out along the boom.

Module 5 Rules and Safety- Excerpt:

The following is a guide to understanding the Aids to Navigation in the USA. Notice that this is opposite in other parts of the world (who could have guessed?).

You absolutely must learn these. But don't worry they are easy. All you have to do is remember this "Red, Right, Returning". That's it! IE when you are returning from sea into the channel (or going upstream) keep the red markers on your right. In the case of the preferred channel take notice of what ever color is on top, that is, if red is on top then keep the marker on your right for the preferred channel. Red Right Returning! Right?

Module 6 Slip Departures and Returns - Excerpt:

(3) Wind pushing into the dock and current from behind.

This is a little more tricky. If you try to go out forwards the wind could potentially push you into other boats. Additionally as you turn the wheel to head out, the rear of the boat will swing around towards the dock and other boats. therefore it is recommended that you reverse out using a spring line.

(A) Once you are confident of your plan,

• Appoint a crew member to use a fender at the front of the boat to prevent the boat from touching the dock.
• Release and stow the dock lines but leave one spring line from the dock near the center of the boat attached to the front of the boat.
• The spring line should be arranged so that it is attached to the forward cleat, runs freely around the dock cleat and returns back to the appointed crew member. In this manner the crew member can release the line and retrieve it by letting it slip around the dock cleat. ENSURE that there are no knots in the line to get caught on the dock cleat as it runs through.
• Turn the wheel towards the dock and engage forward gear.
• This will have the effect of pushing the rear of the boat away from the dock.

(B) Once the boat has turned out from the dock, engage reverse and have your forward crew member release and retrieve the spring line.

(C) Continue backing out to be completely clear before engaging forward gear. Remember the rear of the boat will swing back towards the dock once you engage forward and turn the wheel to windward, so ensure there is plenty of room.

Module 7 Sailing - Excerpt:

Conversely, when you ask the wind to bend too much, the wind will spawn off creating turbulent air flow. This reduces the effect of the sails and slows the boat. The higher the velocity of the wind the less the wind tends to bend. This is one of the reasons why in high wind conditions you need to reduce the size of the sail. Since the sail is smaller when reefed, the wind is required to bend less over the distance from the front (luff) of the sail to the back (leech) of the sail and therefore the wind will not break away from the sail as much. Once the wind breaks away from the low pressure side, as in the diagram below, you're reducing efficiency. In the same way, an aero plane will stall. When the flow of air breaks away from the top side of the wing, lift is lost and the plane quickly aims it self at the ground. In sailing, the resultant is less dramatic. Simply let the sail out and the wind will reattach to the leeward side of the sail.

Module 8 Communication and Navigation- Excerpt:

Lines of latitude (fantasy lines) can be thought of as circles going around the earth that are parallel to the equator, thus the circles get smaller in circumference as they near either pole. Their distance, North or South, from the equator, is expressed in degrees of latitude, which can also be translated into distance measurement, like nautical or statute miles. The equator is at zero degrees and the North Pole is at 90 degrees north. The South Pole is at 90 degrees south.

As an example: Latitude 33’ 50”.6 north means you are in the Northern Hemisphere and 33’50”.6 degrees north of the equator. This is approximately the location of Los Angeles, California.

The easy way to remember which way latitude goes is that it rhymes with flat which is a horizontal line.

Module 9 Anchoring and Mooring- Excerpt:

Care must be given to swing. As the wind changes during the night your boat will move with the wind and can put you into a precarious situation by being to close to the shore. Many times you'll find an anchorage area with moorings. Remember that boats tied to moorings swing less than anchored boats. In this circumstance you may swing into other boats. Golden rule is "watch your swing".

In addition, consideration must be given to the tide. As the tide "ebbs" out, you not only get closer to the bottom but your swing circle grows and the shore becomes closer. This diagram shows your swing path with deep water and correct scope.

Module 10 Coping with Emergencies- Excerpt:

10.2.3 Man Overboard
It is prudent to use your engine to get back to your MOB as fast as possible. Even small waves a person can be lost in as little as 100 ft.

The following is a diagram showing an MOB whilst beating to windward.

1. MOB happens
2. Immediately announce "Man Overboard". Get life ring and anything else that floats over board. Hit the MOB button on your GPS. Appoint a dedicated watch person. Gain control of crew.
3. Ensure no lines are overboard. Start engine. Head into wind and begin a crash tack.
4. Tighten up the main sheet. Maintain control of the crew. Act decisively with your crew. It is imperative that you lead the crew.
5. Furl the head sail.
6. Head back down wind towards your MOB.
7. Get throw lines ready and cleated to boat. Determine if a Mayday call on channel 16 is appropriate.
8. If the wind is strong you'll need to approach from down wind.
9. Bring the boat around.
10. Ensure boat and crew is ready for pickup.
11. Head towards your MOB from down wind.
12. Bring the boat alongside. If you don't have a rear transom on your boat you'll need a block and tackle to get your MOB on board. Be aware that pulling a person out of the water is virtually impossible.

THE TESTS

Each Module has associated with it approximately 20 test questions. Here is an example?

Q Who has Ultimate right of way in this scenario?

The answer to this question is posted at the bottom of our Faculty page.

Upon passing all the tests associated with each module, you are presented with a passing certificate. This is not a USCG Captains license. It is an acknowledgement that you have passed the NauticEd Skipper Course which is becoming more and more recognized by charter companies.

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