DWATCH 2

Who shall take account of the danger posed by fatigue of seafarers, especially
those whose duties involve the safe and secure operations of the ship?

master

The requirements for rest period need not be maintained in case of what?

emergency

For the purpose of preventing alcohol abuse, in any seafarers while performing
designated safety security and marine environmental duties , what is the
maximum allowable limit of alcohol level in the blood as per regulation?

.05%

What is the minimum period of rest of any crew onboard the ship in any 24-hour
period?

10 Hours

What is the minimum period of rest of any crew on board the ship in any 7-day
period?

77 Hours

What are the circumstances wherein the Master may suspend the hours of rest of
the seafarer and what will he ensure to those who have performed work in
scheduled rest period?

 The master should suspend the rest hour of the seafarer to perform work
until the normal situation has been restored and to ensure those who have
performed work in schedule with the adequate period of rest.
Quiz 2

Who is bound to ensure that watch keeping arrangements are adequate for
maintaining a safe navigational or cargo watch?

Master

Who is bound to ensure that watch keeping arrangements are adequate to

maintain a safe engineering watch?

Chief Engineer

Who is the master’s representative and is responsible for the safe navigation of
the ship?

Officer in charge of navigational watch

It is a Regulation to be followed for the safe navigation of the ship.

International Regulations for Preventing Collisions

What rule number of COLREG is lookout?

5
How many hours of rest period is given for 77 hours in seven days a week?
The correct answer is: 11 hours

During restricted visibility encountered by the OOW, what action is the least
inappropriate?
The correct answer is: Apply safe speed

What is regulation VIII/I of STCW code?

The correct answer is: Fitness for duty

As OOW, how often will you carry out radar practice?

The correct answer is: Radar practice can be carried out whenever is possible

What does UMS stands for?

The correct answer is:
Unmanned machinery spaces

What is the action of an OOW when risk of collision is detected from a target?
The correct answer is: Take early and positive action at ample time to avoid
collision

What do you mean by adequate compensatory rest period?

Your answer is correct.
The correct answer is: An additional rest period other than normal period of rest
Who shall require that watch schedule be posted where they can be easily accessible?
The correct answer is: Administration

If you’re ask why you are taking compass bearing of an approaching vessel frequently,
what will be your possible answer?
The correct answer is: To early determine risk of collision

When was the Rules of the Intl. Regulations for Preventing Collisions at Sea was
applicable internationally?
The correct answer is: September 1, 1989

What could be the reason the officer in-charge shall not hand over the watch to
the relieving officer?

 If the relieving officer is not capable of carrying out the watch keeping
duties effectively

Explain in your own words and in not less than 100 words, the principles under
watch keeping at sea.

 The principle of watch keeping at sea is proper arrangements for watch

keeping personnel shall be ensured in accordance with the situations, the
master, chief engineer officer and officer in charge of watch duties shall
maintain a proper watch, making the most effective use of the resources
available, such as information, installations/equipment and other
personnel; Parties shall direct the attention of companies, masters, chief
engineer officers and watch keeping personnel to the following principles,
which shall be observed to ensure that safe watches are maintained at all
 times. a proper look out can maintain the safety of the ship and can avoid
collision at sea.

Write down at least three (3) instances wherein the officer in charge of
navigational watch may be the sole lookout.

1. State the weather

2. Weather density

3.Proximity of dangers to Navigation

Give at least 4 reasons relieving officers must satisfy himself before taking over
the watch.

1. Ship estimated or true position and confirm its track

2. Course and speed

3. UMS controls as appropriate

4. Note any dangers to navigation expected to be encountered during the watch

L3 QUIZ 3

When is watch keeping shall be maintained?

 Watch keeping is always maintained throughout the watch in any weather

conditions

What rule number of COLREG is the conduct of vessels in restricted visibility

belongs?

Rule 19
Who is in charge for the safety of the ship when there is a pilot onboard?

master

What shall the officer in charge of navigational watch do when in doubt of the
pilots action or intention?

 clarification from the pilot and, if doubt still exists, shall notify the master
immediately and take whatever action is necessary before the master
arrives.

What will be the officer in charge of navigational watch do when approaching

ships?

 The officer in charge of the navigational watch shall take frequent and
accurate compass bearings of approaching ships as a means of early
detection of risk of collision and shall bear in mind that such risk may
sometimes exist even when an appreciable bearing change is evident,
particularly when approaching a very large ship or a tow or when
approaching a ship at close range. The officer in charge of the navigational
watch shall also take early and positive action in compliance with the
applicable International Regulations for Preventing Collisions at Sea, 1972,
as amended and subsequently check that such action is having the desired
effect.

What are the responsibilities of the officer in charge during restricted visibility?
At least 4 responsibilities

1. Inform the master

2. Post a proper lockout

3. Exhibit navigational lights

4. Operate and use the radar

List 10 duties and responsibilities of the officer in charge of navigation when the
vessel is at anchor.

1.determine and plot the ship’s position on the appropriate chart as soon as
practicable

2.when circumstances permit, check at sufficiently frequent intervals whether the

ship is remaining securely at anchor by taking bearings of fixed navigation marks
or readily identifiable shore objects

3.ensure that proper lookout is maintained

4. ensure that inspection rounds of the ship are made periodically

5.observe meteorological and tidal conditions and the state of the sea

6. notify the master and undertake all necessary measures if the ship drags
anchor

7. ensure that the state of readiness of the main engines and other machinery is
in accordance with the master’s instructions

8. if visibility deteriorates, notify the master

9. ensure that the ship exhibits the appropriate lights and shapes and that
appropriate sound signals are made in accordance with all applicable regulations

10. take measures to protect the environment from pollution by the ship and
comply with applicable pollution regulations

Who is responsible for the safety of navigation?

Master

What does BNWAS stands for?

Bridge navigational watch alarm system

What is SOLAS V/19 all about?

 Carriage requirements for shipborne navigational systems and equipment

What method of electronic navigation uses radar to determine position relative to
known objects?

Radar Navigation

DWATCH 2

Who shall take account of the danger posed by fatigue of seafarers, especially
those whose duties involve the safe and secure operations of the ship?

master

The requirements for rest period need not be maintained in case of what?

emergency

For the purpose of preventing alcohol abuse, in any seafarers while performing
designated safety security and marine environmental duties , what is the
maximum allowable limit of alcohol level in the blood as per regulation?

.05%

What is the minimum period of rest of any crew onboard the ship in any 24-hour
period?

10 Hours

What is the minimum period of rest of any crew on board the ship in any 7-day
period?

77 Hours
What are the circumstances wherein the Master may suspend the hours of rest of
the seafarer and what will he ensure to those who have performed work in
scheduled rest period?

 The master should suspend the rest hour of the seafarer to perform work
until the normal situation has been restored and to ensure those who have
performed work in schedule with the adequate period of rest.

Quiz 2

Who is bound to ensure that watch keeping arrangements are adequate for
maintaining a safe navigational or cargo watch?

Master

Who is bound to ensure that watch keeping arrangements are adequate to

maintain a safe engineering watch?

Chief Engineer

Who is the master’s representative and is responsible for the safe navigation of
the ship?

Officer in charge of navigational watch

It is a Regulation to be followed for the safe navigation of the ship.

International Regulations for Preventing Collisions

What rule number of COLREG is lookout?

5
What could be the reason the officer in-charge shall not hand over the watch to
the relieving officer?

 If the relieving officer is not capable of carrying out the watch keeping
duties effectively

Explain in your own words and in not less than 100 words, the principles under
watch keeping at sea.

 The principle of watch keeping at sea is proper arrangements for watch

keeping personnel shall be ensured in accordance with the situations, the
master, chief engineer officer and officer in charge of watch duties shall
maintain a proper watch, making the most effective use of the resources
available, such as information, installations/equipment and other
personnel; Parties shall direct the attention of companies, masters, chief
engineer officers and watch keeping personnel to the following principles,
which shall be observed to ensure that safe watches are maintained at all
times. a proper look out can maintain the safety of the ship and can avoid
collision at sea.

Write down at least three (3) instances wherein the officer in charge of
navigational watch may be the sole lookout.

1. State the weather

2. Weather density

3.Proximity of dangers to Navigation

Give at least 4 reasons relieving officers must satisfy himself before taking over
the watch.

1. Ship estimated or true position and confirm its track

2. Course and speed

3. UMS controls as appropriate

4. Note any dangers to navigation expected to be encountered during the watch

L3 QUIZ 3

When is watch keeping shall be maintained?

 Watch keeping is always maintained throughout the watch in any weather

conditions

What rule number of COLREG is the conduct of vessels in restricted visibility

belongs?

Rule 19

Who is in charge for the safety of the ship when there is a pilot onboard?

master

What shall the officer in charge of navigational watch do when in doubt of the
pilots action or intention?

 clarification from the pilot and, if doubt still exists, shall notify the master
immediately and take whatever action is necessary before the master
arrives.

What will be the officer in charge of navigational watch do when approaching

ships?

 The officer in charge of the navigational watch shall take frequent and
accurate compass bearings of approaching ships as a means of early
detection of risk of collision and shall bear in mind that such risk may
 sometimes exist even when an appreciable bearing change is evident,
particularly when approaching a very large ship or a tow or when
approaching a ship at close range. The officer in charge of the navigational
watch shall also take early and positive action in compliance with the
applicable International Regulations for Preventing Collisions at Sea, 1972,
as amended and subsequently check that such action is having the desired
effect.

What are the responsibilities of the officer in charge during restricted visibility?
At least 4 responsibilities

1. Inform the master

2. Post a proper lockout

3. Exhibit navigational lights

4. Operate and use the radar

List 10 duties and responsibilities of the officer in charge of navigation when the
vessel is at anchor.

1.determine and plot the ship’s position on the appropriate chart as soon as
practicable

2.when circumstances permit, check at sufficiently frequent intervals whether the

ship is remaining securely at anchor by taking bearings of fixed navigation marks
or readily identifiable shore objects

3.ensure that proper lookout is maintained

4. ensure that inspection rounds of the ship are made periodically

5.observe meteorological and tidal conditions and the state of the sea

6. notify the master and undertake all necessary measures if the ship drags
anchor

7. ensure that the state of readiness of the main engines and other machinery is
in accordance with the master’s instructions

8. if visibility deteriorates, notify the master

9. ensure that the ship exhibits the appropriate lights and shapes and that
appropriate sound signals are made in accordance with all applicable regulations

10. take measures to protect the environment from pollution by the ship and
comply with applicable pollution regulations

Who is responsible for the safety of navigation?

Master

What does BNWAS stands for?

Bridge navigational watch alarm system

What is SOLAS V/19 all about?

 Carriage requirements for shipborne navigational systems and equipment

What method of electronic navigation uses radar to determine position relative to

known objects?

Radar Navigation

Question 1
Incorrect
0.00 points out of 2.00
Question text
When is watch keeping shall be maintained?
Watching keeping is maintained throughout the w atch in any w eather condition the
Answer:
Feedback
The correct answer is: Watch keeping is always maintained throughout the watch
in any weather conditions
Question 2
Correct
1.00 points out of 1.00
Question text
What rule number of COLREG is the conduct of vessels in restricted visibility
belongs?
 Rule 19
Answer:
Feedback
The correct answer is: Rule 19
Question 3
Correct
1.00 points out of 1.00
Question text
Who is in charge for the safety of the ship when there is a pilot onboard?
Master
Answer:
Feedback
The correct answer is: master
Question 4
Incorrect
0.00 points out of 2.00
Question text
What shall the officer in charge of navigational watch do when in doubt of the
pilots action or intention?
Seek clarifications from the pilot and if doubt still exist, shall notify the master immed
Answer:
Feedback
The correct answer is: seek clarification from the pilot and, if doubt still exists,
shall notify the master immediately and take whatever action is necessary before
the master arrives.
Question 5
Complete
Points out of 2.00
Question text
What will be the officer in charge of navigational watch do when approaching
ships?

The officer in charge of the navigational watch shall take frequent and accurate
compass bearings of approaching ships as a means of early detection of risk of
collision and shall bear in mind that such risk may sometimes exist even when an
appreciable bearing change is evident, particularly when approaching a very
large ship or a tow or when approaching a ship at close range. The officer in
charge of the navigational watch shall also take early and positive action in
compliance with the applicable International Regulations for Preventing
Collisions at Sea, 1972, as amended and subsequently check that such action is
having the desired effect.
Question 6
Complete
Points out of 4.00
Question text
What are the responsibilities of the officer in charge during restricted visibility?
At least 4 responsibilities
1. Inform the master
2. Post a proper lockout
3. Exhibit navigational lights
4. Operate and use the radar
Question 7
Complete
Points out of 10.00
Question text
List 10 duties and responsibilities of the officer in charge of navigation when the
vessel is at anchor.
1.determine and plot the ship’s position on the appropriate chart as soon as
practicable
2.when circumstances permit, check at sufficiently frequent intervals whether the
ship is remaining securely at anchor by taking bearings of fixed navigation marks
or readily identifiable shore objects
3.ensure that proper lookout is maintained
4. ensure that inspection rounds of the ship are made periodically
5.observe meteorological and tidal conditions and the state of the sea
6. notify the master and undertake all necessary measures if the ship drags
anchor
7. ensure that the state of readiness of the main engines and other machinery is
in accordance with the master’s instructions
8. if visibility deteriorates, notify the master
9. ensure that the ship exhibits the appropriate lights and shapes and that
appropriate sound signals are made in accordance with all applicable regulations
10. take measures to protect the environment from pollution by the ship and
comply with applicable pollution regulations

1. Lookout
 A look out is a person at the ship’s bridge who maintains a continuous
watch of the sea to report any kind of hazard that can be an obstacle in the
navigation and cause harm to the ship. According to COLREG, the lookout must
be able to give full attention to the keeping of a proper lookout and no other
duties shall be undertaken or assigned which could interfere with that task in
order to inform the officer on watch about other ships, shipwreck, debris, floating
object, etc.

2. Watch arrangement

It is considered essential to the safe operation of the vessel and also allow
the ship to respond to emergencies and other situation quickly. Typical bridge
watch keeper includes look out and a deck officer who is responsible for safe
navigation of the ship.

3. Taking over the watch

It is the handling over and taking over the navigational watch on the duty
officer. The officer in charge of the navigational watch shall not hand over the
watch to the relieving officer if there is reason to believe that the latter is not
capable of carrying out the watch keeping duties effectively, in which case the
master shall be notified, relieving officers shall satisfy themselves as to the
ship’s estimated or true position and confirm its intended track, course and
speed, and UMS controls as appropriate and shall note any dangers to navigation
expected to be encountered during their watch.

4. Performing the Navigational watch

In form of essay explain these two items;

1.) What are the principles applied when keeping a watch at sea?

The master of every ship is bound to ensure that watch keeping are
adequate for maintaining safe navigational watches. Under the master’s general
direction, the officer of the watch is responsible for navigating the ship safely
during their periods of duty, when they will be particularly concerned with
avoiding collision and stranding. The officer in charge of the watch is the
master’s representative and is primarily responsible at all times for the safe
navigation of the ship and for complying with colregs.

2.) What are the principles to be observe in keeping a navigational watch on

various aspects?
 Officers of the navigational watch shall be thoroughly familiar with the use
of all electronic navigational aids carried, including their capabilities and
limitations, and shall use each of these aids when appropriate and shall bear in
mind that the echo-sounder is a valuable navigational aid.

The officer in charge of the navigational watch shall use the radar whenever
restricted visibility is encountered or expected, and at all times in congested
waters, having due regard to its limitations.

The officer in charge of the navigational watch shall ensure that the range scales
employed are changed at sufficiently frequent intervals so that echoes are
detected as early as possible. It shall be borne in mind that small or poor echoes
may escape detection.

Whenever radar is in use, the officer in charge of the navigational watch shall
select an appropriate range scale and observe the display carefully, and shall
ensure that plotting or systematic analysis is commenced in ample time.

COMPILATION OF QUIZZES
D.WATCH2(MOJO)
(HALF BRIG)

LESSON 1 QUIZ
11 HOURS - how many hours of rest period is given for 77 hours in seven days a week?

Apply safe speed - during restricted visibility encountered by the OOW, what action is the least
inappropriate?

Fitness for duty - what is regulation VII/I of stcw code?

Radar practice can be carried out whenever is possible - As OOW, how often will you carry out radar
practice?

Unmanned machinery spaces - what does UMS stands for?

Take early and positive action at ample time to avoid collision - what is the action of an OOW when risk
of collision is detected from a target?
An additional rest period other than normal period of rest- what do you mean by adequate
compensatory rest period?

Administration - Who shall require that watch schedule be posted where they can be easily accessible?

To early determine risk of collision - if you’re ask why you are taking compass bearing of an
approaching vessel frequently, what will be your possible answer?

September 1, 1989 - when was the rules of the intl. Regulations for preventing collisions at sea was
applicable internationally?

1972 - on what year does the international regulations for preventing collision at sea was created?

Coastal chart - which of the information a pilot would like to know upon embarking on broad?

Look - out - A person assigned to watch and observe any hazard to navigation by sight and hearing.

Chapter III - under what chapter of the STCW code does the qualification of the engineering watch shall
be followed?

Signal pennants - the following are the requirements to check for voyage planning except one

Master, officers & ratings - who will be aware of precautions to prevent pollution of the marine
environment relevant to international and port regulations

Precaution - master, officers and ratings shall take all possible __ to prevent such pollutions to
environment.

RULE 7 - the necessity to comply with the use of radar in watch keeping is more mandated from what
rule in colregs?

That the other vessel can be observed visually from the other - how would you expound the phrase
“deemed to be in sight of one another”?

Emergency drills - which of the following circumstances where rest periods need not be maintained?

Have an alternate command with the master - you are on watch and the master is on bridge. What will
you do?

Signal pennants - the following are the requirements to check for voyage planning except one

At all times - under rule 5, how often does a look-out shall be maintained?

In doubt - what is the reason to call the master?

There is access to the working person on deck - as OOW you may be the sole look-out on the bridge,
provided this condition shall be considered.

Precaution - master, officers and ratings shall take all possible ___ to prevent such pollution to the
environment.

Morning and first watch - you are the third officer to assume the navigational watch, what routine
schedule should you follow?
 DWATCH. 2 REVIEWER

Fitness for Duty

Rest Hours

STCW Section A-VIII/1 states that:

a) Administrations shall take account of the danger posed by fatigue of seafarers, especially

those whose duties involve the safe and secure operation of a ship.

b) All persons who are assigned duty as officer in charge of a watch or as a rating forming

part of a watch and those whose duties involve designated safety, prevention of pollution and

security duties shall be provided with a rest period of not less than:

o 1 a minimum of 10 hours of rest in any 24-hour period; and

o 77 hours in any 7-day period.

c) The hours of rest may be divided into no more than two periods, one of which shall be at

least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed

14 hours.

d) The requirements for rest periods laid down in paragraphs 2 and 3 need not be maintained

in case of an emergency or in other overriding operational conditions. Muster, fire-fighting

and lifeboat drills, and drills prescribed by national laws and regulations and by international

instruments, shall be conducted in a manner that minimizes the disturbance of rest periods

and does not induce fatigue.

e) Administrations shall require that watch schedules be posted where they are easily

accessible. The schedules shall be established in a standardized format in the working

language or languages of the ship and in English.

f) When a seafarer is on call, such as when a machinery space is unattended, the seafarer

shall have an adequate compensatory rest period if the normal period of rest is disturbed by

call-outs to work.

Records of Rest Hours

Administration shall require that records of daily hours of rest of seafarers be maintained in a

standardized format, in the working language or languages of the ship and in English, to

allow monitoring and verification of compliance with the provisions of this section. The

seafarers shall receive a copy of the records pertaining to them, which shall be endorsed by

the master or by a person authorized by the master and by the seafarers.

Master’s Overriding Authority

Nothing in this section shall be deemed to impair the right of the master of a ship to require a

seafarer to perform any hours of work necessary for the immediate safety of the ship,

persons on board or cargo, or for the purpose of giving assistance to other ships or persons
in distress at sea. Accordingly, the master may suspend the schedule of hours of rest and

require a seafarer to perform any hours of work necessary until the normal situation has been

restored. As soon as practicable after the normal situation has been restored, the master

shall ensure that any seafarers who have performed work in scheduled rest period are

provided with an adequate period of rest.

Parties may allow exceptions from the required hours of rest in paragraphs 2.2 and 3 above

provided that the rest period is not less than 70 hours in any 7-day period.

Exceptions from the weekly rest period provided for in paragraph 2.2 shall not be allowed for

more than two consecutive weeks. The intervals between two periods of exceptions on board

shall not be less than twice the duration of the exception.

The hours of rest provided for in paragraph 2.1 may be divided into no more than three

periods, one of which shall be at least 6 hours in length, and neither of the other two periods

shall be less than one hour in length. The intervals between consecutive periods of rest shall

not exceed 14 hours. Exceptions shall not extend beyond two 24-hour periods in any 7-day

period.

Blood Alcohol Content

Each administration shall establish, for the purpose of preventing alcohol abuse, a limit of not

greater than 0.05% blood alcohol level (BAC) or 0.25 mg/l alcohol in the breath or a quantity

of alcohol leading to such alcohol concentration for masters, officers and other seafarers

while performing designated safety security and marine environmental duties.

Below are the samples of alcohol sensor used onboard the ship.

Section A-VIII/2 states that:

Watch keeping arrangements and principles to be observed

PART 1 – CERTIFICATION
1. The officer in charge of the navigational or deck watch shall be duly qualified in

accordance with the provisions of chapter II or chapter VII appropriate to the duties

related to navigational or deck watch keeping.

2. The officer in charge of the engineering watch shall be duly qualified in accordance

with the provisions of chapter III or chapter VII appropriate to the duties related to

engineering watch keeping.

Watch Keeping at Sea

Watch keeping principles in general

Watches shall be carried out based on the following bridge and engine-room resource

management principles:

with the situations;

when deploying watch keeping personnel;

keeping personnel regarding their individual roles,

responsibility and team roles shall be established;

maintain a proper watch, making the most effective use of the resources available,

such as information, installations/equipment and other personnel;

installations/equipment, and be familiar with handling them;

information from each station/installation/equipment;

by all the watch keeping personnel;

in any situation; and

charge of watch duties without any hesitation when in any doubt as to what action

to take in the interest of safety.

Additionally;

Parties shall direct the attention of companies, masters, chief engineer officers and watch

keeping personnel to the following principles, which shall be observed to ensure that safe

watches are maintained at all times.

The master of every ship is bound to ensure that watch keeping arrangements are adequate

for maintaining a safe navigational or cargo watch. Under the master’s general direction, the

officers of the navigational watch are responsible for navigating the ship safely during their

periods of duty, when they will be particularly concerned with avoiding collision and

stranding.

The chief engineer officer of every ship is bound, in consultation with the master, to ensure

that watch keeping arrangements are adequate to maintain a safe engineering watch.

Protection of marine environment

The master, officers and ratings shall be aware of the serious effects of operational or

accidental pollution of the marine environment and shall take all possible precautions to

prevent such pollution, particularly within the framework of relevant international and port

regulations.
Principles to be observed in keeping a navigational watch

The officer in charge of the navigational watch is the master’s representative and is primarily

responsible at all times for the safe navigation of the ship and for complying with the

International Regulations for Preventing Collisions at Sea, 1972, as amended.

Lookout

A proper lookout shall be maintained at all times in compliance with rule 5 of the

International Regulations for Preventing Collisions at Sea, 1972, as amended and shall serve

the purpose of:

and hearing, as well as by all

other available means, with regard to any significant change in the operating

environment;

to navigation; and

aircraft in distress, shipwrecked persons, wrecks, debris and

other hazards to safe navigation.

The lookout must be able to give full attention to the keeping of a proper lookout and no

other duties shall be undertaken or assigned which could interfere with that task.

The duties of the lookout and helmsperson are separate and the helmsperson shall not be

considered to be the lookout while steering, except in small ships where an unobstructed
allround view is provided at the steering position and there is no impairment of night vision

or other impediment to the keeping of a proper lookout. The officer in charge of the

navigational watch may be the sole lookout in daylight provided that, on each such occasion:

has been established without doubt

that it is safe to do so;

– state of weather, visibility, traffic density; proximity of dangers to navigation; and the

attention necessary when navigating in or near traffic separation schemes; and assistance is

immediately available to be summoned to the bridge when any change in the situation so

requires.

In determining that the composition of the navigational watch is adequate to ensure that a

proper lookout can continuously be maintained, the master shall take into account all relevant

factors, including those described in this section of the Code, as well as the following factors:

sity, and other activities occurring in the area in which the vessel is

navigating;

other routeing measures;

ctions, immediate

operating requirements and anticipated maneuvers;

the watch;

and crew;

officer with the ship’s equipment, procedures, and maneuverings capability;

communication activities, and the availability of assistance to be summoned

immediately to the bridge when necessary;

systems;

characteristics;

member of the watch from detecting by sight or hearing any external development;

and

arrangements and fitness for duty which has been adopted by the Organization.

Watch arrangements

When deciding the composition of the watch on the bridge, which may include appropriately

qualified ratings, the following factors, inter alia, shall be taken into account:

tional hazards which may make it necessary for the officer in

charge of the watch to carry out additional navigational duties;

electronic position-indicating devices and any other equipment affecting the safe

navigation of the ship;

bridge, procedures for their use and their limitations; and

special operational circumstances.

Taking over the watch

The officer in charge of the navigational watch shall not hand over the watch to the relieving

officer if there is reason to believe that the latter is not capable of carrying out the watch

keeping duties effectively, in which case the master shall be notified.

The relieving officer shall ensure that the members of the relieving watch are fully capable of

performing their duties, particularly as regards their adjustment to night vision.

Relieving officers shall not take over the watch until their vision is fully adjusted to the light

conditions.

Prior to taking over the watch, relieving officers shall satisfy themselves as to the ship’s

estimated or true position and confirm its intended track, course and speed, and UMS

controls as appropriate and shall note any dangers to navigation expected to be encountered

during their watch.

Relieving officers shall personally satisfy themselves regarding the:

of the ship;

s, currents, weather, visibility and the effect of these

factors upon course and speed;

bridge control; and

a) the operational condition of all navigational and safety equipment being used or

likely to be used during the watch;

b) the errors of gyro- and magnetic compasses;

c) the presence and movement of ships in sight or known to be in the vicinity;

d) the conditions and hazards likely to be encountered during the watch; and

e) the possible effects of heel, trim, water density and squat on under-keel

clearance.

If, at any time, the officer in charge of the navigational watch is to be relieved when a or

other action to avoid any hazard is taking place, the relief of that officer shall be deferred

until such action has been completed.

Performing the navigational watch

The officer in charge of the navigational watch shall:

o circumstances leave the bridge until properly relieved; and

of the master on the bridge, until informed specifically that the master has

assumed that responsibility and this is mutually understood.

During the watch, the course steered, position and speed shall be checked at sufficiently

frequent intervals, using any available navigational aids necessary, to ensure that the ship

follows the planned course.

The officer in charge of the navigational watch shall have full knowledge of the location and

operation of all safety and navigational equipment on board the ship and shall be aware and

take account of the operating limitations of such equipment.

The officer in charge of the navigational watch shall not be assigned or undertake any duties

which would interfere with the safe navigation of the ship.

When using radar, the officer in charge of the navigational watch shall bear in mind the
necessity to comply at all times with the provisions on the use of radar contained in the

International Regulations for Preventing Collisions at Sea, 1972, as amended in force.

In cases of need, the officer in charge of the navigational watch shall not hesitate to use the

helm, engines and sound signaling apparatus. However, timely notice of intended variations

of engine speed shall be given where possible or effective use shall be made of UMS engine

controls provided on the bridge in accordance with the applicable procedures.

Officers of the navigational watch shall know the handling characteristics of their ship,

including its stopping distances, and should appreciate that other ships may have different

handling characteristics.

A proper record shall be kept during the watch of the movements and activities relating to

the navigation of the ship.

It is of special importance that at all times the officer in charge of the navigational watch

ensures that a proper lookout is maintained. In a ship with a separate chartroom, the officer

in charge of the navigational watch may visit the chartroom, when essential, for a short

period for the necessary performance of navigational duties, but shall first ensure that it is

safe to do so and that proper lookout is maintained.

Operational tests of shipboard navigational equipment shall be carried out at sea as

frequently as practicable and as circumstances permit, in particular before hazardous

conditions affecting navigation are expected. Whenever appropriate, these tests shall be

recorded. Such tests shall also be carried out prior to port arrival and departure.

The officer in charge of the navigational watch shall make regular checks to ensure that:

d compass error is determined at least once a watch and, when

possible, after any major alteration of course; the standard and gyro-compasses
are frequently compared and repeaters are synchronized with their master

compass;

manually at least once a watch;

properly;

section; and

indicators are functioning properly.

The officer in charge of the navigational watch shall bear in mind the necessity to comply at

all times with the requirements in force of the International Convention for the Safety of Life

at Sea (SOLAS), 1974*. The officer of the navigational watch shall take into account:

control in good time to allow any potentially hazardous situation to be dealt with in

a safe manner; and

situation to develop to the point where the officer in charge of the navigational

watch is without assistance and has to break the continuity of the lookout in order

to take emergency action.

Officers of the navigational watch shall be thoroughly familiar with the use of all electronic

navigational aids carried, including their capabilities and limitations, and shall use each of

these aids when appropriate and shall bear in mind that the echo-sounder is a valuable

navigational aid.

The officer in charge of the navigational watch shall use the radar whenever restricted

visibility is encountered or expected, and at all times in congested waters, having due regard
to its limitations.

The officer in charge of the navigational watch shall ensure that the range scales employed

are changed at sufficiently frequent intervals so that echoes are detected as early as possible.

It shall be borne in mind that small or poor echoes may escape detection.

Whenever radar is in use, the officer in charge of the navigational watch shall select an

appropriate range scale and observe the display carefully, and shall ensure that plotting or

systematic analysis is commenced in ample time.

The officer in charge of the navigational watch shall notify the master immediately:

difficulty is experienced in maintaining course;

expected time;

occurs;

breakdown of the engines, propulsion machinery remote control, steering gear

or any essential navigational equipment, alarm or indicator;

if the ship meets any hazard to navigation, such as ice or a derelict; and

Despite the requirement to notify the master immediately in the foregoing circumstances, the

officer in charge of the navigational watch shall, in addition, not hesitate to take immediate

action for the safety of the ship, where circumstances so require.

The officer in charge of the navigational watch shall give watch keeping personnel all

appropriate instructions and information which will ensure the keeping of a safe watch,

including a proper lookout.

Watch Keeping Under Different Conditions and in Different Areas

Watch keeping is always maintained throughout the watch in any weather

conditions:

Clear weather

The officer in charge of the navigational watch shall take frequent and accurate compass

bearings of approaching ships as a means of early detection of risk of collision and shall bear

in mind that such risk may sometimes exist even when an appreciable bearing change is

evident, particularly when approaching a very large ship or a tow or when approaching a ship

at close range. The officer in charge of the navigational watch shall also take early and

positive action in compliance with the applicable International Regulations for Preventing

Collisions at Sea, 1972, as amended and subsequently check that such action is having the

desired effect.

In clear weather, whenever possible, the officer in charge of the navigational watch shall

carry out radar practice.

Restricted visibility

When restricted visibility is encountered or expected, the first responsibility of the officer in

charge of the navigational watch is to comply with the relevant rules of the International

Regulations for Preventing Collisions at Sea, 1972, as amended with particular regard to the

sounding of fog signals, proceeding at a safe speed and having the engines ready for

immediate manoeuvre. In addition, the officer in charge of the navigational watch shall:
 navigation lights; and

In hours of darkness

The master and the officer in charge of the navigational watch, when arranging lookout duty,

shall have due regard to the bridge equipment and navigational aids available for use, their

limitations, procedures and safeguards implemented.

The largest scale chart on board, suitable for the area and corrected with the latest available

information, shall be used. Fixes shall be taken at frequent intervals, and shall be carried out

by more than one method whenever circumstances allow. When using ECDIS, appropriate

usage code (scale) electronic navigational charts shall be used and the ship’s position shall be

checked by an independent means of position fixing at appropriate intervals.

The officer in charge of the navigational watch shall positively identify all relevant navigation

marks.

Navigation with pilot on board

Despite the duties and obligations of pilots, their presence on board does not relieve the

master or the officer in charge of the navigational watch from their duties and obligations for

the safety of the ship. The master and the pilot shall exchange information regarding

navigation procedures, local conditions and the ship’s characteristics. The master and/or the

officer in charge of the navigational watch shall co-operate closely with the pilot and maintain

an accurate check on the ship’s position and movement.

If in any doubt as to the pilot’s actions or intentions, the officer in charge of the navigational

watch shall seek clarification from the pilot and, if doubt still exists, shall notify the master

immediately and take whatever action is necessary before the master arrives.
Ship at anchor

If the master considers it necessary, a continuous navigational watch shall be maintained at

anchor. While at anchor, the officer in charge of the navigational watch shall:

practicable;

ether

the ship is remaining securely at anchor by taking bearings of fixed navigation

marks or readily identifiable shore objects;

orological and tidal conditions and the state of the sea;

anchor;

in accordance with the master’s instructions;

appropriate sound signals are made in accordance with all applicable

regulations; and

take measures to protect the environment from pollution by the ship and

comply with applicable pollution regulations.

Steering Control

Principle of Autopilot system

An autopilot is a mechanical, electrical or hydraulic system which can maintain a vessel on a

predetermined set or course without the need for human intervention. Using a direct or

indirect connection with a vessel’s steering mechanism, the autopilot relieves the crew from

the task of manually steering the ship.

Autopilot have evolved from simple course holding systems to adaptive computer systems

that offer reduced fuel costs and increases transit times. These new systems learn the

characteristics of the vessel’s handling and minimize rudder movement reducing drag on the

vessel. Increased speed and lower fuel consumption makes autopilot more user friendly.

Autopilots do not replace a human operator, but assist them in controlling the ship, allowing

them to focus on broader aspects of operation, such as monitoring the trajectory, weather

and systems.

-20

ts), below

which it will start to wander

of time.

Use of the Automatic Pilot

The master shall ensure that an automatic pilot, where fitted, shall not be used in area of

high traffic then density, in condition of restricted visibility nor in any other hazardous

navigational situation unless it is possible to establish manual control of the ships steering

within thirty (30) seconds.

Before entering any area of high traffic density, and whenever visibility is likely to become

restricted or some other hazardous navigational situation is likely to arise, the master shall
arrange, where practicable, for the officer of the watch to have an available without delay the

services of a qualified helmsman who shall be ready at all times to take over the manual

steering.

The change-over from automatic to manual steering and vice versa shall be made by or

under the supervision of the officer of the watch, or, if there is no such officer, the master.

The master shall ensure that the manual steering gear is tested;

a) After continuous use of the automatic pilot for 24 hours,

b) Before entering any areas where navigation demands special caution.

The working principle of autopilot system

An output from a gyro or magnetic compass is coupled to a differential amplifier along with a

signal derived from a manual course steering control. If no difference exists between the two

signals, no output will be produced by the amplifier and no movement of the rudder occurs.

When a difference is detected between the two sources of data, an output error signal,

proportional in magnitude to the size of the difference, is applied to the heading error

amplifier. Output of this amplifier is coupled to the rudder actuator circuit, which causes the

rudder to move in the direction determined by the sign of the output voltage.

The error signal between compass and selected course inputs produces an output voltage

from the differential amplifier that is proportional to the off course error. This type of control,

therefore, is termed ‘proportional’ control. As it has been shown, the use of proportional.

Different steering modes of autopilot

Auto/Manual

Allows user to select between manual steering and autopilot. Officer to steer correct course,

rudder to be on midships, course to steer set, off course alarm set before changing over to

autopilot.
Follow up

If rudder is to be put on starboard 10, helm is put on starboard 10. When helm is on midship,

rudder will return to midships.

Non-follow up

If rudder is to be put on starboard 10, helm is turned to starboard, a few degrees before

starboard 10, the helm is put on midhships, rudder then settles on starboard 10. If rudder

goes beyond starboard 10, slight port helm to be given. Rudder will remain on starboard 10

even when helm is returned to midhsip. To bring it back to midships, port helm to be given.

Off course alarm

It is fitted on the autopilot usually set for 5 to 10 degrees. If difference between actual

course and course set by officer for autopilot is more than value set for alarm, it will sound.

This alarm will not sound in case of gyro failure.

Only indication in this case is a gyro failure alarm. Gyro compass and repeaters to compared

frequently along with magnetic compass.

Disadvantages of Autopilot

the gyro fails, the autopilot will still keep the gyro course and wander with the gyro

alterations.

10 Things to Consider While Using Auto-Pilot System on Ships

Back in the old days of merchant shipping, the ‘Quarter Master’ was a vital member of the

Bridge team. ‘Quarter Master’ was the title given to the able bodied seamen whose primary

responsibility was to steer the ship according to the Master’s and Officer’s helm orders.

Quarter Masters kept watches and took turns on the helm all day when at sea. This practise
continued until automation took over in the field of navigation.

The significance of Quarter Master almost vanished off when the revolutionary equipment

‘Auto-Pilot’ was invented. It was during the early 1920’s when an automated steering and

helm control system was introduced onboard merchant ships.

Auto-Pilot system is considered as one of the most advanced and technically sophisticated

navigational equipment tools on ships. Auto-Pilot is synchronised with the Gyro Compass to

steer manually input courses, with reference to the gyro heading. Auto Pilot steers the

manually input course by controlling the steering gear to turn the rudder in the required

manner.

Furthermore, modern auto-pilot systems are capable of being synchronised with the

Electronic Chart system (ECDIS) enabling to follow the courses laid out in the Voyage plan.

This feature cuts out the need of manual course changes and alterations as the system will

follow the courses and alterations as per the voyage plan.

The below notes are a brief outline of 10 important points to be considered while

operating Auto-pilot system onboard for safe and smooth navigation.

1. Rate of Turn and Rudder Limits

The method of turn is the most important control of the Auto-Pilot system. The system will

use the selected turn method for course alterations. The user can input the limit of such turn

methods, which are as follows:

a. Rate of Turn

This is the most commonly used turn method. In this method, the user can set a value of

turn rate between 1-300 degrees (varies on different models). When turning, the rudder will

move as much as it takes to attain the required turn rate without exceeding the set

value. The officer must consider the vessel’s manoeuvring characteristics and set a value
safe for the vessel.

b. Rudder Limits

Rudder limit method allows the user to set a value from 1 degree to the max rudder angle. In

this method, while altering course the rudder will not exceed more than the set limit. Again,

the vessel’s manoeuvring characteristics should be considered while choosing the rudder

value.

Modern systems allow turning by radius as well. In such method the user can input turn

radius in nautical miles.

2) Steering Gear Pumps

Steering gear pumps are used to pump hydraulic oil to actuate the steering gear unit (RAM)

which in turn moves the rudder in the required direction. That means, when more pumps are

running, the rudder will move more swiftly. The number of pumps available varies as per the

steering gear unit.

The officer of watch should be aware of the pumps and use it wisely.

If operating the auto-pilot in areas with traffic density where sudden and swift alterations are

required, maximum steering gear pumps shall be running.

In ocean cruising and open sea navigation with less traffic, the pumps running shall be

reduced to its minimum.

3) Off Course Alarm

An off-course alarm serves for the purpose of notifying the operator if there is any difference

in the set course and the actual heading of the vessel. The user can manually set the

required amount of degrees, after which an alarm will sound to notify the user that the set

degree of difference has exceeded.

However, the user has to keep a check on the course changes as in some cases when the
gyro compass wanders its course, the auto-pilot will follow the wandering compass and fail to

sound the alarm.

4. Manual Mode

The steering controls of the system can be categorised as Automatic and Manual mode. It

allows the ship to be navigated either in Manual mode or Automatic mode by switching the

controls.

In Manual Mode, the vessel can be hand steered by using the Follow-Up Helm or a NonFollow
up emergency tiller.

Hand steering is used when the ship is manoeuvring, and navigating in restricted waters,

channels and areas with traffic density traffic density.

NFU tiller when used will move the rudder in a desired direction but not to a specific angle.

This is used in case of emergencies.

The user must be familiar with the procedure of inter-switching from Auto and Manual

modes.

5. Traffic Density

The use of Auto-Pilot is not recommended when navigating in areas with high traffic density,

narrow channels and traffic separation schemes and other restricted waters. The auto pilot

may not be efficient enough to turn the vessel spontaneously while navigating in such areas

demanding swift alterations and manoeuvres to avoid a collision or close quarter situation. If

the auto-pilot is used in such cases, all the steering gear pumps shall be switched on for

better rudder response.

6. Speed

The system works inefficiently on reduced speeds. The use of the auto-pilot is not
recommended when the ship is manoeuvring or steaming in very less speed.

The system allows the users to synchronise with the Speed Log to receive feeds on the ship’s

speed. The users should keep a check on the speed log as any error in the log speed will

reflect in the auto-pilot system.

The system also allows the users to manually input the speed, when doing so it is important

to set a value as close as possible to the actual speed of the vessel.

7. Weather Conditions

Rough weather and hostile sea conditions have adverse effects on the performance of the

auto-pilot. Uncontrolled yawing of the ship can result in excessive rudder movement. Modern

auto-pilot system has Weather control option in which the system automatically adjusts the

setting to adapt to the changing weather and sea conditions. It also provides an option for

the user to manual set a specific value.

8. Gyro Compass

The Auto-Pilot system is functionally dependant on the Gyro Compass. If there is any error or

fluctuation in the gyro heading, there will be an equivalent change in the course steered. In

worse cases, when gyro fails, the system will lose track on its heading and will be unable to

steer the required course.

In any case of emergency, power blackout or gyro failure the system should be immediately

changed over to Manual mode and use the helm to steer the course using Magnetic compass.

9. Important Alarms and signals

Apart from off course alarm, an auto pilot must be integrated with:

a. Failure or reduction in power alarm, which will sound in the event of auto pilot failure

or in case when there is reduction in the power supply to heading control or

monitoring system
b. Sensor status monitoring: If any of the sensors in the auto pilot system fails to

respond, it should be indicated by an audible alarm in the monitoring system

c. Heading monitor: If the ship is required to carry two independent compasses, a

heading monitor to track the current heading information by independent heading

sources must be provided. An audio-visual alarm both to be provided if the heading

information in use diverts from the second heading source beyond a set limit. It should

also be provided with clear indication of actual heading source.

10. Important Limitations

The auto pilot system must be such that the preset heading cannot be altered by intentional

intervention of onboard personal and the heading control system should change the course to

preset heading without overshooting its position

As we have stated above, auto-pilot is an undeniable boon in modern navigation. It is the

responsibility of the officers to ensure that they are completely aware of the equipment and

its features and controls to make a proper and efficient use of it. Despite the fact that autopilot
systems varies in model from ship to ship, it’s working principle and features will be the

same. Deck officers making use of the equipment are strongly recommended to read the

manufacture’s operating manual to get a thorough understanding of the equipment.

Adaptive autopilot and brief explanation of its function

An autopilot automatically adjusts the sensitivity of a ship's steering system to accommodate

changes in speed as well as sea and wind conditions. The autopilot utilizes heading error,

speed and speed squared signals to produce a rudder order signal for controlling rudder

position.

The rudder order signal is developed in a heading keeping circuit unless a heading change
greater than a predetermined threshold is commanded, in which event a programmer

substitutes a heading change circuit for the heading keeping circuit. The sensitivity of the

heading change circuit is automatically adjusted as an inverse function of vessel speed

squared, and automatic rudder order limits are established in the same circuit as an inverse

function of speed.

The sensitivity of the heading keeping circuit is adjusted in accordance with a signal from an

automatic gain control circuit which derives a performance index J from ship's speed, heading

error and rudder order signals occurring during a given measurement interval. The

performance index derived during a given measurement interval is compared with the index

derived in the previous interval and a counter register is set according to the results of this

comparison.

The heading keeping circuit receives heading error signals which are processed in a first

proportional channel and also differentiated and processed in a second or rate channel. The

attenuation in each channel is adjusted in accordance with the value stored in the counter

register. The attenuation in the rate channel is made equal to the square root of the

attenuation in the proportional channel. The modified rate and proportional signals are added

to obtain the final rudder order signal.

Changing over from manual to autopilot and vice versa

A simple operation which can be done any time by putting the switch from ‘Auto’ to ‘Manual’.

The steering must be changed from ‘Auto’ to ‘Manual’ once every watch and ship hand

steered for some time before returning to ‘Auto’

The procedure will differ from equipment to equipment, but the common generic points are:

the auto steering controls as required for the given weather and loading

conditions. Turn the auto-course setting pointer to the course to be steered.

 ly amidship. Ensure this by observing the rudder indicator.

all.

Observe the steering to confirm that the rudder is being applied correctly when the

ship goes off course

Operation of Course Recorder

Course Recorder

Record keeping is very important. It provides evidence of the courses steered by the ship.

This evidence is vital for some reason an enquiry is needed, for example after an accident.

Course Recorder – this is a graphic record keeping device which can record all gyro courses

steered by the ship throughout the voyage. It has a built-in clocks which keeps time

accurately. This instrument is fitted on the ship’s bridge and is a legal requirement.

Need for a Course Recorder

ered by

the ship in case of an accident like a collision or grounding.

weather, yawing, and fluctuations in steering affect course steered. Hence the need to

have an automatic recorder.

is too much wandering either due to the weather or the compass itself. If it is due to

the weather then adjustments can be made on the autopilot.

How it works

The operation of a course recorder is straightforward.

The drum consists of two sections;

-zag groove cut in it going around the drum and the other

with a continuous stepped groove running around the drum. There is also a horizontal

guide bar with a slit in it through which the pens are fitted and run.

This signal rotates the servo motor and turns the drum in the direction indicated. The

course pen moves along the zig-zag groove across the paper. If the drum turns

clockwise, the course pen will move to the left and vice versa. The zone pen will stay

in its present groove until the course has reached the junction. If the drum turns

anymore clockwise, the course pen will begin to move to the right and the zone pen

will slip into the next zone.

The course being steered can be read by simply checking where the zone pen is. Then we

use that scale on the course section of the paper to read the course being steered as

indicated be the course pen.

Understanding Steering Gear in Ships

We are all familiar with the use of a rudder, which helps in turning a ship as and when

required. Rudders are the principal system for the entire motion and control of the ships. But

we mustn’t forget that the entire rudder action is dependent on another pivotal system called

the Steering Gear.

Steering Gear integrated with the rudder system defines the complete ‘turning
mechanism’ mandatory for each and every ship irrespective of size, type and operation.

Steering gear system has been an indispensable part of the ship’s machinery since the advent

of the very early ships, which were operated by hand.

Steering Gear System in Ship

The efficiency of performance of steering gear depends on some main aspects. These basic

requirements to be invariably met by all steering gears are guided by rules set by

classification societies. They can be briefly outlined as:

from 35 degrees port to 35 degrees starboard and vice-versa with the vessel plying

forwards at a steady head-on speed for maximum continuous rated shaft rpm. and

summer load waterline within a time frame of maximum 28 seconds,

degrees port to 15 degrees starboard (and vice-versa) within a time frame of 1 minute

with the vessel moving at half its rated maximum speed or 7 knots (whichever is

greater) at summer load line,

them fails, the other can easily substitute for them as standby,

power unit (hydraulic pump etc.) connected to the emergency power supply from

Emergency Generator, which shall be capable of turning the rudder from 15 degrees

from one side to other side within 60 seconds with the vessel moving at a maximum

service speed or 7 knots, whichever is greater

Types of Steering Gears on Ships

As ships continued to grow in size and became faster, modern systems easing human effort
were incorporated. Basically, there are two types of commonly used steering gear systems

present:

-hydraulic type

Though the system has undergone some major evolution, the basic physics of operation

remains the same.

The main control of the steering operations is given from the helm of any ship, similar to an

automobile where the entire control of the vehicle’s “steer-ability” rests on the steering wheel

of the driver. The ‘control force’ for turning is triggered off from the wheel at the helm, which

reaches the steering gear system.

The steering gear system generates a torsional force at a certain scale which is then, in turn,

is transmitted to the rudder stock that turns the rudder. The intermediate steering systems of

a modern day ship can be multifarious with each small component having its own unique

function. We omit to discuss each and every such component in detail.

A better illustration for the exact work sequence of in a simple rudder system is given in the

following figure

The rudder system consists of the following:

In hydraulic and electro-hydraulic systems, hydraulic pressure is developed by hydraulic

pumps which are mainly driven by electric motors (electro-hydraulic systems) or sometimes
through purely mechanical means (hydraulic systems).

However, mainly advanced electro-hydraulic systems are predominant in ships nowadays.

These hydraulic pumps play a crucial role in generating the required pressure to create

motions in the steering gear which can trigger the necessary rotary moments in the rudder

system.

Steering Control Systems

Total Steering Systems

Non-Follow-Up

A non-follow-up system actuates the solenoid valves by controlling the steering actuator.

Upon a steering request the valve(s) open completely, resulting in full force being applied to

the rudder as long as input is given. Upon removal of the steering request the valve(s) closes

again (time dependent control).

Full Follow-Up

A full follow-up system applies position feedback. The required rudder position is set on the

steering control(s), upon which the solenoid valves are opened to control the steering

actuator.

The actual position and requested position are continuously compared, resulting in automatic

closure of the valves upon reaching the desired position (position dependent control).

Types of Solenoid Valves

Bang-Bang (black/white) Solenoid Valves

Bang-Bang solenoid valves are only capable of opening and closing completely. Once opened,
full available force is applied to the rudder. Once closed, the rudder-applied force is terminated
promptly.

This results in a fast response type of characteristic.

Proportional Solenoid Valves

Proportional solenoid valves are capable of opening and closing gradually. This results in a
smooth increase of force being applied to the rudder. Upon closure of the valves, power is
gradually reduced to zero resulting in a deceleration of the actuator. This results in smooth and
accurate steering characteristics.