Up one today let’s see how long I stay there

Well up this morning and down again now I am getting dizzy lol

My variable deadrise deep V hull went very well yesterday, now need to find out where this deep V variable deadrise hull leaks water.
Roy

Hello everyone.
As for today's question, the answer was easy. It was more complicated for me to find the correct term in English.
In Italian it is called nodo "bandiera" which translates to "flag". However, since the description was clear, I understood what it was and then I recognized it in a photo (which showed the correct English nomenclature).
The strange thing (I don't know if the same thing happens in your country) is that the same knots in seamanship have one name and in the mountains (mountaineering/climbing) they have another.

Pertinent and interesting question.
In fact, many knots are also very useful for naval modeling.

My favourite knots to tie are a monkeys fist and a Turks head

Reply to Ross's message 4333.

Ross, that's the crux of the matter.
But I'm asking you, native English speakers. I interpreted (based on a translation that is anything but certain) that the anchor was on the seabed and had to be pulled up.
Perhaps this also helped me to give the right answer.

In the case of a reverse interpretation (i.e. the anchor is still on board and is about to be lowered) those who want to defend AI at all costs could argue this:
At the moment the anchor is lowered into the water, it is good practice to stop all momentum. At that moment we are effectively in a non-navigational condition.
Extreme sophistry.

I think instead that (if you British, American, Canadian, Australian, New Zealanders are inclined towards the second interpretation) the question of the day should rightly be cancelled (based on the new rules adopted by Fireboat).

I have always, well since I was shown how, liked doing Whipping. Many years back I introduced our son then 15 years old to a RYA course on basic sailing and some knots were covered but Whipping and splicing rope appealed to me.
I like to do the whipping on my model sailing boats where appropriate.

At home, my wife being a Woman Supremisist, commented on my little talent and asked what use it was? I had some cord by me and got out the potato peeler and cut the string binding away from the handle and metal part.
Apart from the look she gave me I demonstrated the art of whipping. I thought now she will have to use something I put together! Not quite what happened as she bought another one which is why we have 2 potato peelers now!😆😆😆

Roy

That has been a Knotical trip of nostalgia. Looks like we all got it right.
Good question.
Roy

The order was given “Ease to the Stopper”

While sailing it can be used for rigging a stopper to relieve the tension on a sheet so that jammed tackle can be cleared. I learned ropework at HMS Raleigh seamanship school and I always struggled with the rolling hitch..

A typical use of a rolling hitch that I have used many times is to take the stain on a halyard whilst the pulling force either by a winch or by people is eased to secure the rope around a belaying pin, commonly called a stopper

A rolling hitch if for attaching a rope to a pole or another rope for pulling it parallel and in one direction. A clove hitch is for pulling away from the pole at Plus Minus 90 degrees

Rolling hitch has many applications in ship rigging...

Surely you would do a rolling hitch on something solid like a tree truck, and you 'roll' it to ensure it locks from the direction of pull? It helps to have been in the boy scouts in the 'old days' when they used to spend half their time learning and doing knots.

I agree with Nick a Rolling Hitch would be a better choice

The ones that I stall on are rolling hitches, rolling hitch to the left or rolling hitch to the right. They act like a sort of one way clutch..

Lumberjacks use the sheet bend.
😉

Knowing a little about knots the other 3 rule themselves out my trouble is a bit of forgetfulness and I have to rehearse a half hitch beforehand every time I go sailing.

I like the bowline and the story of the rabbit that goes with it!
Roy

I learned all these knots in the Boy Scouts which is nearly 60 years ago and I can still tie them all. A few years back I donated the badges that I still had to my old scout troop in South Africa. They invited me to visit them if I was ever out in South Africa. I managed to go round when I was there a few months back.

I think the main point is it the vessel is not under control or command

so does this whole question pivot on the point Austin brought up

Drifting CAN be underway, but is not necessarily underway

Therefore drifting is wrong answer?

I believe the expression "to weigh anchor" is to haul the anchor up from below. To let go the anchor is to let it drop, ie it is still on the ship.

But the phrase used to say why "A" is wrong also says the ship is underway! Which as a question with options does not make sense.
Roy

But anchor ready to let go

I'm in need of a little enlightenment. As Alessandro points out, this is the critical phrase. "to let go" from the bottom or from the vessel. Can anyone one with a few more decades on the water than me explain "to let go"? From the seabed? From the vessel itself?

Would one actually know if the anchor is about to let go of the seabed, before it actually occurs?

If it refers to achored to the seabed then, yes, Alessandro is correct

I hope I can make myself understood as well as possible, ship modeler friends.
If not, it's my fault and not yours.
I start from the awareness that I'm not sure I translated the term correctly: "'underway'".

Although the letter D is not the best of a correct definition (I fully agree on this point) and could have been formulated better, it is the most correct of the four.

In any case, the dispute started by RossM is not so much questioning the answer D, but rather arguing that the answer A can also be considered correct.
RossM said: "Can someone explain why A is wrong? "
If I understood correctly, this is also supported by other people.
At the moment, 8% of participants support the letter A as correct.

Let's leave aside the common sense (or cunning if you like) that would have suggested (pragmatically) to choose between the two the least bad, that is, D, and let's dress up (for fun) in a regulatory and so to speak legal guise.
Let's quickly consider answer D first and then dwell a little more on answer A.
"A vessel not at anchor, not made fast to the shore, and not aground."
It is reasonable to think that it is in motion.
It is assumed; because there is a chance (although small) in the absence of wind and current that the ship is stationary even without being anchored or aground. Sophism.
This is why we would have preferred another definition.
What matters is the movement with respect to the seabed, but not any movement. The movement that a ship makes around its anchor, or its anchors (however large) is not considered navigation.
By headway we mean the inertial motion of a vessel, or its tendency to continue the movement even after the force that generated it (e.g. engine or sail) has ceased.
If a ship, even though its engine has turned off, is still gliding through the water, it is said to have headway. In this case, it must continue to comply with navigation rules, even if it is not receiving active thrust.

Actual navigation (be it under motor or sail) and the headway (fresh way, headway, sternway,) should be considered the same (in some respects).
The letter D is a terrible definition but at least it wasn't obviously incorrect.

Now, why is the letter A incorrect in my opinion?
" A vessel drifting with engines stopped but anchor ready to let go."
If it were only drifting it would be reasonable to think that the Colreg considers it to be underway (headway), therefore the relevant signals would apply (navigation lights at night and daytime signals during the day).
But that is not the case.
The answer is completed by writing that: "but anchor ready to let go".
If I translated correctly (correct me if I'm wrong because this is the key point) the anchor was ready to be removed but was still there.
Attention, there is no indication that the anchor was not making a head and was ploughing.
I must assume that the boat is making its movement (due to wind, current, wave motion or all together) around its anchor. The anchor is still holding.
Well gentlemen this is not considered navigation or making way.
In this specific case therefore I would use the signals of a ship at anchor (not in motion)
A is wrong.

For the purposes of Colreg, at night, in situation A, I have the navigation lights (right green light and left red light off, white sternlight) off but ready to be turned on as soon as the anchor is lifted.
The masthead light (or the two masthead lights if the length of 50 meters is exceeded) will be turned on if the ship is under engine and sailing under engine (if it is under sail).
In situation A, at night, I only turn on the white anchor light, 360 degrees of visibility) one or two depending on the length of the ship.
This solution (white anchor lights, 360 degrees of visibility) is common to situations A, B and C.
I have omitted the distinction for ships under twenty, 12 and 7 meters to simplify the discussion (and because it is not relevant in this context)

For the purposes of Colreg, however, I turn on the navigation lights (right green light and left red light, white sternlight) and the masthead light only in situation D (I repeat only in situation D).

So to recap:

if you want to cancel the question of the day because answer D is inadequate and imprecise (I would have formulated an answer that left no room for doubt) you have my support and approval.
However, the question said "... best describes when a vessel is considered 'underway' for the purposes of navigation lights and sound signals".
So I interpret it: "give an answer that is better than the others" and the others are certainly wrong.

If instead you consider answer A to be correct, in my opinion, you are wrong.

P.S.
Whether the engine is off or on matters for Colreg.
It does not matter in this question, it is true, but in general it is relevant.
Let me give you an example:
A sailing boat that is sailing under engine power must signal it.
The way signals are typical and symptomatic of movement, not of the engine.
A sailing boat that signals that it is proceeding under engine power (on and in gear) loses the right of way over motorized vessels.
For the purposes of precedence, it is also considered a motor vehicle.

Good evening to all ship modelers and sailors.

In my opinion the correct answer is D.
I'm only saying this because you've already written it in the comments (I usually wait so as not to ruin the game for those who haven't answered yet).

I'll tell you the reason and explanations in the next message (I have to be careful with the translation).
Of course it will only be my opinion, take it for what it is.

Then I would like to make some clarifications on the ignition of the engine.
Perhaps some statements have been made that are not entirely accurate.

In any case, COLREG is accessible to everyone and is the same everywhere.

Finally figured one out. Thanks Dad.

😀

Does the question then become:

If it is adrift is it underway?

Adrift CAN be underway, but isn't necessarily underway. (any sea lawyers out there??)

If it was adrift I certainly would want to see and hear lights and horn

answer A say its adrift. That is not underway.

That's the way I read it too, Roy.

So A and D are UNDERWAY, thus requiring navigation lights and horns, therefore 2 answers are correct?

Re-reading the explanation of why A is wrong, the reason actually says it is Underway and so must be right.

The fight is on again, never trusted AI since my GP put me on to a computer diagnosis and advice APP on my laptop. Load of old rubbish it was, it would ask questions and ignore my answers!

Roy

I agree A is right and D according to the definition.

When is a vessel underway?

It’s a simple and important definition: a vessel is underway when it is NOT at anchor, aground, or made fast to the shore. Dragging anchor or drifting is underway; engine on or off doesn’t matter. When a vessel is underway the Navigation Rules apply. As soon as you lift the anchor out of the seabed (or it drags), or the boat starts floating after being aground, or you cast off the mooring or dock lines your boat is underway.

I rest my case!

Roy

Exactly Ross, the ship is still technically underway, and presumably the engines just need re-engaging as they are still running.

Can someone explain why A is wrong?

Pat, regarding the score, I need to find an old post from Doug, where he explains it very well to another member of this forum.

Anyway, it goes something like this.
100% refers to all thirty days (thirty dashes).
Green dashes are correct answers, red dashes are incorrect answers, and gray dashes are unanswered questions.
Starting from 100%, if you get an answer wrong today your score will drop to 97%.
In fact
30:29=100:x
x=29x100/30=96.67 (approximately 97%)
30:1=100:x
furthermore
x=100/30=3.3333333 (the percentage work to be removed for each incorrect or unanswered question)

so, for example, six incorrect or unanswered answers will be equivalent to:
30:24=100:x
X=24x100/30=80% (as in your case).

On the left is the dash of the most recent answer, while on the right is the oldest. The dashes run from left to right.

If you get it wrong just once and you were already at 100%, you will have to get all your answers right for thirty days in a row to get back to 100%.

Don't understand this algorithm another question right but down 2 positions now in two hours - perhaps one of the questions on QoD should be how does the scoring work LOL

Like people say it's that taking part that counts - can help thinking it would be better run by a human tho

Known as a Hardy Spicer joint in automotive circles ..

I have seen them advertised as Double Gimbal joint.

I have had great success with this one..

https://www.tecnimodel.com/img/p/2/8/0/2/5/28025.jpg

Hi Roy, if you are referring to terms used by traders (especially on the web) I wouldn't trust them too much ( as I already wrote in message 4272).
With the term universal joint I have seen that different types of joints are marketed, without distinction (and this can be misleading).
To give a key to understanding, I have defined a Cardan joint as a single joint (a single cross) while I have defined a universal joint as a double joint (with two crosses).
With the first it is not possible to obtain a homokinetic situation, with the second it is (respecting the condition of the angles I spoke about).

However, I do agree that interesting threads get lost in the many posts under Q o D.

Perhaps it is time to make a clear subject for different posts. The system does send all posts for all to see and it is easy to be selective.

Any comments (Perhaps under a different subject heading)😉😉
Roy

Alessandro you mentioned the word Cardan.

I remembered that there was a u/j type extending coupling under this name which was marketted some years ago. It did not seem like your description of the same.
Just keeping members informed.
Roy

Oh dear wandering into sailors terms of employment, will that include mandatory fish on Fridays?
Roy

Belgian friend, it is a fantastic sloop. I admire and envy your experience.
In my opinion, the length of 13 meters is ideal, because it allows you to have a comfortable environment for a family but, at the same time, you can navigate independently and feel the boat is truly yours.
However, here, at least in Italy and for me, it is better to stay under ten meters to have acceptable costs.
Of course, it depends on each person's finances. There are those who can easily afford even more than 13 meters.

Allessandro amigo italiano
I have been sailing a 43 foot HR so this one wasn’t thzt difficult
Thank you and enjoy the tropical warmth at least inafrican Belgium

Lately the AI ​​questions and answers are correct and precise.
This was a typical COLREG question, also very useful to know by heart when sailing.

Hi Roy, as you prefer, even if I didn't understand exactly.

I have never tried homokinetic joints for ship modeling.
In this case I mean those already built as homokinetic. Usually they use spherical parts.
As I already said in message 4272, I believe that joints of this type are not very resistant and effective (but I want to try them sooner or later).
The real ones for cars are very complex, made of steel and well lubricated.
Currently, if I had to choose a joint for two non-aligned axes I would opt for a universal joint (two cardan joints in series that form two equal and opposite angles, therefore positioning the axes on parallel planes).
In any case, if I can, I prefer to align the engine axis with the propeller axis and use a fixed joint.

OK Alessandro but I prefer a thread that has easy additions I rarely read the "fixed" ones. I agree with a previous post that new threads should be started with new subjects.

A few decades ago there was a u/j called a Cardan coupling. There is a photo here and the centre part is a sliding connection but the u/j parts are in effect parallel. I was going to use it but after checking it is not strong enough. When it fails one of the "clasps" around a joint pops off so it can be reassembled.

I think it was meant to be part of another item which is a rtr prop shaft and propeller that moves the blades from forward into reverse by sliding the shaft via a lever frame. This could be moved linearly with a standard servo and give full speed forward then centralised to a neutral position and then half speed in reverse. It would suit a Taycol motor that did not have reverse.
I have one of these but never used it. I will have a look for it and put up a photo.
Roy

😀

Hi Roy, I would be very happy to include your contribution. If you want, write the text here. I will copy and paste it into the article. Of course I will write that this is your contribution.

Alessandro you have re-posted a piece on cardan joints. I have a contribution but cannot add to your choice of heading without going into your post and revising it.
Roy

It's not the game you play, it's how you play the game, or summat...