RNLI Atlantic 85, Руководство пользователя

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Activity 4 - SAR Unit Handling and Seamanship
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B Class Atlantic 85 Manual – First Issue, June 2017
Activity 4 - SAR Unit Handling and Seamanship
Veering
When deploying the anchor for veering it is important
to ensure the anchor is directly up sea of the casualty/
destination. Once the anchor has been successfully
deployed, apply full astern power on both engines before
committing to the veering down process.
To ensure anchor is holding before commencing veering
down, take a transit on two points with both engines full
astern to make sure the vessel is holding fast.
• During veering, two thirds power should be maintained
to take maximum stretch from the line, whilst still
leaving some power in reserve.
• Shut down the engine closest to the danger and fully trim
up. Where both engines could be used, it is preferable to
use the starboard engine, so protecting the steering ram
on the port engine.
• A crew member should pay out the line (see paying
out and securing on the previous page) at the request
of the helm, ensuring the line does not come off the
cleat. If the line comes off the cleat the helm is to be
informed immediately.
• The dipping pole should be removed from the aft
stowage and joined up using the connector.
• With a third crew member positioned at the stern and
their body in the boat, start dipping and checking for
any obstructions giving clear indications to the helm.
Communications such as ‘Clear’, ‘Contact’ ‘Full pole’,
‘Half pole’ can be used to avoid confusion with the
communications from the helm to the anchor handler
who will be communicating in length.
• If at any point the boat is likely to capsize or big waves
are coming through, lock off the anchor warp (see paying
out and securing on the previous page).
• During a veering situation, there will be waves on the
bow. During recovery, it is paramount that the bow
is kept to sea at all times to prevent the possibility of
capsize. This is best achieved by the use of springing
the line.
• Recovery of the anchor should be performed as per
Anchoring. If need be the anchor can be recovered by
springing the line using astern then easing the throttle
to allow the stretch in the line to pull the boat forward
recovering the slack as it happens.
• As soon as safe to do so the second engine should be
trimmed down and restarted.
Veering down
SOP
NOTE
In extreme circumstances if recovery of the anchor is
likely to compromise the safety of the boat then the
warp should be cut away and the boat driven out in a
safe direction away from the warp.
Recovery
During recovery, it is key that the communication between
the helm and the crew managing the line is effective.
• The helm will need to manoeuvre the boat slowly
ahead, whilst the crew member recovers the slack
through the fairlead and around the cleat until the
chain is reached. Throughout the recovery, the crew
must communicate if there is excessive slack in the
line in order to prevent the line being run over by
the boat.
• A second crew member should use the reel handle
(stowed aft) to wind any slack onto the reel as it is
recovered.
• Once the chain is at the fairlead the line must be locked
off around the cleat to prevent the chain and engines
coming into contact.
• The chain can now
be recovered over
the sponson into its
stowage.
• Once the anchor
is reached stow it
immediately and close
the locker lid.
• Release the line from the bow fairlead and cleat and
stow on the reel.
• Secure in to the rope retainer and channel. This is best
done while the rope is wet – engage the rope in the
seaward end of the slot, hold it in place with a thumb
and pull the rope gently though the channel, keeping
your thumb on the point on the rope where it is entering
the slot.
• Replace the bungee on the reel and return the reel
handle to its stowage aft.
If conditions do not allow the rope to be secured in its rope
retainer/channel then this can be left until the lifeboat
returns to station but the warp should be secured round
one of the cleats.