Charts

Use chart number 18649 (Entrance to San Francisco Bay) for this classroom discussion.

Review and discuss the following chart title Information

• Chart Name
• Chart Number
• Sounding in Feet/Meters/Fathoms (what is a fathom)
• Define Mean Lower Low Water
• Scale

Locate a compass rose

• Identify the True Ring vs. the Magnetic Ring.
• Discuss Variation

Demonstrate and practice the use of parallel rulers and dividers

Use a compass to obtain a two bearing fix from the top of the stairs outside Tradewinds.

• Locate two “objects” on a chart that can be seen from the top of the “D” Dock ramp and have each participant take bearings of the objects.  For example:
• The smoke stack on the Ford building bears approximately 240 degrees.
• The top of Nickols Knob bears approximately 272 degrees.
• The Southeast corner of the marina bears approximately 170 degrees.
• Transfer the bearings to the chart to determine the latitude and longitude of the top of the “D” Dock ramp
  (37°54.75’ N 122°20.74’ W)

Discuss the relationship between Distance, Speed, and Time. When any two are known, the third can be calculated.  Using the “D Street” Wheel can be a great help.

• The horizontal line means divide
• The vertical line means multiply
• Time is always expressed in hours and tenths of an hour (e.g. 2.4 hours equals 2 hours and 24 minutes)

Speed = Distance / Time

Time = Distance / Speed

Distance = Speed X Time

Boat Preparation

Have the class go to the boat assigned for the second day.  They should do a complete review of boat systems and complete the check-out prior to arrival at the boat of the instructor.  Place a 30 min time limit for “self-discovery.”   The class should “teach-back” all boat systems to the instructor prior to departure for the day’s exercises.

As with yesterday, one person should do the online checkout and one person the paper checkout.

Boat Handling

Have each class participant conduct the same basic boat handling drills covered in day one.

Basic boat handling skills

• Departure from the slip
• Motoring clear of the fairway(s)
• In clear water, transition from forward to reverse, while maintaining a steady head to wind orientation
• Back & Fill (Fairway Turn) in clear water
• Back & Fill in a fairway
• Return to the slip

Returning To The Slip

In most cases, Windfall is used for the first day class, and the return to her slip is straight down the fairway. No “90 degree” turns are needed. The boat used for day two and three are located toward the middle of the fairway and require an approach down the middle and a 90 turn into the slip.

An easy tip to determine the correct timing of the turn follows:

• Approach the slip down the middle of the fairway. Do not stay close to the side. It is not needed, unless a strong wind requires you to stay to the windward side of the fairway.
• When a point halfway down the far “finger” of your slip is lined up with the end of the closer finger of your slip, begin the turn.
• In a Tradewinds slip, a dock cleat marks the halfway point and makes a good visual.

Sailing Review

As time allows, have each class participant act as skipper and crew during review and practice of all of the normal sailing exercises, including:

• Bringing the boat to each point of sail in turn
• Tack
• Jibe
• Heave To
• Figure 8 Crew Overboard
• Reef

Anchoring

In the BCC class, participants learn how to anchor with a single anchor off the bow.  Discuss anchoring lights, day shapes, and general anchorages.  Display the black ball day shape while anchoring.

Motoring

Motor past the point where you intend to drop the anchor and set boat up with the wind on the proper bow to offset prop walk. Put boat into reverse and proceed until you are going in reverse under control, meaning you have steerage. Continue in reverse at a slow speed but under control, until you have reached the spot where you intend to lower anchor.

Lower Anchor

Lower anchor and pay out proper amount of rode. Go at slow enough speed for safe deployment of the rode.

Stop Boat

When you have reached 7:1 scope, stop the boat, then secure the rode.

Set Anchor

Let the wind set the anchor. Check for drag and rode angle for proper amount of scope. Adjust as necessary.

Challenge

Challenge or set anchor by putting boat into reverse and very … very … very slowly apply power to carefully set the anchor. Check for drag using two objects in range.

Hand Signals

Discuss and agree upon hand signals for the following:

1. Lower the anchor
2. Cleat the rode
3. Rode going under boat

Weighing Anchor

1. Un-cleat rode. Take tension out of the rode by powering very … very … very slowly forward and have crew un-cleat rode.
2. Pull Forward at a safe speed until rode is straight down
3. Stop Boat and secure rode on a cleat
4. Loosen Anchor by putting the boat into reverse. Slowly increase power to break anchor loose.
5. Raise the anchor the rest of the way and secure in the bow roller.

Hand Signals

Additional hand signals are needed while raising the anchor.

1. Direction and angle of rode and direction of travel
2. Go to neutral, forward, and reverse
3. Bring the boat to a stop
4. Raise anchor
5. Rode going under the boat.

Sailing Into Slips

Additional fenders may be required to protect the boat. They can be found in the shed outside Tradewinds near the front gate.

Determine which side of the boat will most likely impact the dock while practicing sailing into slips, and line the hull with fenders.

Sailing into an upwind slip

Sailing into an upwind slip is accomplished under mainsail only. As the boat turns into the slip, the sail is allowed to luff. Turning into the wind may be sufficient to bring the boat to a stop, however, generally the boat is allowed to bump into and drag down the dock finger to stop. Make sure the hull is well protected with fenders!

As the boat comes to a stop, a dock line should be secured as soon as possible.

Sailing into a downwind slip

Sailing into a downwind slip is accomplished under jib only. It is extremely difficult to de-power a main sail while going downwind.

In most cases, the jib will be partly furled (1/3 to 1/2) when approaching the fairway. Several slips away from the destination slip, the jib is furled the rest of the way, and the boat is allowed to coast into the slip.

The boat will not stop while being pushed downwind, therefore, it is critical to bump into and drag a well-protected hull down the dock finger. As the boat comes to a stop, a dock line should be secured as soon as possible!

Backing Into A Side Tie Dock

Under “normal” Marina Bay wind conditions, use the D Dock pump out station dock to practice docking on and departing from the windward side of a dock.

This docking will be performed using astern propulsion.

• Gain control of the boat in reverse while in open water away from the dock.
• End your approach to the dock from an angle of approximately 30 degrees. The easiest way to do this is to approach parallel to the dock about 15 or 20 feet away from a line extending out from the dock.
• When the middle of the pump out station dock is approximately 30 degrees off your transom, turn the boat to approach the dock.
• When 3 or 4 feet away from the dock, straighten the boat to parallel with the dock.
• Bring the boat to a stop, and allow the wind to “push” the boat gently against the dock.

Remember that prop walk may assist in bringing the stern over to the dock or pull the stern away depending on orientation. Port prop wall will pull the stern away in this instance.

The wind will tend to blow the bow faster than the stern. Orienting the bow slightly to windward before stopping may help the boat to come up to the dock parallel.

Possible L.O.T. Plan:

Location: Come to a stop with the port side approx. 3 to 4 feet off the dock

Orientation: Bow slightly to windward … Bow further from dock than the stern.

Transition

• Center the wheel
• Shift into neutral, than forward to bring the boat to a stop
• Allow the wind to blow the bow to the dock, and prop walk to pull the stern to the dock
• Using the motor, hold the boat in position while getting bow and stern breast lines onto the dock. The stern line is the more important line in this case, as the wind will generally hold the bow over to the dock.

Departing the Dock
Springing the Stern Out

A boat at rest against the windward side of a dock can be a challenge when departing.  Generally, the most efficient method of overcoming the wind is through the use of a spring line. 

Springing off the bow

• Use a spring line from the boat’s stern, forward to a dock cleat located about mid-ships.
• Place the motor into reverse. The boat will back against the spring line, and when it reaches its limit, the bow will begin to swing away from the dock.
• When sufficient clearance has been gained, shift into forward and motor clear of the dock removing the line as you go.

Safely Note:
Never use a line that has a loop or knot in the bitter end. Doing so can result in the line getting jammed in the dock cleat!

Safely Note:
Take care to make sure the line does not get tangled or wrapped around the dock cleat during removal!

End of the Day

1. Pump Out
2. Clean Up (pay special attention to the anchor)
3. Close out the check out forms

Preparation

Have the class go to the boat assigned for the third day. They should do a complete review of boat systems and complete the check-out prior to arrival at the boat of the instructor. Place a 30 min time limit for “self-discovery.” The class should “teach-back” all boat systems to the instructor prior to departure for the day’s exercises.

Boat Handling

Have each class participant conduct the same basic boat handling drills covered in day one

Basic boat handling skills

• Departure from the slip.
• Motoring clear of the fairway(s).
• In clear water, transition from forward to reverse, while maintaining a steady head to wind orientation.
• Back & Fill (Fairway Turn) in clear water.
• Back & Fill in a fairway
• Return to the slip

Administer the Test

At some point during the day, students should take the test. It is the option of the instructor when, however, three typical times to take the test might be while on a mooring ball at Ayala Cove, at the dock at Tradewinds, or back in the office after clean up.

Sail To Ayala Cove

Depart Marina Bay and sail to Ayala Cove. Providing time allows, as much of the day should be spent under sail as possible.

When approximately half way to Angel Island, bring the boat to a stop and complete a 2 or 3 bearing fix. From it obtain the Latitude and Longitude at your position. Compare this position to one obtained using a GPS.

Broad Reach to
Close Reach
Crew Overboard

During days one and two, students should have practiced the figure 8 crew overboard method.

On day three, students should be taught and practice the broad reach to close reach crew overboard method.

• Starting on a broad reach quickly head up and through the wind stopping on a close reach.
• Do NOT adjust the sail when heading up. Both sails should luff following the tack, allowing the boat to slow and stop.
• Sail back to the crew in the water.

Picking Up a Mooring Ball

Differing conditions encountered while picking up a mooring ball at Ayala Cove make it nearly impossible to give a specific set of instructions for all situations. Some general guidelines follow.

Picking up a mooring in Ayala Cove

• Two mooring balls are used … one off the bow, one off the stern.
• When done, the bow should be pointed in the direction of Red Rock.
• The mooring balls are color coded … white, yellow, or brown. Always pick up two mooring balls of the same color.
• Depths vary in the mooring field from 3 to 6 feet (at a zero tide).
• Once on a mooring, if the tide lowers, the boat may settle into the mud and be stuck until the tile raises.

There may be times when there is insufficient water in the mooring field to pick up a mooring. I these cases, return early to Marina Bay and use the TWSC practice buoys. Stress the need to know expected water depths anytime they are planning to moor in Ayala Cove.

Tradewinds preferred method of picking up mooring balls at Ayala Cove follows:

• Pick up the forward ball first.
• Use the 100+ foot mooring line for the bow mooring ball. Cleat one end on a bow cleat. Flake the mooring line on the foredeck using a figure 8 pattern.
• Place the bow of the boat so the mooring ball is several feet aft of the bow. Feed the bitter end of the mooring line through the mooring ring on top of the ball and bring it back to the boat. Allow the line to feed out while the helms person back the boat to the rear mooring ball.
• Back as straight as possible to the aft mooring ball. Leaving the ball slightly to port will allow the use of prop walk to move the boat closer to the mooring ball.
• Place the stern quarter, or swim platform against the aft mooring ball and secure a line from the boat to the ball and back. A long dock line is generally sufficient.

If the mooring pick. up is not proceeding as planned, cast of the mooring line(s) and start over. Do not try to “Fix” the problem. A fouled propeller is too often the result.

Return to Marina Bay

Time permitting, motor from Ayala Cove over to Sam’s Anchor Café. Discuss the entrance, ferries, the two docks available for use at Sam’s, and the depth of water at those docks.

If time allows, visit Paradise Cove. This is possible location to anchor for lunch and/or the test.

Departing a Windward
Side Tie In Reverse

One final departure method should be learned. It can easily be practiced by docking in forward on the windward side of the D Dock pump out station.

Spring Off The Stern

• Use a spring line from the boat’s bow, aft to a dock cleat located about mid-ships and back.
• Place the motor into forward. The boat will move forward against the spring line, and when it reaches its limit, the stern will begin to swing away from the dock.
• When the stern stops moving out, turn the wheel toward the dock to gain additional clearance.
• When sufficient clearance has been gained, shift into neutral, center the wheel, ship into reverse and motor clear of the dock.
• Remove the dock line while backing away.
• Make sure to back well clear of the dock before shifting into forward.

Safely Note:
Never use a line that has a loop or knot in the bitter end. Doing so can result in the line getting jammed in the dock cleat!

Safely Note:
Take care to make sure the line does not get tangled or wrapped around the dock cleat!

Included in this module are the daily agendas, equipment requirements, and basic ASA standards. At the end of each module you will be advanced to the next module for additional detail on each topic in the daily agendas.

ASA Standard

Demonstrated ability to skipper a sloop-rigged, auxiliary powered keelboat (or catamaran, if course is conducted on such) of approximately 30 to 45 feet in length during a multi-day cruise upon inland or coastal waters in moderate to heavy winds (up to 30 knots) and sea conditions. Course is conducted as a live-aboard cruise of at least 48 hours. Knowledge of provisioning, galley operations, boat systems, auxiliary engine operation, routine maintenance procedures, advanced sail trim, coastal navigation including basic chart plotting and GPS operation, multiple-anchor mooring, docking, health & safety, emergency operations, weather interpretation, and dinghy/tender operation.

Recommended Class Sailing Areas

Each day’s sailing location is up to the discretion of the individual instructor; however, all allowable areas of the “practice area” should be explored. One recommend schedule of locations is as follows:

• Day 1 – Marina Bay
• Day 2 and Day 3 – San Francisco, “The Slot” Angel Island, Richardson Bay, Paradise Cove

Required Class Equipment

The following documents and/or equipment should be on board.

For all classes

• Type I PFD for each person on board
• USCG Commercial approved ring buoy
• Updated chart of the area (18649)
• Coast Pilot and Updated Light List
• Current Local Notice to Mariners
• Drug Test Kit
• Safety Briefing Outline
• Dock lines (4 as required by the boat)

Additional Equipment for Basic Coastal Cruising

• Hand held compass
• Practice chart of the area (18649)
• Parallel Rule and Dividers
• Overnight cooking kit

Boat Systems & Boat Familiarization

Familiarize your students with the setup and operation of today’s vessel.

Boat Checkout

Prepare the boat for sailing, including completion of the Skipper’s Log and Pre-Cruise List.

Review all aspects of boat systems covered in Basic Coastal Cruising. Refer to the BCC Instructors Manual for specifics. More complete training on boat systems will need to be provided in the following areas: information

Engine/Fuel Systems

Make sure participants can follow the raw water system from intake, thru the raw water strainer, into the coolant reservoir, and out via the exhaust.

Discuss the fuel storage and delivery system, including:

• Fuel Tank
• Fuel Pump
• Primary Fuel Filter (may include a separator)
• Secondary Fuel Filter
• Injector Pump (aka high pressure pump)
• Fuel Injectors

Participants should understand how to bleed the fuel system in the event air is introduced to the system.

Stove/Oven

The discussion of the stove/oven can be conducted on day 2 if desired.

Review the stove and fuel delivery systems, making sure to cover the following:

• Propane tank location
• How to check propane levels using the propane tank “Tare Weights”
• Electric solenoid location and usage.
• How to light and use the stove top burners.
• How to light and use the oven

Forces Impacting a Sailboat

Have a “white board” discussion of the forces that impact a sailboat, and what to expect from each.

• Rudder Control – Speed through the water produces current across the rudder. Current across the rudder is what provides rudder and turn control.
• Wind – Pushes the boat in the same direction as the wind is blowing. The bow “blows down” faster than the stern. Left alone, the boat will slowly turn away from the wind until it is headed directly way from the wind.
• Current – Pushes the boat in the same direction as the current is flowing
• Prop Walk – Prop walk is always present; however, it is generally only noticeable when in reverse. While in reverse, the back end will walk to either port or starboard depending on the direction of turn of the propeller. Direction of prop walk should be checked before an unfamiliar boat is moved.
• Prop Wash – Prop wash is the action of a propeller in forward pushing current across the rudder. While in forward, if you turn the rudder, the boat will turn in the direction of the turned rudder, even without sufficient speed to have rudder control.
• Inertia – A boat at rest wants to stay at rest … a boat in motion wants to stay in motion. Only an application of power will overcome inertia.
• Momentum – Once in motion, the boat will want to continue in the same direction it is traveling. item

Discuss how each of the above will impact the departure and return to the slip. Have each skipper apply these elements to the LOT plan.

Departures and Docking

Safety Note:
If you didn’t think about it 10 minutes ago you waited too long! Plan ahead.

Discuss with your students L.O.T. and how it impacts departures and docking

LOT

In discussing LOT, it can be beneficial to have a portable white board and markers on board that can be used to draw the departure sequence for the “skippers”.

LOT is an acronym for Location, Orientation, and Transition. Every major maneuver (departure from a slip, departure from a dock, return to a slip, docking at a side tie, fairway turn, etc.) should have a formalized LOT plan in place before beginning the maneuver.

Location – Where should be boat be located when the maneuver is started. For example, when leaving the slip where should be boat be located in relation to the fairway when the transition from reverse to forward is initiated? In this case, a possible answer would be to draw an imaginary line down the centerline of the fairway, and try to put the leeward beam of the boat on that centerline.

Orientation – When orientation, or direction, should the boat be pointing before initiating the transition. For example, to continue the above example, the boat is now located slightly to the windward side of the fairway. The orientation of the boat might be slightly to windward, so that the wind can “blow the bow” back to parallel with the fairway during the transition.

Transition – What are the steps to follow during the transition? Again, to follow the above example, the steps might be as follows:

1. Center the steering wheel when the boat is located slightly to windward in the fairway, with the bow slightly to windward.
2. Throttle down and place the transmission in neutral for a second or two.
3. Place the transmission in forward and throttle up to stop reverse momentum, bring the boat to a stop, and begin forward motion.

This same process may be used when returning to the slip to predetermine where in the fairway the approach should be made, when to commence the turn, when to go to neutral, when to go to reverse, etc.

Stress with the class the importance of planning maneuvers before beginning execution of them.

Maneuvering under Power

Each class member in turn will ask as “skipper/helms-person” during the maneuvers shown below. The skipper should assign job responsibilities for each crew member, as well as planning for the LOT.

Review and practice each of the following learned in Basic Coastal Cruising.

• Departure from the slip.
• In clear water, transition from forward to reverse, while maintaining a steady head to wind orientation.
• Fairway Turn – Note: Do NOT refer to the Fairway Turn as an “Emergency Turn” to section
• Return to the slip

Docking & Motoring

Review and practice each of the following docking maneuvers learned in Basic Coastal Cruising.

Additional docking maneuvers/practice may be learned as time allows.

• Windward side docking
• Backing into a windward side tie (use the D Dock pump out station)
• Leeward side docking using an aft midships spring “stopping” line
• Departures using “aft facing bow spring” and “forward facing stern spring”

Anchoring

If time allows, have each participant set a single anchor off the bow, then convert it to a two anchor method. To save time, have one participant anchor using a single anchor off the bow.

Each participant can then convert the single anchor into one of the two anchor methods.

• Anchor off the bow and anchor off the stern
• Two anchors off the bow
• Forked anchors

At a minimum conduct a “forked” anchoring.

Conduct a Mediterranean Moor if time allows. If Vested Interest is the boat being used for day one, consider doing a Med Moor at the end of the day at the pump out station. The waste outlet is most easily reached in this configuration.

Lunch

If you can time it right, while at anchor is a good time to have lunch. and is an opportune time to discuss meal assignments for days 2 and 3.

Charts and Plotting

Finding Latitude and Longitude on a Chart

Using Chart No. 18649 (Entrance to San Francisco Bay) calculate the latitude and longitude of an easily located object. As an example:

• The location of the “STACK” on the Ford building is 37°54’35”N, 122°21’27”W. Another way of writing it is 37°54.57’N, 122°21.45’W
• The location of R “6” Fl R 4s (the red buoy at the entrance of the Point Potrero Reach Channel) is 37°54’20”N 122°23’38”W (or 37°54.33’N 122°23.63’W)

Distance/Speed/Time calculations (D St wheel)

Distance, Speed, or Time can be calculated when any 2 of the 3 are known. Using the “D Street” Wheel can be a great help.

• The horizontal line means divide
• The vertical line means multiply
• Time is expressed in hours and tenths of an hour (e.g. 2.4 hours equals 2 hours and 24 minutes)

Examples:

• Speed = Distance/Time
• Time = Distance/Speed
• Distance = Speed / Time

Locate and Discuss the Compass Rose

• Outer Ring indicates direction based on True North
• Middle Ring indicates direction based on Magnetic North
• Inner Ring indicates direction based on an archaic 32 point compass that is no longer used for navigation.

The difference between True North and Magnetic North is called variation and is expressed in degrees “W”est or “E”ast. West is added to True to become magnetic. East is subtracted from True to become magnetic. In San Francisco Bay, is approximately 14° East; therefore, True North is approximately 346° degrees magnetic.

Always use the correct compass rose when doing chart work.

If time allows, discuss TVMDC + W

Have the class plot a course to Pier 1½ providing only the latitude and longitude of the destination. (Instructor may use alternative destinations at his/her discretion.)

• Pier 1½ = 37°47’56”N 122°23’33”W

Request a desired ETA of 12:15, with and estimated boat speed of 5 knots.

Need to know … time to depart the dock in addition to showing the plotted course on the chart.

Plotting and labeling a course

• Demonstrate and discuss how to plot a course to a given location.
• Plot a course the day two lunch destination
• Course should be noted above the plotted course line as follows:
• C 170 T or C 156 M using True or Magnetic as appropriate.
• Distance is noted below the course line as follows
• D = 4.5 distance is assumed to be in nautical miles, and does not need to be marked as such

Obtaining a fix

• Use a hand held compass to obtain bearings to two objects.
• Plot a two bearing fix on the chart

Discuss plotting and Maintaining a DR

• Use the course and distance notational conventions indicated above.
• Speed is noted below the course line, after distance (if noted) as follows: S 5.5 (speed is assumed to be in knots, and does not need to be marked as such

Navigation Aids

Finding Latitude and Longitude on a Chart

Discuss the following publications with the class.

• Local Notice to Mariners
• Light List
• Coast Pilot

Prepare

As part of the check-out, provision and stow gear for the cruise.

Prepare the boat for sailing, including completion of the Skipper’s Log and Pre-Cruise List.

Class should review all aspects of boat systems covered day one, and explain each system to the instructor prior to departure.

Tides & Currents

Pick a specific location on the bay (for example Richmond Inner Harbor) and have the participants calculate tide and current differences.

• Discuss Tidal Differences from the Golden Gate
  • High Water
  • Low Water
• Discuss Current Differences from the Golden Gate
  • Low Slack
  • Flood
  • High Slack
  • Ebb
• Use the Tidal Current Charts, San Francisco Bay to
  • Estimate the current in a specific location along the planned route of travel to lunch.
  • Discuss the impact of that current on the plotted course
• Discuss and use the Tidal “Rule of Twelfths” to estimate tidal depths mid tidal range.

The Rule of Twelfths assumes that the rate of flow of a tide increases smoothly to a maximum halfway between high and low tide before smoothly decreasing to zero again and that the interval between low and high tides is approximately six hours. The rule states that in the first hour after low tide the water level will rise by one twelfth of the range, in the second hour two twelfths, and so on according to the sequence – 1:2:3:3:2:1.

The Rule of Twelfths assumes that the rate of flow of a tide increases smoothly to a maximum halfway between high and low tide before smoothly decreasing to zero again and that the interval between low and high tides is approximately six hours.

The rule states that in the first hour after low tide the water level will rise by one twelfth of the range, in the second hour two twelfths, and so on according to the sequence – 1:2:3:3:2:1.

Depth Sounder

Sound the depth at the slip using a sounding line and compare to electronic depth sounder on boat

VHF

VHF communications should have been taught in Basic Coastal Cruising. Verify participant competency with a discussion on

• Hailing procedures
• Urgent radio transmissions (mayday/pan pan/securite’)
• San Francisco area channel assignments:
  • 16 … Distress and hailing
  • 12 … Offshore vessel movements
  • 13 … Bridge to Bridge navigation and safety communications
  • 14 … Vessel Traffic Services … traffic inside the bay
  • 68, 69, 71,72, 77A, 78A … Working channel

Tradewinds Sailing School and Club monitors channel 16. Generally communications will be continued on channel 68 or 69 once contact has been established.

Depart Marina Bay

Days two and three of Bareboat charter include a great deal of choice on the part of the instructor.

At a minimum, the following skills must be covered at some point during the two days.

• As time allows, conduct a “tour” of the bay, including several points of interest. For example:
  • Pier 1 1/2
  • McCovey Cove
  • Pier 39
  • Sausalito City front
• Prepare and consume lunch underway
• Conduct under sail operations in “the slot” to allow experiencing:
  • Heavy weather tacks and jibes
  • Heavy weather heave to
  • Heavy weather reefing under way
• Set a goal of reaching The Golden Gate Bridge under sail
• Conduct crew overboard operations in a challenging but safe spot. An example area is in “the slot” east of the ship channel

Depart for overnight anchorage (instructor’s discretion).

Anchor set between 17:00 and 1800.

At Anchor

Dinner

Prepare, consume, and conduct after dinner clean up.

After Dinner

Review test questions

Anchor Watch

Discuss and plan anchor watches for the night.

Test

The test may be taken at a time set by the instructor. Timing examples include:

• The evening of day two, either before or after dinner
• The morning of day three, either before or after breakfast
• Back and Marina Bay at completion of the third day of class.

Day Three

Day three is more of the same as day two. Any skills not covered in day two must be completed as part of day three.

Crew Overboard

There are three different crew overboard maneuvers to complete. Make sure each student successfully completes all three, at least one time. The three methods are:

• Figure 8
• Broad reach to close reach
• Quick stop

Sailing Skills

Heavy weather sailing drills must be completed for:

• Tacking
• Jibing
• Heaving to
• Reefing

Docking and motoring skills covered must include:

• Windward sidetie
• Leeward sidetie
• Med Moor
• Upwind and downwind slip docking
• Fairway turns

Return to Marina Bay with time to

• Pump out
• Clean up
• Take and grade tests (if not done earlier).