Vibration instead of that emoji
So focused is the autopilot.
It will maintain the heading and be immune to surrounding conditions and environment . Will not notice the growing concen and anxiety on the bridge and excited voices.
It will really do a good job and hit the freaking wall, keeping the set heading irrespective of circumstances. It sure was the only thing anaware of the voyage plan . We do not tell it to autopilots , we just set the course /heading and expect it to do what it was designed to do.
Well i am not sure then what a human being is designed for .
I think you misunderstand kapenaâs remarks. Heâs piloted many ships Iâve been in. He means giving rudder orders, rather than courses.
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Spo
Itâs not always a good idea for the helmsman to act on his own.
In my old district we had Tankers the size of Stena Immaculate going up to 2 berths once or twice a day.
They had to negotiate a 160 degree river bend to port followed by a 150 degree bend to starboard.
As we approached the port bend we ordered midships. The ship would start to turn to port, we would then make our first helm order to starboard.
The helmsman can see that we need to turn to port so we had to watch that they actually did put the helm to starboard.
The river current would turn the ship and we had to apply counter helm otherwise the ship would enter an uncontrollable turn.
Watch watch and watch again what the helmsman is doing
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sounds a touch like âflanking the bendâ the tows in the Mississippi river do going down river
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Believe it or not, the rudder angle indicators are not always placed where they can be easily seen nor are they always visible from the side.
Should have been checked by someone though. Maybe the pilot checked early on when it was at hard port and never looked back.
Who knows? I wasnât there.
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Probably.
Never been there but itâs not a really unusual effect
Neither was I
But check check and check again.
I can not find a sentence or a single word in my whole input here suggesting it would be a good idea. I have communicated very clearly what I am speculating about and what my expectation of a good feedback from the helmsman are as such was experienced in the past with many helmsman. Period
Your examples are perfect illustrations why it is not a good idea. Some claim he did a great job . May be , but it looks from the description he made a decision on his own once the vessel started to gain ROT to port due to Pilots and master efforts ( stb aft tug pulling and m/e revved up) with his wheel position from hard to port to midship to counter the very thing that was required.
We all know why he made such decission . His previous order to maintain to 083 or abt was not countermanded by both Pilots, master and chief mate because nobody was watching the helm indicator ( the huge thing on the celling) , the small thing next to ROT indicator forward and up from the conning position and I have seen on some ships rudder indicator/repeater on the nautocon unit when this toy is switched to docking mode and sitting right in front of all the noses of all concerned navigators between two radar sets.
How is that possible not to see it ??- I DO NOT KNOW .
Some say that from Dr.Sal video it does not appear the hemsman was struggling.
Well may be there are some different experiences in play here but for me when I am at 3-4 kts and applying hard port/stb rudder then I am not struggling. I am doing what is dictated by simple phisics. Small speed requires larger helm for desired effect.
But when I apply hard port with speed of 7-8 kts to maintain 083 or
abt , then in my sphere of comfort and understanding the issue it means I AM STRUGGLING.
Shall I quote some of your huge experience and theory loaded remarks in case of Dali ??? 
Watching ??? I am always watching not to get screwed by some pilots , chmates and helmsman and chief engineers !!!. That is what good watching was all about in my books
And i will not criticise the PILOTS as there are at least four Pilots here to do the job. I can criticise the master who fucked big time by not watching .
Some do not believe in Swiss cheese theory but this thing here looks like a perfect example of it. Could the poor helmsman be the last slice w/o a hole??? Yes he could but He did not.
Or may be all were watching the helm indicator to see in horror the helmsman did something beyond expectations. With such tight space like the one in question the margin of error is small and there si no time to correct such unexpected screw up. This of course I do not now.
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Still unresolved after this interim report is whoâs to blame; who pays the damages?
My good ship sits naked at the same berth waiting for an apportionment of blame so insurance money can be committed to rerigging her and we can start on the big jobs.
In the meantime our organisation of once-enthusiastic volunteers who enjoyed sailing aboard dwindles with the loss of the main attraction. The qualified crew drift off to ships that actually sail to maintain currency and experience and hundreds of potential trainees miss out on what for some is a life changing experience.
In short, whoâs to blame? Who pays?
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I would have thought that this resolution will be fairly straight forward.
The âMaersk Shekouâ was in allision with a moored vessel, wharf infrastructure and a building. Irrespective of the actions or lack of actions displayed by the bridge team, this vessel is responsible for reparations and will be covered by P&I.
Your question should not be âwho paysâ butâŚâŚâhow long before we can commence repairs fully supported by compensationâ.
Your legal team should be able to provide this information.
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V SHIP -the Manager /Owner is the only party blameworthy . Vsl was under time charter hence " master/owners are responsible for navigation". Pilots were Owners servants. Maersk is innocent like a new born baby.
Sue V Ship and milk them dry.
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Thank you gentlemen. The nitty gritty is being handled by others more experienced. They are well aware of the ins and outs but nothing happens until we have certainty to commit funds.
Iâm grumping a bit because my qualifications will need revalidating before she gets running again at this rate and Iâm getting on and may not jump through all those hoops.
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BTW. I have their (V Ship ) SMS. It was updated couple of years back but enough to see their nuts & bolts. You hit /nail them with ISM /SMS noncopliance and they are cooked 
.And I do not have confidentiality clause signed with them .
If needed You know where to find me . It will be for free to bolster and cement PL -AUS relationship.
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Donât forget also that there are two other aggrieved parties in addition to your organisation with an interest in a timely resolutionâŚâŚthe owner of the wharf infrastructure (possibly the State Government owned Fremantle Port Authorities plus the Government owned WA Maritime Museum).
I would suggest that the WA Government also have a vested interest in supporting the early rectification of the âLeeuwinâ.
Might is on your side Jughead.
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Thanks. Iâve passed that on up the line as a useful addition.
From page 7 of the report:
The Maersk Shekouâs bow kept swinging to port at about 12°/min, with its stern closing in to the edge of the wharf. As the vessel continued to come around to a north-easterly heading, it experienced 20â40 knot winds from astern.
At 0619:52, the master alerted the pilots that the bow thrusters were still running with full power to port. The secondary pilot immediately instructed the master to stop the thrusters to keep the stern away from the wharf.
At 0620:23, the pilot ordered the bow thrusters to be put full to starboard, however, the outermost stack of containers on the Maersk Shekouâs poop deck collided with the roof of the museum,
After the first contact with the Leeuwin with the bow the Maersk Shekou struck the maritime museum with the stern. Apparently the same type of situation with the pilots losing the plot. In their defense there was a lot going on.
This is from the footnotes in the interim report: Bridge resource management and the reduction of single person errorsâadvisory note
- Navigational and operational tasks responsibilities should be clearly defined and delegated.
It would be interesting to know if the second pilotâs responsibilities were âclearly defined and delegatedâ and if so what those responsibilities were.
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I am sure the world has changed, for the better, a great deal since I went to sea. It was a challenge in some ports for the pilots to actually take real input from the bridge team. The exception was the ports we called all the time, where we all knew each other.
I can remember some real issues with NOBRA pilots and a few others back in the day.
There was certainly a power gap between pilot and crew in those days, in both directions. Hopefully that has closed a lot over the years.
The pilot FAILED to give proper orders to the helmsman. The helmsman doesnât act independently, they follow helm commands given by the pilot, who should given proper orders, and should have noticed the rudder condition during the maneuver.
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