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Hi - thanks for the question. The latitude is 001 deg 01.13 W. So you find 001 degree, then 13 minutes then the decimal, all going West. That is what is shown. I don't understand your query?

@@FreeSailingTutorials Hi Mark, I´ve checked the video again in detail today and noticed that I´ve made a mistake.... All good. Thank you and always fair winds!

No worries. You got me worried for a minute : }

Many thanks!

My pleasure.

That's how experience is built, of course! Years ago, I got stuck trying to beat around St Albans Ledge, with two mates, for about 5 hrs in the rain and fog. Eventually gave up and screamed into Weymouth in an hour! Lesson learned. Sounds like you had a blast though! Coincidentally, about twenty years ago now (maybe more) I floated in circles around Christchurch Bay, all night, right next door to Maiden. We were on a Fastnet Qualifier Race.

@@FreeSailingTutorials I'm reading Tom Cunliffe on an off. He talks about "tiding" the coast as being vastly preferential to demoralising the crew with watches that contain 5 hour stints of heavy duty sailing to largely stay on the spot. I like the romantic idea of long passages and watches but when you can just drop the hook followed by sails and cover almost the same distance,.... the romance pales. Forgotten action. We spronged off and 180° around in the tight Bembridge alongside fairway. It worked perfectly and smoothly and I had great pride and huge superiority until I cleared the over fendered up transom to find the completely unneeded one I'd put to be ultra sure, stuck squarely over the dry air heating exhaust. Defeat from the Jaws of victory.

@@lubberwalker We've all done it. I once sailed up the Western Solent with a training crew and every cable there was a brand new fender bobbing up and down in the water, on our track. They'd obviously fallen off the transom where they had been poorly tied on by crew. 4 new fenders made me very popular with the sailing school principal.

Clumsy language, perhaps. I mean that we will probably be navigating largely by estimating our position by way of visual reference to fixed landmarks, bouyage, depths, etc. In the Solent (used for this example) you can usually see channel markers, prominent landmarks and depths where shallows are present, at all times, making the need to plot an EP from this method less necessary in practice. It is used more on coastal or ocean passages when using paper charts.

Pilotage is navigating using visual signposts, such as buoys. Where there are visual signposts calculating a Course to Steer, or Estimating a Position, is a waste of time. Plan the pilotage. When you are clear of the channel (and of signposts) use the planned Course to Steer. If you can’t sail the planned CtS ask your helmsman for his/her best heading and speed to windward and immediately Estimate a Position for 1 hour; inspect the ground track for hazards

Very kind. Thank you.

But that's no fun!

Hi. You would have the boat speed because an estimated position is an historic calculation based on the boat speed over the last hour or part thereof. If you are working on say 30 minutes, you just use a half hour of the tidal vector too. As long as the tidal vector and boat speed vector are over the same time period, the EP will be just as accurate. In this video, I assume a boat speed - see 0:18

I’m not sure why you don’t have a boat speed; if the built-in log isn’t working get a towed log. You should Estimate your Position for 1 hour as soon as your helmsman reports heading and speed. Inspect the ground track for hazards. An EP is predictive, not historic. It predicts your ground track for the next hour; this tells you whether you will meet hazards on that heading

@@johnstarkie9948 Hi John. Thanks for your comment. Just to clarify the point you make, for others. An Estimated Position is historic when you are plotting from the log, but you can calculate an estimated EP if you so wish. A Course to Steer is, as you know, is effectively predictive.

Thank you.

HI. We assumed our passage was in the period between the low water and the second high water. You want to choose the tides relevant to when you are on passage. Hope that helps. : ) ruclips.net/video/1x8UzIIZQEs/видео.html

Yes. Or £15 for all three.

My pleasure, William.

The world we live in 😂

Thank you. Yes. It was a wild wild time. Good luck with your sailing ⛵

Hi Ian. Thanks. I'm not sure that will help you much as each port's tidal curve is different. If the curve of the port is relatively symmetrical and the tidal highs and lows are every 6 hrs, you can roughly 'guesstimate' using the Rule of 12ths? See video: ruclips.net/video/yxRPD_BhVag/видео.html The best way by far is to buy an Almanac for the area you are sailing, each year.

It's called a Breton (or Portland) Plotter.

Glad to hear it.

It's been a while since I recorded this video, so I can't tie your comment to the video. The values of Lowest Astronomical Tide (LAT) and Highest Astronomical Tide (HAT) are usually determined by inspection over a span of years. Springs and neaps vary and are, of course, detailed in the annual almanac.

That's great to hear. Good luck Margarita!

🤣Thank you. In real life, I am sometimes guilty of the same.

From the US : Bless your heart!

Ive sailed up to Hobart a couple of times. Beautiful place.

Good luck with that.

Excellent point. A sail tie across the companionway and an isolated battery have saved many a finger and broken ankle.

Excellent question and comment! As a professional skipper, with professional crew, these problems become lesser as there is an employer/employee dynamic, but with friends or strangers it can be tough. We have all had deliveries from hell when on board with a tyrannical or incompetent skipper or difficult crew members. I've raced the Clipper Round the World Yacht Race three times, and skippered it twice, once as a stand-in skipper and once from the start. It's widely acknowledged by everyone that does the job that the hardest part of the 11 month race over 43,000 miles is crew management. Each yacht has a team of about 60 and a crew on board at any one time (which changes leg by leg) of between 12 - 22 people. In short, I'd say the following; 1. It's not a democracy. The buck stops with the captain. There is one captain, maybe aided by watch keepers. This must be decided for each voyage and adhered to. 2. Establish everyone's experiences and expectations beforehand. As you say, a weekend sail is a good idea to feel out people. 3. Agree boat rules with your crew. Have everyone sign them. 4. Have standing orders for safety stuff, reefing wind speeds, etc 5. Have a watch crossover every lunchtime to allow for each watch to meet, chew the cud and air any gripes 6. As skipper, lead from the front, appraise the situation and then make a decision. If one crew member is being lazy, rude, unhygienic or whatever, you need to grasp the nettle and take them aside and tell them how it is. If you avoid this, your crew will lose respect for you and animosity amongst the crew will grow. 7. Invite crew to raise issues either at lunch or privately 8. Make sure everyone knows to be non-confrontational when raising issues 9. Leave arguments on the last wave behind you. 10. Everyone eats together. No exceptions. Meal plans to be agreed beforehand 11. On the 11 month race, I always mix up the watches every stopover (about 4 weeks) so that abrasive characters get shared around and watches don't get too tribal. 12. If you ever find yourself on a boat without one asshole, always allow for the possibility that it might be you! If I am honest, as a younger man, I was very bad at difficult conversations. Obviously, over one's life one gets better at these things. But after a few weeks managing 22 crew in the tropics or Southern Ocean, you either generate the skin of a rhino or you'd go insane. Hopefully, you retain some empathy. I have had countless conversations with macho men and weeping women, all with a gripe they want me to fix in their favour. I now have the switch. If I have to be I can be stone cold tough if needed and still be up fro a laugh and a joke 40 minutes later at watch change. The best skippers I know have that ability in spades. You're right. There is a video in this! Thanks for the comment. By the way, as part of our pre race skipper training, we went on a two day course by the guys that wrote this book. It was very useful. amzn.to/3RKachu

@@FreeSailingTutorials So you've been there in spades then. It's more endemic than I thought. Some good strategies there. No. 12 was sobering. I do self inspect but perhaps not enough. I will make more of an effort. "Arbitration" is something I relate to 20th century industrial relations. I tend to avoid involvement afloat. I'll look forward to your new video covering the HR aspects of ship's company management.

@@ratusbagus I recommend skippers don't so much 'arbitrate' as listen to the issues and then dictate. A bit like King Solomon! There is a very fine line between the two in my book. One assumes an equitable outcome and the other an informed dictat, I'd say. And people wonder why some skipper's become tyrants... 🤣 Given your type of sailing, I think it's critical one skipper is decided at the offset. He can also ask for advice or be given points to consider, but he or she makes the decisions as skipper. Failing to do this is a recipe for disaster. I've been on boats with a crew of 5 very experienced Yachtmaster Instructors and if there isn't one guy allocated boss, it will still fall apart. People need to know what's expected of them or things get missed. I imagine with a crew of club sailors of mixed experience, this is difficult. That said, without being the 'big I am' about it, it's usually fairly clear, early on, who is the most experienced and as long as they are kind to the egos of others, this usually works OK. That was the other thing. When racing I always say to my crew, 'this is like a field sport. Blood is up, adrenaline is involved. Some shouting can be forgiven at times of stress, like the start for example, but never personal swearing/abuse' and after the race we all laugh about it in the bar. You can't laugh about it in a bar if someone calls you a rude name! So, soft egos all round.

Yes. Clearly, in this example, one can check position by using pilotage skills (looking at bouyage, etc) or even GPS, but a CTS before the fact and and EP is after the fact. In reality, it'd be more likely that you'd plot a CTS for say 4 hours and then make hourly log entries, then calculate am EP after say 3 hours, dependent on if you are in open water or coastal. Also, a CTS allows for tidal flows, possibly sometimes in opposite directions, so whilst a CTS over say a 6 hour periods and an EP after the same 6 hour period should both get you to about the same place the exact spot will vary (if only because of actual boat speed vs planned boat speed) and your position over ground through that 6 hour period will vary as tidal effect moves you both ways along the desired COG.

@@FreeSailingTutorials Ok so its a bit like double checking after the fact to see how your going, make sure your on track..

@@anthonyb8998 Yes. One is calculating a heading you should steer to get to a specific place with variables input. The other is a calculation based on what heading and boat speed and leeway you actually had. One plans for the future (CTS) and one calculates an end result (EP).

“Estimating a Position should always be predictive, very rarely historical. You have set off on a heading because you cannot sail the planned Course to Steer; your helmsman has achieved best heading and speed to windward, and immediately reports heading and speed. You have several questions: Where will we be in an hour (20 minutes)(2 hours)? What will our course over the ground be? (What hazards (rocks, restricted areas) will we meet on this heading?) What time will we reach the EP? What time should we tack to avoid the hazard? You should Estimate your timed Position and ground track (and speed) within a few minutes of your helmsman establishing a heading and speed. You can then calculate answers to your questions

The arrows define each vector. One arrow defines the vessel's required heading and speed through the water, two arrows represents the desired course over the ground and three arrows represents the tidal vector (direction of flow and speed).