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Can you make a new vlog for LCF , change positive to negative

if i am not mistaken, the bending correction is not used in practice as the quarter mean is used to obtain the displacement. Is this correct? Apologies for the bother :) I've never seen my C/O making a hog and sag correction in practice... Thx!!

Thank you for this great question, sir! Actually, calculating the Mean of Mean and Quarter Mean as shown in this video, we have already applied the hog or sag correction. The formula for hog or sag correction is: F draft + A draft + 6 (Midship draft) / 8. If we use this formula to find our Mean of Mean, which is equal to = Corrected Fwd mean draft + Corrected Aft mean draft + 6 (Corrected Midship mean draft) / 8, calculating the Quarter Mean is not necessary, because F draft + A draft / 8 is ¼ mean draft or 25% of mean draft, which is the Quarter mean. And 6 x midship draft is ¾ of midship’s draft or 75% of midship draft. Using the hog or sag correction formula, the Mean of mean and Quarter mean are integrated. That is why some officers called Mean of Mean also known as Quarter Mean. Just remember that if we use the formula in this video to find Mean of Mean, we should also calculate the Quarter Mean as our next step. But if we use the hog or sag formula to calculate the Mean of Mean, calculating the Quarter Mean should not be included, use Mean of Mean to extract the value of ship's displacement, so as with LCF and TPC, and also use it for 2nd trim correction, as Mean of Mean is considered also as Quarter Mean using the bending correction formula.

Thank you for the reminder! I'm currently working on several requested videos from my students, so I apologize for the delay.

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In the actual radar monitoring, Mx is not displayed on the radar PPI. If you want to alter course when the target reaches a distance of 5 miles, you can set your VRM (Variable Range Marker) to 5 miles and monitor the target. Once the target reaches the set VRM, it indicates a 5-mile distance, then alter course to starboard by 10, 20 degrees, or more, depending on the situation. After altering course, monitor the radar as ARPA (Automatic Radar Plotting Aid) will recalculate the CPA (Closest Point of Approach). If the new CPA meets your desired passing distance, maintain the new course. Otherwise, make further course adjustments as needed.

Yes you are right. That's why all of my latest uploaded videos, I never mentioned that stuff. I'm planning to removed those videos but for now I think it is still useful because it is still gaining views. Thanks.

Thank you for pointing that out! You are absolutely right-I made a clerical error in the rules of applying the P correction. If the ship is trimmed by the head, the forward P correction should be added, while the aft P correction should be subtracted. I truly appreciate your keen observation, and I’ll pin the correction in the comments section to ensure clarity for others. Thanks again for your valuable feedback!

​@@nauticalacademy001 could you please explain, what those trim corrections are for? I mean - what exactly do the 1st and 2nd trim corrections stand for? And why was that table developed for 2m trim? I just know that those tables are made without trim and they may contain trim corrections in themselves. Do we need to find those trim corrections in case we can interpolate our displacement for the right trim? Thank you. I am just a cadet and there are sooo many questions and no one to ask right now

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Thank you for your kind words!

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Thank you for your feedback. This video presents a simplified method by taking the difference between the initial displacement and the final displacement at the required draft. This difference represents the total weight that can be loaded. However, I have also created detailed videos on cargo calculations that take into account factors such as light ship, constant, and consumables, as well as a step-by-step guide for draft surveys. Thank you for sharing.

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Thank you for your feedback! The closed captions for this video are currently available in English. I appreciate your suggestion about including Indian languages and will consider it for future updates.

I will try to make a separate video about this topic, but this might help. Statical stability refers to the ability of a ship to resist rolling or tilting when subjected to an external force, such as wind or waves, at a given angle of heel. The measure of statical stability is the righting lever (GZ) or the righting moment, which helps the ship return to its upright position. Its graphical representation: The statical stability curve (GZ curve) plots the righting lever against the angle of heel. The area under this curve represents the ship’s potential to resist capsizing. Statical stability provides insight into a ship's ability to remain stable under typical conditions and at specific angles of heel. Dynamical stability refers to the work done or energy required to heel a ship to a specific angle of heel. It considers the ship’s ability to absorb external energy or force without capsizing, making it a measure of overall stability rather than instantaneous stability. It is represented by the area under the GZ curve from 0° to the given angle of heel. It evaluates the ship’s reserve stability and its capacity to withstand extreme external forces, such as rogue waves or gusts of wind. Dynamical stability is equal to ship's Displacement X Area under the GZ curve. This kind of topic is easy to understand if there is a graphical representation. I will try to make a separate video about this.

@nauticalacademy001 Thank you very much sir 🙏

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In practice, when radar-conspicuous objects are available, the ship’s position is determined using radar fixes or by visual observation, rather than relying on GPS. This approach is preferred because radar fixes, based on observable landmarks, provide a direct and reliable reference to the ship’s position, reducing the risk of errors associated with GPS, such as signal interference, multipath effects, or datum mismatches. In coastal waters with available radar-conspicuous objects, the primary method of position fixing should be radar or visual fixes, and GPS fixes should be used as a secondary means of position-fixing.

@@nauticalacademy001 I understood sir but what will be our action if we fix our position and we also fix our position with gps but there is a difference of about 1 mile between the 2 fixes

Thank you for sharing.

Great question! You are right. If there is no draft restriction at the discharging port and the ship is loaded to its maximum permissible draft in seawater, you don’t need to apply a density correction for the discharging port. However, you must also account for the change in draft when transitioning from salt water to dock water, considering the ship's UKC. Calculating the Dock Water Allowance (DWA) is essential to ensure compliance with the minimum UKC requirements as per company policy.

@ Thank you sir for answer. Appreciate it.

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Thanks a lot.

Thank you for your request! Unfortunately, I don’t have a tidal calculation software on hand at the moment, as I am not onboard. However, I’ll reach out to my colleagues to see if they can provide it, and I’ll be happy to share it with you once I receive it.

Kindly check out the explanation in the video from timestamp 3:10 to 3:30. That section covers it in detail. Thank you.

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thanks.

@nauticalacademy001 First time ever I'm commenting on youtube and this is only because your content is so well organized that it saved my time and I just cleared my doubts....Thanks a lot, love from south Atlantic ocean💙😄

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@@nauticalacademy001I created web site where you can find free maritime programs including Ballast Calculation.

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Hello! Thank you for your request. I’m planning to make a video on passage planning, as it’s an essential topic in maritime navigation. However, since this is a broad and detailed subject, I’m currently in the process of gathering materials and references to ensure the video is comprehensive and informative.

Thanks for sharing. This is very useful information.

In this method, there’s no need because the zone description (ZD) has already been applied. I’ll just create a new video using another method (by applying the time difference) where you add or subtract a day when crossing the International Date Line (IDL).