A.GM
B.KG
C.KM
D.GZ
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A.metacentric height
B.metacentric radius
C.height of the metacenter
D.righting arm
A.Corrosion from the shifting liquid
B.Rupturing of bulkheads from the shifting liquid
C.Loss of stability from free surface effect
D.Holing of the tank bottom from the weight of the shifting liquid
A.The distance between the actual center of gravity and the maximum center of gravity that will still allow a positive stability
B.The point to which G may rise and still permit the vessel to possess positive stability
C.The sum of the center of buoyancy and the center of gravity
D.The transverse shift of the center of buoyancy as a vessel rolls
A.close the cross-connection valve between the off-center tanks
B.completely flood high center tanks
C.ballast double bottom wing tanks
D.close any opening to the sea in an off-center tank
A.ballast deep tanks if they are slack
B.transfer ballast athwartships
C.pump out double bottoms
D.fill double bottoms from deep tanks
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Stability is determined principally by the location of the center of gravity and the().
The effects of free surface on a vessel’s initial stability do NOT depend upon the().
To ensure the ship’s general stability,().
The vertical distance between G and M is used as a measure of().
The maximum angle at which the intact stability curves are valid for ship’s is the angle for().
The stability which exists after the unintentional flooding of a compartment on a ship is called().
The downflooding angle for a ship is the maximum angle at which().
The stability of a semisubmersible ship would be seriously reduced if flooding occurred in the().
The important initial stability parameter,GM,is the().
The time required to incline from port to starboard and back to port again is called().