is carried on bearings and is free to rotate, except when
the locking head keys are engaged or when the wildcats
brake is set.
Each wildcat has an externally contracting flat hand
brake operated by a handwheel. This brake may be used
to hold the anchor and chain and to control the speed of
descent when the anchor and chain are payed out.
Capstan and gypsy heads fitted on windlasses are
keyed to the drive shaft and rotate when the windlass
power source is turning. When using the heads, apply
the wildcat hand brake, then disengage the wildcat lock-
ing head. The heads will now operate independently of
the wildcats. When the wildcats are used, however, the
capstan heads will always rotate.
When anchoring and weighing anchor, the ship's
first lieutenant is in charge on the forecastle. Aboard
most ships, the first lieutenant's assistant is the ship's
Boatswain or Chief Boatswain's Mate.
The Boatswains Mate in charge of the anchor
detail musters the detail and makes sure all necessary
gear is ready and available for use.
The exact procedure may vary for making the
anchor ready for letting go, but the following tasks must
be performed. The windlass is tested, the anchor in the
hawse is freed, the anchor is walked out if anchoring is
in deep water or if the bottom is rocky; the brake is set;
and the wildcat is disengaged. All but one stopper is
taken off and the anchor buoy line is shackled to the
chafing chain or pendant.
The chain locker is checked for loose gear that may
become wedged in the chain pipes or come flying out,
endangering personnel on deck. An order then is given
to stand clear of the chain. For obvious reasons, it is
urgent that all hands obey this order!
At the command STAND BY the brake is
released and two Seamen-one with a sledgehammer or
maul-take stations at the stopper outboard side of the
chain. When the command LET GO is given, one
Seaman pulls the pin from the stopper tongue.
The Seaman with the maul knocks the bail off the
tongue of the pelican hook and steps clear. As soon as
the Seaman is clear, the brake is fully released. If for
some reason the stopper does not fall clear, the chain
can still be controlled by the brake.
The Seaman tending the anchor buoy tosses it over
the side and the jack is two-blocked (hoisted all the way
up). On the signal bridge, the anchor ball is hoisted.
The anchor buoy indicates the actual position of the
anchor to which it is attached by floating above it. The
buoys are painted a distinctive color; green for the
starboard anchor, red for the port anchor, and white for
the stern anchor.
If an anchor buoy floats on the surface, it is said to
be watching. An anchor buoy may fail to watch be-
cause its line is too short or the line is fouled in the
chain. Before anchoring, the line attaching the buoy to
the anchor should be adjusted to a length that is a couple
of fathoms greater than the depth of the water at anchor-
age. This extra length allows for slight fouling, tide
variations, or the sinking of the anchor in mud, which
might cause the actual depth to be greater than that
shown on the navigational chart being used. The anchor
buoy and line must be laid up along, and outboard of,
the lifelines. It should be put overboard, well clear of the
ship the instant the anchor is let go.
On ships with power assist hand brakes, the power
assist mechanism must be adjusted so when the brake is
applied, the chain will not jump off the wildcat when it
comes to a stop.
An anchor buoy is a valuable time-saver in locating
an anchor lost in weighing or one that is slipped in an
emergency. Slipping an anchor happens when un-
expected circumstances do not permit time to weigh
As soon as the anchor hits bottom the brake is set so
the chain will not pile on it. As the ship gains sternway,
the brake is released to lay the chain out evenly on the
bottom and to control any running movement of the
As each chain marking passes the wildcat, the
report (Number) FATHOM ON DECK is made to the
conning officer on the bridge. The direction the chain is
tending is indicated by pointing the arm and/or
reporting CHAIN TENDING (number) O'CLOCK.
If the chain tends around the stem, the situation is
reported to the bridge. The chain must be allowed to run
freely or the sharp bend around the stem may damage a
link. Detachable links are particularly susceptible to
damage in this regard.
If the anchor chain starts to get near the sonar dome,
this situation is reported to the bridge, because anchor
chain rubbing against the sonar dome can cause serious
damage to it.