US Navy Course NAVEDTRA 14338 Quartermaster Ed2014
US Navy Course NAVEDTRA 14338 Quartermaster Ed2014
US Navy Course NAVEDTRA 14338 Quartermaster Ed2014
NONRESIDENT
TRAINING
COURSE
February 2014
Quartermaster
NAVEDTRA 14338A
S/N 0504LP1128914
Notice: NETPDTC is no longer responsible for the content
accuracy of the NRTCs.
For content issues, contact the servicing Center of
Excellence: Surface Warfare Officer School (SWOS); (757)
444-5332 x3034.
DISTRIBUTION STATEMENT A: Approved for public release;
distribution is unlimited.
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PREFACE
By enrolling in this self-study course, you have demonstrated a desire to improve
yourself and the Navy. Remember, however, this self-study course is only one part of the
total Navy training program. Practical experience, schools, selected reading, and your
desire to succeed are also necessary to successfully round out a fully meaningful training
program.
THE COURSE: This self-study course is organized into subject matter areas, each
containing learning objectives to help you determine what you should learn along with
text and illustrations to help you understand the information. The subject matter reflects
day-to-day requirements and experiences of personnel in the rating or skill area. It also
reflects guidance provided by Enlisted Community Managers (ECMs) and other senior
personnel, technical references, instructions, etc., and either the occupational or naval
standards, which are listed in the Manual of Navy Enlisted Manpower Personnel
Classifications and Occupational Standards, NAVPERS 18068.
THE QUESTIONS: The questions that appear in this course are designed to help you
understand the material in the text.
VALUE: In completing this course, you will improve your military and professional
knowledge. Importantly, it can also help you study for the Navy-wide advancement in
rate examination. If you are studying and discover a reference in the text to another
publication for further information, look it up.
2014 Edition
Published by
Center for Surface Combat Systems (CSCS)
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Sailors Creed
I am a United States Sailor.
I will support and defend the
Constitution of the United States of
America and I will obey the orders of those
appointed over me.
I represent the fighting spirit of the Navy
and those who have gone before me to
defend freedom and democracy around the
world.
I proudly serve my countrys Navy combat
team with honor, courage and commitment.
I am committed to excellence and the fair
treatment of all.
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TABLE OF CONTENTS
CHAPTER
PAGE
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2-1
3-1
4-1
5-1
6-1
7-1
8-1
9-1
10-1
11-1
12-1
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18-1
APPENDIX
A Glossary ..........................................................................................
B References ...
A-1
B-1
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Student Comments
Course Title: Quartermaster
NAVEDTRA: 14338A
Date: ____________
Privacy Act Statement: Under authority of Title 5, USC 301, information regarding your military status is
requested in processing your comments and in preparing a reply. This information will not be divulged
without written authorization to anyone other than those within DOD for official use in determining
performance.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Describe a dead reckoned track.
2. Describe the Terrestrial Coordinate System.
3. Measure distance on a Mercator projection chart.
4. Interpret chart symbology.
5. Plot and extract positions on a chart.
6. Plot direction on a chart.
7. Determine chart accuracy.
8. Find charts using NGA Hydrographic catalog.
9. Describe the Chart Correction System and correct charts from Notice to Mariners.
10. Order, label, and stow charts.
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1.3.3 Direction
Knowing the direction between two positions makes it possible for the navigator to lay a
course from where he is to where he wants to go and then to proceed to that point.
Direction will be presented in greater detail later in this chapter.
1.3.4 Measuring Distance
The distance between two points is the physical separation without regard to direction.
Nautical distance is measured as the international nautical mile (nmi/nm) of 6, 076.1 feet.
The nm is longer than the statute mile (mi) used on land, 5, 280 feet; 1.15/1 is a simple
ratio often used to convert nm to mi.
1.3.5 Time
Time in navigation is always based on the 24-hour clock. You are already familiar with
this type of timekeeping as it is what we use in the military.
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From
To
Harbor and
Approach
1:1,000
1:50,000
Coast
1:50,000
General and
Sailing
1:150,000
Remarks
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Action
Place one point of the dividers at the beginning of the area to be measured.
Open the dividers to the desired distance to be measured.
Move the dividers over to the closest latitude scale; do not open or close the dividers!
Place one point of the dividers on a whole degree of latitude.
Place the other point on the latitude scale.
Determine the distance between the two points. (In figure 1-12, the measurement indicates 10
nmi.)
Table 1-2 Measuring Steps
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Action
Identify the two points that you want to determine the direction to or from. Example: Pt A and Pt
B.
Lay one edge of the parallel rulers so that it passes through each point.
Firmly press down on one side of the parallel rulers and begin to move the ruler to the compass
rose.
Position the ruler so either edge passes through the center crosshair of the compass rose.
Use a pencil to mark the outside ring of the compass rose.
Read the bearing on the outside ring of the compass rose.
Table 1-3 Plotting Direction steps
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Action
1
2
3
4
5
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Figure 1-15 Thats it, the point where the two arcs intersect is the position
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Charts and products can be selected and ordered using the DLA Map Catalog and
uploaded on line via DOD E-Mall (https://dod-emall.dla.mil). The Catalog is
organized as follows:
Product Information
Help Files
Contact Information
Glossary
FAQ
Computer Based Training
Label Products
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185
275
345
390
445
500
450
405
360
315
265
205
Table 1-5 Sample Advance and Transfer Table
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40
85
115
190
270
375
445
520
590
655
725
800
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1. After determining set and drift, draw a second set and drift vector from the 1408 fix.
(This second vector is the amount of offset your ship will encounter during the next 3
minutes.)
2. Draw a line from the end of the second set and drift vector to the time 11 DR position.
This is the course own ship must steer to get back on track. The length of the line
indicates the speed that we must use to arrive on track at time 1411. In this case, the
course is 219, and the distance is 1,600 yards. When you apply the 3-minute rule, the
speed to use is 16 knots.
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The intended track, marked with reference points and all proposed changes of course
and speed. (These data are available from the navigation department and from the
bridge.)
Radar fixes every 30 minutes or as required by own ships doctrine. (Compare these
fixes with those the navigator obtains.)
The boundaries of the area(s) in which the ship is operating or expects to operate.
The set and drift of the current.
The wind direction and velocity.
The positions of any hazards to navigation.
The locations of any objects of potential interest.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Identify the types of shipboard internal communication systems and state their uses.
2. Recognize sound-powered phone nomenclature
3. Identify sound-powered phone equipment and describes its operation
4. Demonstrate proper sound-powered phone operating procedures.
5. Identify the basic principles of RF communications.
6. Recognize the basic equipment used for RF communications.
7. Determine frequency spectrums allocated to RF communications.
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The reproducer serves both as a microphone and as a loudspeaker. An incoming call can
be heard through the loudspeaker because the sound is amplified by the amplifier of the
calling unit.
The controls consist of the talk switch, a pushbutton assembly, a busy light, a call light, a
volume control, and a dimmer control.
When the talk switch is depressed, the reproducer functions as a microphone and the
output of the amplifier is electrically connected to the reproducer of the called station.
When the switch is released, the reproducer functions as a loudspeaker. The talk switch is
spring loaded and returns to the listen or standby position when released.
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PURPOSE
Helicopter and Boat Fuel Control
Helicopter Control
Navigation Coordination
Combat System Officer of the Watch
(CSOOW) Coordination
Electronic Support Supervisor Coordination
Underwater Supervisor Coordination
Captains Battle Net
Lookout Reporting
Maneuvering Control
Navigation Service
Visual Signals
Docking
Gun Coordination and Service
Forward VLS Strikedown
Aft VLS Strikedown
Ordnance Supervisor Coordination
Fire Control Supervisor Coordination
Light Machine Gun Coordination
Damage and Stability Control
Repair 2
Repair 3
Engineering
Fuel Control
Electrical
Repair 5
Vehicular Control Helicopter Transfer (VCHT)
Firefighting Equipment
Emergency Reporting
Table 2-1 Common IVCS Nets
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Avoid pulling on the electrical connections, and never use the cables for carrying or
handling the equipment.
Remember that the length of the cord is limited. If you attempt to walk any farther
than the cord permits, the cord may be pulled loose from the jack plug.
Unauthorized persons should not disassemble S/P telephones or tamper with them in
any way.
Do not insert any object through the protective screen. The diaphragm may become
damaged.
When secured, telephones should be made up and stowed on hooks or in the stowage
boxes provided. Never leave the telephone adrift or exposed to the weather.
Never remove a pair of telephones from a stowage box that does not belong to your
station. Should general quarters be sounded, the individual who normally used those
phones would not be able to man the station, and the safety of your ship could be at
stake.
When you wear a pair of phones, always try to keep the excess cord out of the way of
people passing by. If you leave the cord in the way, someone may trip on it and
sustain injury or cause damage.
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Number Spoken as
5 FIFE
6 SIX
7 SEV-EN
8 AIT
9 NIN-ER
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Always speak the numeral 0 (written ) as ZE-RO, never as oh. This rule applies to
ranges as well as to bearings.
For ranges and distances given in units other than miles, transmit the numbers digit
by digit except for multiples of hundreds and thousands. Say them as such. Some
examples are:
Number
44
9
136
5
14
1478
7
16
165
2
812681
Spoken as
FOW-ER FOW-ER
NIN-ER ZE-RO
WUN TREE SIX
FIFE HUN-DRED
WUN FOW-ER HUN-DRED
WUN FOW-ER SEV-EN AIT
SEV-EN TOW-ZAND
WUN SIX TOW-SAND
WUN SIX FIFE HUN-DRED
TOO ZE-RO TOW-ZAND
AIT WUN TOO SIX AIT WUN
Ranges and distances given in mile units, and speed, are transmitted as the integral
cardinal number. Some examples are:
Number
1
13
25
5
11
3
Spoken as
TEN
THUR-TEEN
TWEN-TY FIFE
FIF-TY
WUN HUN-DRED TEN
TREE HUN-DRED
Altitude of raid aircraft is always expressed in feet. Altitude may be spoken either in
exact integral cardinal numbers or in multiples of thousands (angels), using the
integral cardinal number. Some examples are:
Altitude
Spoken as
7
700Altitude SEV-EN HUN-DRED or Angels DAY-SEE-MAL SEVEN
11
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NOTE
The brevity code word angels pertain to the height of friendly aircraft only. The word
altitude pertains to bogey height, in exact integral cardinal numbers.
Number
1
1
11
Spoken as
WUN HUN-DRED
WUN TOW-ZAND
WUN TOW-ZAND WUN HUN-DRED
Courses, bearings, and angles other than position angles are given in three digits and
are transmitted digit by digit. Some examples are:
Number
9
18
295
Spoken as
ZE-RO NIN-ER ZE-RO
WUN AIT ZE-RO
TOO NIN-ER FIFE
Position angles, always less than 90, may be expressed in one or two digits and are
pronounced as the integral cardinal number. When so transmitted, the phrase position
angle always precedes the numerals. Some examples are:
Number
5
10
15
27
Spoken as
POSITION ANGLE FIFE
POSITION ANGLE TEN
POSITION ANGLE FIF-TEEN
POSITION ANGLE TWEN-TY SEV-EN
Time is always spoken digit by digit and preceded by the word time.
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The receiving antenna converts the portion of the electromagnetic wave it receives into a
flow of alternating RF currents. The receiver then converts these currents into the
intelligence that was contained in the transmission.
Terminal equipment is used primarily where coded transmissions are employed, to
convert the modulated signal into the original intelligence.
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The military has modified the frequency spectrum for its use as shown in table 2-2. A few
general characteristics are described in the following paragraphs.
The extremely-low-frequency (ELF), very-low frequency (VLF), and low-frequency (lf)
bands require high power and long antennas for efficient transmission (antenna length
varies inversely with the frequency). Transmission of these frequencies is normally
limited to shore stations.
The commercial broadcast band extends from about 550 kHz to 1700 kHz. This limits
naval use to the upper and lower ends of the medium frequency (MF) band.
Long-range shipboard communications were conducted exclusively in the high-frequency
(HF) band, so a large percentage of shipboard transmitters and receivers are designed to
operate in this band. On board your command, you may find satellite communications
has pushed HF into aback-up role.
A significant portion of the very-high-frequency (VHF) band is assigned to the
commercial television industry. Some naval uses of the VHF band are mobile
communications, repeater operation, navigation, amphibious and special operations, short
range line-of sight (LOS) communications, and satellite communications.
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DESCRIPTION
Extremely-high-frequency
Super-high-frequency
Ultra-high-frequency
Very-high-frequency
High-frequency
Medium-frequency
Low-frequency
Very-low-frequency
Voice frequency
Extremely-low-frequency
Table 2-2 Frequency Bands
2.8 TRANSMITTERS
For RF communications to take place, a signal has to be generated. Generating the signal
is the job of the transmitter. The following paragraphs will very briefly discuss basic
transmitters and transmitter fundamentals.
2.8.1 Transmitter Fundamentals
Equipment used for generating, amplifying, and transmitting an RF carrier is collectively
called a radio transmitter. Transmitters may be simple, low-power units, for sending
voice messages a short distance or highly sophisticated, using thousands of watts of
power for sending many channels of data (voice, teletype, telemetry, t.v., etc.,) over long
distances.
Basic transmitters are identified by their method of modulation: continuous wave (CW),
amplitude modulation (AM), frequency modulation (FM), or single side band (SSB). We
will first describe the types of modulation. We will then describe briefly the basic
transmitters themselves.
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Plain Language
Daily Changing
JANAP
(USS) Vincennes
R6D
Trinity Sword
G4J
M9X
A4V
L6R
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2.16 SUMMARY
Communications are an important aspect for success of any unit. As part of your training
and development, you will serve as a phone talker or have the opportunity to transmit
information throughout your ship using an MC circuit while on watch. The exchange of
accurate information between phone talkers during special evolutions will make the
difference not only on the ships ability to perform her mission but also to the smartness
and professionalism of her crew.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1.
Describe the components of the magnetic and gyroscopic compasses.
2.
Identify and correct for compass errors.
3.
Explain the procedure used to determine magnetic compass error.
4.
Record entries in the Magnetic Compass Record Book.
5.
Describe the process of swinging ship, conducting compass sensibility tests, and
filling out the compass deviation card.
6.
Determine gyrocompass error.
7.
Identify the major components of the Mk 23 gyrocompass systems, and explain
the procedures for starting, standing watch on, and securing the Mk 23
gyrocompasses.
8.
Identify the major components of the Mk 27 gyrocompass system, and explain the
procedures for starting, standing watch on, and securing the Mk 27 gyrocompass.
9.
Identify the major components of the AN/WSN-2 stabilized gyrocompass set, and
explain the procedures for starting, standing watch on, and securing the
AN/WSN-2 stabilized gyrocompass set.
10.
Explain the purpose of the ships course indicators used with the various
gyrocompass systems.
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This internal magnet is not aligned with Earths axis. This results in the magnetic poles
being in different locations than Earths poles. At Earths surface, lines of force become
magnetic meridians having horizontal and vertical components. These components will
be discussed in the next topic, Variation.
3.3.1 Law of Magnetism
There are certain characteristics of magnetism that are important to remember. Every
magnet has two poles: a north pole (blue) and a south pole (red). Each pole has opposite
characteristics and they each follow the Law of Magnetism:
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3.4.1
Facts
Earths magnetic properties are not uniformly distributed.
Earths magnetic poles are not at the same position as the geographic poles.
Magnetic lines of force are called magnetic meridians.
The variation for any area on Earth is always equal to the difference between the value of
true north and magnetic north.
Example:
True north 000
Mag. north 358
Variation = 2 East
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ACTION
Locate the compass rose nearest to the area in which the ship is
operating.
Locate the variation and annual increase/decrease from the center.
Locate the year from the center of the compass rose.
Subtract the year indicated from the current year.
Multiply the number of years times the annual change.
Add the sum (or subtract if decreasing) from step No. 5 to the variation in
the center of the compass rose.
Round the total off to the closest .
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The Chief of Naval Operations requires that each self-propelled ship and service craft of
the United States Navy be equipped with one or more magnetic compasses suitable for
navigation.
Except for modern nuclear-powered submarines, all ships and craft, regardless of size or
classification, must have a magnetic steering compass at the primary steering station.
3.6.1 Steering Compass
Many ships carry more than one magnetic compass. The primary magnetic compass is
called the steering compass. It is normally located on the centerline in the ships
pilothouse (except aboard aircraft carriers and large deck amphibious ships), where it can
best be seen by the helmsman. The readings from the steering compass are labeled per
steering compass (PSTGC).
3.6.2 Standard Compass
If a ship has two magnetic compasses, the second compass is called the standard
compass. The ships standard compass is normally located on the ships centerline at the
secondary conning station. The readings from the standard compass are expressed as per
standard compass (PSC).
NOTE:
The readings from the ships gyrocompass are per gyrocompass (PGC). Courses and
bearings by these compasses must be carefully differentiated by the abbreviations.
CAUTIONS:
A magnetic compass cannot be expected to give reliable service unless it is properly
installed and protected from disturbing magnetic influences. Certain precautions must be
observed in the vicinity of the magnetic compass.
If possible, a compass should not be placed near iron or steel equipment that will
be moved frequently. Thus, a location near a gun, boat davit, or boat crane is not
desirable.
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3.7.1 Operation
The operation of a magnetic compass is very simple and can be stated as follows: A
small bar magnet freely suspended in the magnetic field of Earth will always align itself
parallel to the lines of force of that field and thus will establish a direction.
3.7.2 Components
Use the following table, figure 3-6, and figure 3-7 to learn the parts of a magnetic
compass.
PART
Card
Bowl
Magnets
Gimbals
Binnacle
FUNCTION
The card is an aluminum disk graduated in
degrees from 0 to 359. It has a jeweled
bearing that rides on a hard, sharp pivot
point.
The card is supported by the bowl. A
lubbers line is marked on the bowl and is
used as visible index. The bowl is filled
with Varsol to dampen overswings by the
card. An expansion bellows in the lower
bowl serves to allow expansion of the
liquid with temperature changes.
Several bar magnets are used to correct and
align the compass.
The bowl has two pivots that rest in a metal
ring, which also has two pivots resting in
the binnacle. This arrangement (gimbals)
permits the compass to remain level despite
the motion of the ship.
The binnacle serves as a housing for the
compass. It is made of a nonmagnetic
material. It also serves as a housing for the
Compasses correctors: magnets, flinders
bar, and quadrantal spheres. A lighting
system is normally installed.
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Step
1.
2.
3.
4.
OFF
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Description
The A, or athwartship, coil is made up of
loops in vertical fore-and-aft planes. The
function of the A coil is to produce a
magnetic field that will counteract the
ships athwartship permanent and induced
magnetism.
The F, or forecastle, coil encircles the up to
the forward l/3 of the ship. It is usually
located just below the forecastle or
uppermost deck. The function of the F coil
is to produce a magnetic field that will
counteract the ships longitudinal
permanent and induced magnetism.
The L, or longitudinal coil is made up of
loops in vertical planes parallel to the
ships frames. The function of the L coil is
to produce a magnetic field that will
counteract the ships longitudinal
permanent and induced magnetism.
The Q, or quarterdeck, coil encirles the
after l/3 of a ship. It serves the same
purpose as the F coil.
The M, or main, coil encircles the ship in a
horizontal plane, usually just below the
waterline. The function of the M coil is to
produce a magnetic field that will
counteract the ships vertical permanent
and induced magnetism.
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True heading
Magnetic heading
Compass heading
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3.13.1 Meanings
The first set of aids were designed to help you remember the arrangement of the first
letters of each word in the phrase. These are arranged representing the three ways of
naming a direction (compass, magnetic, true) with the respective differences (deviation
and variation) properly placed between them: (CDMVT) compass, deviation, magnetic,
variation, true. The first letters in the words at elections stand for add east (subtract west),
when converting the direction from compass to true. When converting in the opposite
direction, the letters are reversed (TVMDC) and the memory aid timely vessels make
distance count at war informs us to add west (subtract east) error when converting from
true to compass.
The second set of memory aids deal with comparison of two compass headings to
determine whether to call the difference east or west. If the comparison is between
magnetic and compass, and compass is a greater number (best), the difference is west.
The same comparison can be made between true and magnetic. In this case, magnetic is
considered the same as compass.
Correcting: converting from compass course to a true course
Uncorrecting: converting from a true course to a compass course
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3.
4.
5.
6.
Action
Write down the first letters from the phrase
"Can Dead Men Vote Twice."
Ordered course is 180T; you want to find
the compass course to steer. You already
know what T is, so write it down.
Lets say that the corrected variation
from the center of the compass rose is
11E
When uncorrecting, remember that you add
westerly errors and subtract easterly errors.
The variation is easterly, so subtract it from
the true heading to find the magnetic
heading.
Next, from the deviation table, figure
3-8, find the value closest to 169,
interpolating as necessary; write it down.
Remember, when uncorrecting you add
westerly errors. 15 + 169 = 184.
Now you can see that to head 180 true, you must steer 184 by this particular magnetic
compass. In this example, we were uncorrecting (changing from true to compass). We
could have used the same method to change from compass to true; but we must
remember that when correcting, we add easterly and subtract westerly errors. With an
understanding of these rules, we can now go on to applying the lessons learned to a
functional part of a Quartermasters jobrecording entries in the Magnetic Compass
Record Book. But first, complete the training examples on the next page.
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D
4E
M
026
V
6W
C
090
D
1.5W
V
3E
C
210
D
1.5E
T
220
C
328
M
325
T
332
3.15.2 Exercise 2
Using the memory-aids Compass Best, Error West and Compass Least, Error East,
fill in the missing values.
Compass Course
180
225
196
Error
2W
True Course
339
196
Error
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Gyro Compass
True
Heading
1000
1012
1025
36 24W
36 04W
36 05W
074 12W
074 14W
074 18W
120
270
297
1.0E
1.0E
1.0E
121
271
In this example the date, time, latitude, and longitude of the observation are noted. The
master gyro is reading 120; the error determined by the morning azimuth is 1.0 E.
Remember, if the compass is least the error is east; you would add the error to obtain the
true heading. Knowing our true heading, we can now apply our variation and compare the
magnetic compasses.
Variation Magnetic
14 W
14 W
14.5 W
135
285
Magnetic Compasses
Standard
Compass Dev
Reading
136
1W
289
4W
Steering
Compass Dev
Reading
134
1E
283
2E
313
311
DG
REMARKS
ON/OFF
OFF
OFF
Energized
degaussing
at 1022
ON
As you can see, this is the practical application of your newly acquired compass
calculation skills. Practice by filling in the blanks for the 1025 entry. When under way,
the compasses must be compared every one-half hour and at each course change.
Note: There is an exception; if a ship is in a formation and changing course frequently, or
the ship is alongside another ship, each course change does not need to be recorded. Use
the following statement in the Remarks column: Steering various courses while
alongside (in formation). A comparison must still be made every one-half hour! For
ships equipped with DFGMC refer to the COs Standing Orders and Navigation bill.
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Action
Meet with the navigator to schedule PMS.
Twenty-four hours prior, inform QM gang of intentions.
Four hours prior review MRC; gather all tools.
Four hours prior, calculate the true courses to steer.
Man all stations and begin swinging ship.
Fill out a new magnetic compass deviation table.
Have the new table signed by the Commanding Officer.
The process of swinging ship is often tedious and very time consuming. In most cases a
minimum of 4 hours should be set aside for this task. It is not advisable to attempt to
adjust a compass in moderate to heavy weather. Doing so will often render the results
inaccurate.
EXERCISE ANSWERS:
EX 1; 020; 088.5, 091.5; 211.5, 8.5 E; 3.0 W, 7.0 E.
EX 2; 4.0 W, 3.0 E, 2.0 E, 1.5 E.
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3.18.2 Components
The gyrocompass is powered by electricity and consists of two main components. They
are the master gyro and repeaters. The master gyrocompass consists of a control cabinet,
power supply, speed unit, alarm unit, and transmission units. It is normally located within
the ships hull where it is least affected by pitch, roll, yaw, and battle damage. The IC
electricians are responsible for its upkeep.
3.18.3 Accuracy
A properly functioning gyrocompass will often have a mechanical error of 2 or less. The
gyrocompass must be checked for error at least once daily while the ship is under way.
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Repeaters are normally found at all the ships control stations, these
areas include but are not limited to the following spaces:
The pilothouse and bridgewings
Aftersteering
Secondary conn
Additional repeaters are normally placed in the following spaces:
Commanding officers stateroom
CIC
Navigators stateroom
The QMOW must check the repeaters occasionally against the master gyro to determine
errors.
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Azimuth Circle
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Parallel Motion Protractor (PMP) to determine and plot bearings and courses on charts
3-24
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Terrestrial range
Trial and error (Franklin technique)
Azimuth of the Sun
Amplitude of the Sun
The first two methods are used only when a ship is near land. They use aids to navigation
and geographic locations shown on a chart for reference. The last two methods are used
when the ship is at sea, and they use the Sun as a reference.
Before we learn these methods, we have to learn how to use the bearing circle, alidade,
and PMP. They play a large part in the first two methods. The last two methods use
celestial navigation methods to determine error and will be discussed in length in the
Celestial Navigation chapter.
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3-26
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Bearing
Circle
Yes
Yes
Azimuth
Circle
Yes
Yes
Reflector
Vanes
Yes
Yes
Levels
Yes
Yes
Concave
Mirror
No
Yes
Prism
Housing
No
Yes
Ring
Sight Vanes
Function
Fits upon a 7 inch gyro repeater.
Allow the observer to take bearings of
objects by aligning the two vanes to the
object. The near vane contains a peep sight
while the far vane contains a Yes vertical
wire. The far vane is mounted on top of a
housing that contains a reflective mirror
inside enabling the observer to read the
bearing from the reflected portion of the
compass card.
Allow the observer to observe azimuths of
celestial bodies (stars and planets) at
various altitudes by picking up their
reflection in the black mirror.
When the body is observed, its reflection
appears behind the vertical wire in the far
vane.
Indicate if the ring is level with the
horizon.
NOTE: Bearings read when the ring is not
level are inaccurate
Reflects the Suns rays onto the prism
housing on the other side of the ring when
the observer is taking an azimuth of the
Sun.
Directs the beam of light from the concave
mirror downward in a narrow beam onto
the compass card enabling the observer to
read the azimuth to the Sun.
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Action
Place the ring on top of the repeater, and then gently twist the handles to
lock in place.
Orient the bearing circle with the peep sight nearest to you and the far vane
closest to the object to be sighted.
Look through the peep sight and view the object inside the far vane.
Rotate the bearing circle left or right to align the vertical wire in the far
vane with the center of the object.
Keep the bearing circle level by observing the spirit level.
When the object is in line with the peep sight and wire, observe the bearing
reflected from the mirror in the housing from the compass card.
Determine which compass mark is aligned with the crosshair seen in the
mirror, and read the bearing.
NOTE: Information concerning how to use the azimuth circle will be presented in the
Celestial Navigation chapter.
3.19.5 Parallel Motion Protractor
The PMP is a valuable tool for plotting direction quickly and accurately. When in
restricted waters and plotting fixes every 3 minutes, you will greatly appreciate this
instrument. The PMP is usually anchored to the top of the chart table.
The PMP is designed to keep the moveable compass rose oriented to the longitude and
latitude of any chart. An arm is attached to the moveable compass rose which can be
rotated to whatever bearing you require and then moved to the object on the chart that the
bearing was taken to, so an LOP can be drawn.
Part
Anchor plate
Friction control knob
Bearing scale
Index marks
Description of Function
Allows the PMP to be attached to the chart table.
Allows adjustment of movement of the arms at the
two linkage points.
A 360 circle marked in 1 increments. When
locked it will maintain its orientation when moved
around the chart table.
Used to align the ruler on the desired bearing. The
four marks spaced every 90 are inscribed on a
plate that is directly linked to the handle and the
ruler.
Locks the bearing scale when aligning the PMP.
Locks the PMP ruler on a desired bearing.
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3-29
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Action
Tape the chart you are using onto the chart table by its corners.
Take the PMP out of its storage box.
Place the mounting plate inside the anchor plate and tighten the anchor screw
to secure the PMP to the chart table.
Attach the ruler to the PMP by placing the ruler on the table and sliding it
into the attachment arm.
Unlock both the protractor and the scale locks.
Twist the handle to align the ruler with the latitude line on the chart.
Rotate the bearing scale to the appropriate position.
IF gyro error is...
Zero
Westerly
Easterly
8.
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Step
1.
2.
3.
4.
5.
Action
Locate the index mark closest to the ruler.
Rotate the handle, which moves the index mark and ruler, so the index mark
points to the bearing you want to plot.
Maintain the index mark in that position by either locking the scale lock
switch or holding the bearing scale and index mark plate tightly with your
thumb and forefinger.
Move the ruler to the charted object that you took a bearing to.
Draw the line of position on the chart.
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Polarizing
adjustment knob
Level
Focus knob
Description of Function
Fits upon a 7 inch gyro repeater.
Enables the observer to switch to an
internal light filter, which protects your eye
from the brightness of the Sun.
Enables the observer to adjust the light
filter from light to dark, depending on the
brightness of the Sun.
Indicates if the ring is level with the
horizon. Bearings read when the circle is
not level are NOT ACCURATE!
Enables the observer to adjust the internal
telescope lens so the view is focused.
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3-33
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Action
Place the ring on top of the gyro repeater and twist locks into the gyro
repeater.
Point the front lens of the alidade towards the object to be sighted.
Tip: Sight along the handle to quickly find an object.
Look into the eyepiece and rotate the alidade right or left until the object is
aligned with the crosshair.
Keep the alidade level by observing the spirit level in the top part of the view.
With the object lined up and level, read the bearing from the reflected
compass card. Read the inside compass card for true bearings.
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Action
View the range markers through the alidade.
The ship maneuvers on range (range markers are in line).
Shoot (take) a bearing on the range markers while they are lined up.
Compare the bearing taken against the chart.
It is also possible to mark a range as it passes down the port or starboard side of the ship.
The steps in the action table are still basically the same; the exception is that the ship will
not maneuver on range. The bearing taker must shoot the bearing to the range markers
the instant that they are in line. This method is only as accurate as the experience and
ability of the bearing taker.
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2.
3.
4.
5.
Action
Select three to five navaids from the chart. For the best results, the selected
navaids should be about 120 apart. (The ship must be pierside or anchored,
large towers and conspicuous buildings may be selected).
Compare the repeater(s) to be used against the master gyro; note errors.
Take a round of bearings on the selected navaids, and apply any repeater error
to the bearing.
Example: The repeater reads 187 and the master gyro reads 187.5. The
repeater is reading less than (compass least error east). Since the error is
0.5 east (less than), 0.5 must be added to all bearings taken from that
repeater.
Plot the corrected bearings on the chart with the PMP set for 0 gyro error.
Observe how the lines intersect, if they meet in a point the gyro is ON and
has no error. If the lines do not intersect, subtract or add 1.0 at a time until
the triangle closes. The amount of correction is the total gyro error. Log it in
the deck log and Magnetic Compass Record Book.
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3-38
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Nomenclature
POWER
DIMMER
F1 3/10A
DECL
GPS/NAV
RESPONSE
SET CRS
Function
Controls power to the DFGMC
OFF: no power applied.
ON: applies power to the DFGMC (no display lighting).
LIGHT ON: applies power to the DFGMC and lighting to (1A1) Main
Display.
Controls (1A1) Main Display lighting when POWER switch is at LIGHT
ON.
Fuse under screw-off cap; protects the DFGMC from short circuits and
overloads.
Used to enter variation or declination to convert magnetic to true North.
Also used to enter (1A3) Sensor / Processor alignment correction factor.
Used to toggle between compass heading and GPS input display modes.
GPS Input not used at this time.
Adjusts display response time (damping factor).
SLOW: displayed value averaged over a 17-second period.
MED: displayed value averaged over a 9-second period.
FAST: displayed value averaged over a 3-second period.
Used to enter a reference course or to enter and exit the calibration mode.
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Key
Nomenclature
POWER
2
3
DIMMER
F1 3/10A
4
5
OFFSET
RESPONSE
CAL
Function
Controls power to the DFGMC.
OFF: no power applied.
ON: applies power to the DFGMC.
Controls (1A1) Main Display lighting.
Fuse under screw-off cap; protects the DFGMC from short circuits and
overloads.
Used to enter (1A3) Sensor / Processor alignment correction fact
Adjusts display response time (damping factor).
SLOW: displayed value averaged over a 9-second period.
NORMAL: displayed value averaged over a 3-second period.
Used to select the type of calibration for the DFGMC.
ON: Calibration is on. The display cycles CAL CAL score heading.
AUTO: Calibration is monitored and adjusted by the DFGMC as
required. The (1A2) Junction Box will beep 4 times indicating a new
calibration has been accepted by the DFGMC.
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3-41
UNCLASSIFIED
3-42
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3-43
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3-44
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3-45
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3-46
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3-47
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Watch-standing procedures are basically the same as for the Mk 23 Mod 0 gyrocompass
system.
3-48
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The Mark 27 Mod 0 Gyrocompass Equipment, shown in figure 3-32 and described in this
manual, is small, compact, has a low power demand, and is capable of furnishing an
accurate heading indication under the severe operating conditions encountered in small
boats, amphibious vehicles and craft, submarines, and larger combatant vessels. The
compass can be read directly or heading data can be transmitted to remote systems and
indicators.
Design Features
The Mark 27 Gyrocompass contains a gyroscope controlled in a manner to make it seek
and continuously align itself with the meridian and thereby point to true north. The
properties of the gyroscope in combination with the rotation of the earth and the effect of
gravity produce this result. The Mark 27 Gyrocompass differs from previous
gyrocompasses in that a gimbal system is used which reduces the complexity of the
equipment.
3-49
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The gyrosphere containing the gyroscope rotor is immersed in silicone fluid, and is
designed and adjusted to have neutral buoyancy. The weight of the gyrosphere in the
fluid is canceled by the buoyant force of the displaced fluid. This feature is a distinct
advantage in that (1) the weight of the gyrosphere is removed from the sensitive-axis
bearings, (2) the gyrosphere and bearings are protected from excessive shock loads, (3)
sensitivity to shifts of the center of mass of the gyrosphere relative to the sensitive axis
are eliminated providing improved accuracy, and (4) the effects of accelerations are
minimized because the center of mass of the gyrosphere and the center of buoyancy are
made coincident.
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3-51
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3-52
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3-56
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Binnacle
The binnacle contains the compass element and is completely filled with flotation fluid.
In addition to the sensitive element, it contains a bellows located inside the bottom cover,
which accommodates the contraction and expansion of the fluid with temperature
changes. Also on the binnacle are the card viewing window, the cager diaphragm, the
binnacle electrical connector, and the evacuating and filling nozzles.
3-57
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3-58
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3-59
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3-60
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3-61
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3-62
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12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
3-63
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3-64
UNCLASSIFIED
3-65
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3-66
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MAIN POWER Circuit Breaker (CB1) protects ships 115 VAC main power
input to the system and breaks power to SYSTEM POWER switch (S1).
SHIPS REF Circuit Breaker (CB2) protects ships 400 Hz synchro reference
input to the system.
SYSTEM POWER indicator (DS1) illuminates whenever ships 115 VAC power
is applied to the AN/WSN-7B(V) power supply (SYSTEM POWER switch set
ON).
Keypad Functions and Menu Selection. The keypad on the AN/WSN-7B(V) (Figure 341) is used in conjunction with the displayed menus to perform all control and data entry
functions. The keys are grouped into three categories; these are Menu Selection, Data
Entry, and Display Control.
Some keys perform dual functions. The operation of these keys is automatically
determined by the selected menu, mode, or operation being performed. Each key and its
general function is listed below:
3-67
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3-68
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3-69
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3-70
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Normal Operation
The RLGN is designed to operate automatically after application of power and
acceptance of the first position reset and requires minimum operator intervention during
normal operation. A 6-line, 40-character display and 28-key keypad provide display and
operating controls for selection of a wide range of functions. These functions can be
accessed for monitoring and modifying operating parameters, for evaluating system
performance, and for selecting test and calibration modes.
3-71
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3-72
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3-73
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3-74
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3-75
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3-78
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FREQUENCY SPEED
400
1
400
1X + 36X
DRIVE
Servo
Servo
DIAL
Single
Single
E
F
G*
H*
L
400
400
60
60
400
Servo
Servo
Servo
Servo
Synchro
Dual
Dual
Dual
Dual
Single
1X + 36X
1X + 36X
1
1
1
MOUNT
Bulkhead
Pelorus
Bulkhead
Bulkhead
Console
Bulkhead
Bulkhead
Console
Bulkhead
Figure 4-70 shows a type E repeater minus terminal block and cord. The inner dial is
single speed and the blocked out outer dial is 36 speed. These repeaters are generally
located in enclosed spaces, such as the OODs repeater on the bridge.
Figure 3-46 Type E ships course indicator (designed for bulkhead mounting)
3.24.8.1 Features
Ship's Course Indicators (SCI) function as remote repeaters to indicate the ship's
heading or course-to-steer. These devices may be installed at any desired location
on the ship and oriented at the location in any convenient direction.
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Types A, B, E, F and M indicators are servo-driven. Types L and N are synchrodriven. A servo-driven version of Type L is available. Types G and H have a
servo-driven course-to steer dial and a synchro-driven heading dial.
All indicators receive synchro heading data from the ship' gyrocompass or other
synchro transmitting equipment. The gyrocompass signals and the reference
power from the ship's supply actuate the indicators to position graduated dials
which show the ship's heading.
There are two basic types: one-speed and two-speed (1X and 36X) units. Twospeed indicators provide greater accuracy because lX synchro only provides
coarse control of the dial and the 36X synchro provides fine control.
Types E and F may have two dials geared together 10 be read as a mechanical
vernier. Types G and H have two independent concentric dials, one displaying
ship's heading and the other dial displaying course-to-steer.
Any SCI is available in either low or non-low noise variations. In the non-low
noise variation, the servo and dial assembly mount directly to the cast housing. In
the low-noise variation, the servo and dial mount on vibration isolators inside the
cast housing.
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All types, except F and H, have integral dimmer rheostats for dial illumination
control. Types F and H require a remote dimmer rheostat. Type l can be used with
either an integral dimmer control or remote rheostat.
Each Ship's Course Indicator is complete unit with facilities or mounting and for
external electrical connections. (Figure 3-48).
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3-83
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3-84
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Microprocessor-controlled unit.
3.25 SUMMARY
In this chapter, we have discussed basic gyroscopic principles and the making of the
gyroscope into a gyrocompass. We have identified and discussed the major components
of some of the most common gyrocompass systems installed on board Navy ships today
and described the procedures for starting, standing watch on, and securing these
gyrocompasses. We have also described the purpose of ships course indicators used with
the various gyrocompass systems.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Select the use of and match publications from a list.
4-1
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The following table has been provided as a quick reference guide. It gives a description
of many of the publications that Quartermasters use routinely. Many of these publications
will be covered in greater detail in this chapter or elsewhere in this text.
Navigational Publication Quick Reference Guide
4-2
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4-5
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4-6
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4-7
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4.3
4.3.1 Almanacs
Nautical Almanacs, volumes of information that tabulate the position of various celestial
bodies, the times of sunrise and sunset, moonrise and moonset, and other astronomical
data used by navigators, are prepared jointly by the U.S. Naval Observatory and the
Royal Greenwich Observatory in England. However, the almanac volumes are printed
both in the United States and in England.
The Nautical Almanac is published annually, and the Air Almanac is published twice
each year. These publications give ephemeristic data for marine and air navigation
respectively (the Air Almanac can be, and sometimes is, used by marine surface
navigators). These volumes are used in many others countries with minor modifications,
chiefly changes in the language used for page headings and in the explanatory material.
The Almanac for Computers is also published by the U.S. Naval Observatory with
mathematical data and instructions for the computation of ephemeristic data using
electronic computers or advanced models of calculators. These almanacs are discussed in
greater detail in later text.
4-8
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4-9
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4-10
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Identify buoyage systems.
2. Recognize buoy types and state their purpose.
3. Compute the visibility of navigational lights.
4. Recognize day and range markers and state their purpose.
5. List at least four elements that make up an ATONs characteristics.
6. Identify the following characteristics of ATON:
a. Color
b. Light rhythm and cycle
c. Number
7. State the two factors that determine the visibility of a lighted ATON.
8. Identify the following terms associated with light visibility computations:
a. Horizon distance
d. Nominal range
b. Meteorological visibility
e. Geographic range
c. Luminous range
f. Computed range
g. Computed visibility
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5.1 INTRODUCTION
In this chapter, you will be introduced to the components of the maritime highway. Just
as you would travel along a roadway in your car by referring to a map and the road signs,
the high seas, coastal approaches, and harbors all have unique signposts to help ships find
their way.
Aids to navigation are indicated on a chart by appropriate symbols, shown in the
numerous graphics comprising Chart No. 1, Nautical Chart Symbols and Abbreviations.
As much information as possible is printed in standard abbreviations near the symbol. For
instance, printed near a light might be Fl 10sec 55ft 12M HORN. This string of
symbols tells us almost all that we need to know about the light.
1. Fl is the abbreviation for flashing. When a light is off for a longer period of time than
it is on, it is said to be flashing. If it is on longer than it is off, it is said to be occulting
(Occ). Lights can also be fixed (F), group flashing (Gp Fl), quick flashing (Qk Fl), and
group occulting (Gp Occ). This list is by no means complete. You can find all of the
types in the latest edition of Chart No. 1.
2. 10sec indicates the period of the light. That is, the time for the light to complete one
full on-off cycle.
3. 55ft is the height of the light above mean high water.
4. 12M indicates that the light is visible, on a clear dark night, for 12 nautical miles.
5-2
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5-3
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5-5
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Action
Look up the LLNR for Key West Harbor
Range in the index.
Next, find the page listing LLNR 12990 in
the main pages.
Each aid to navigation is listed numerically
by LLNR.
Extract the information you need for the aid.
In this case, the position of the light is
2434.7'N, 08148.0'W; characteristic is
quick flashing white.
2.
3.
12890
12990
5-6
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5-7
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5-8
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2.
3.
Action
Locate the light on the chart
and note the name of the
light.
Extract the characteristics
from the Light List.
Compute the distance at
which the light should be
sighted from the height of
eye table.
5-9
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Result
Information gained for
obtaining LLNR from the
Light List.
Height of eye computation
can now be done.
Information concerning
when a light should be
sighted is obtained.
5-10
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5-11
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8.3 miles
11.1 miles
9.4 miles
20.0 miles
19.4 miles
Example 2: Determine the visibility of light Bravo for an observer with a height of eye
of 35 feet.
Solution: From the Light List, determine the nominal range (10 miles) and the height of
the light above water (80 feet). Determine horizon distance from table 5-1.
Height of eye for 35 feet
Height of light (80 feet)
Computed visibility
Nominal range
Answer:
6.9 miles
10.5 miles
17.4 miles
10.0 miles
10.0 miles
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5-13
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5-14
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5-15
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5-16
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For a given range, the true bearing of the range axis will be listed in column 2 of the
Light List immediately below the name of the rear range. As you approach this range and
line up the lights and daymarks as shown in figure 5-6, you are on channel centerline. In
figure 5-6, if the channel axis is listed as 020 and your ship has the markers in line, your
gyro compass should read 020. If it does not, the difference in degrees will equal your
gyro error.
While the range markers discussed above are precisely positioned to mark a channel, you
should also be aware that natural ranges are also used on occasion. For example, a tank
and a radio antenna, when observed in line, may form a natural range marking safe water.
5-17
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5-18
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5-19
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5-20
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Figure 5-9 Light sectors are expressed as observed from the ship
to the light
5-21
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5-22
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5-23
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Figure 5-11 Can buoy on the left and nun buoy on the right
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5-25
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5-26
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5-27
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5-28
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5-29
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Figure 5-16 How the visual guide would appear on a nautical chart
5-30
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Figure 5-17 Aids to navigation as they appear on the western rivers of the United States
5-31
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5-32
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5-33
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5-34
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5.18 SUMMARY
In this chapter, you were introduced to the components of the maritime highway. Just as
you would travel along a roadway in your car by referring to a map and the road signs,
the high seas, coastal approaches, and harbors all have unique signposts to help ships find
the way.
5-35
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1.
Define the terms apparent and mean solar time.
2.
Match the following kinds of time with their definitions:
a.
Greenwich mean time (GMT)
b.
Universal time (UT)
c.
Local mean time (LMT)
d.
Zone time (ZT)
e.
Zone description (ZD)
6-1
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State why standard time zones are used and how they are measured.
Calculate ZD from ships longitude.
State the procedures for adjusting a ships time and date at sea.
Convert ZT to GMT.
Convert GMT to ZT.
Identify the equivalent values for arc and time.
Convert time to arc and arc to time manually.
Convert arc to time using The Nautical Almanac.
6.1 INTRODUCTION
In this chapter you will be introduced to the basics of time. You may be asking yourself
what part time plays in the practice of navigation. You may be surprised to find out how
important time actually is. For example, when we use time to mark the exact second of
celestial observation an error of a few seconds could result in a fix error of many miles
from the correct fix position.
6.2 APPARENT TIME AND MEAN SOLAR TIME
In this section of the course, we will discuss time in more abstract terms. We will look at
how time is measured, some basic terms and definitions associated with time, time zones
and time zone conversions, and how we convert time to arc and arc to time.
The instrument for measuring time is a timepiece. Earth itself may be considered as our
celestial timepiece. Each complete rotation of Earth on its axis provides a unit of time
that we know as a day. Time is important to you because of its relationship to longitude.
As a Quartermaster, you will have to understand this relationship to do your job.
6.2.1 The Solar Day
The two types of time we will discuss here are:
1.
2.
You probably already know that the motion of the Sun and the stars around Earth is only
apparentan illusion created by the rotation of the Earth itself. Solar time is based upon
the rotation of the Earth with respect to the Sun.
The solar day is equal to one rotation of Earth relative to the Sun.
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6.3
DEFINITION OF TERMS
GMT
Greenwich Mean Time (GMT) is the basis or origin of longitude measurement. It is mean
solar time measured with reference to the 0 meridian of longitude located at Greenwich,
England. GMT is of prime importance to you because much of the time referenced in
almanacs relates to GMT.
UT
When we discussed mean solar time we said that it was based on a fictional Sun that is
considered to move at a constant rate of 360 in 24 hours along the celestial meridian.
This solved the problem of unequal day length, but even with mean time there are slight
variations. The most precise time yet developed by man is kept by atomic "clocks,"
which operate using cesium beam oscillators. This steady, internationally adjusted time is
called Coordinated Universal Time (UTC). For our purposes, it is the same as GMT and
is the time signal broadcast as radio time signals.
LMT
Local mean time is mean solar time measured with reference to your meridian; that is, the
meridian where you are located.
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Arc to Time
360 = 24h
1 = 4m
1' = 4s
Action
1.
2.
3.
4.
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Example: Convert
14h 21m 39s units of
time to arc
14h X 15 = 210
21m 4 = 5 15'
(remainder lm X 15 = 15')
Action
1.
2.
3.
4.
Example: Convert
21524' 45" of arc to time.
215 15 = 14h20m
24' 15 = lm36s
(remainder5X4=20
m)
45" 15 = 3s
(remainder9'X4=36
s)
Answer: 14h21m39s
6.5.5 Finding ZD
To calculate the ZD for a given position, follow the steps as shown below.
Step
1.
2.
3.
Action
Divide the longitude of the position by 15.
If the remainder is less than 730', the
whole number quotient from step 1 equals
the ZD.
If the remainder is more than 730', the ZD
is one more than the whole number of the
quotient.
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3.
Action
Find your ZD. 105 15 = 7.
Determine the sign of the correction. You
are in east longitude, so the sign is
negative.
Apply the correction. Your ZD is -7. The
minus sign means that you subtract ZD
from ZT to obtain GMT.
ZT 16h 23m 14s
ZD -7
GMT 09h 23m 14s
Example 2: Assume you are in longitude 75W, ZT is 07h 13m 57s, and you want to
find GMT.
Step
1.
2.
3.
Action
Find your ZD. 75 15 = 5. Therefore, you
are in zone 5.
Determine the sign of the correction. You
are in west longitude, so the sign is
positive.
Apply the correction. Your ZD is +5, so
add the correction to ZT to obtain GMT.
ZT 7h 13m 57s
+5
GMT 12h 13m 57s
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3.
Action
Find your ZD. Divide 156 58' by 15 and
you get 10.
Determine the sign of the correction. You
are in east longitude, so the sign is minus (10).
Apply the correction using the opposite
sign (+10).
GMT 01h 00m 00s
ZD +10
ZT 11h 00m 00s
Example 2: Assume that you are in longitude 145 00 W and GMT is 16h 00m 00s on
30 December. You want to find ZT.
Step
1.
2.
3.
Action
Find your ZD. Divide 145 00' by 15 and
you get 10.
Determine the sign of the correction. You
are in west longitude so the sign is plus
(+10).
Since you are going from GMT to ZT,
apply the correction using the opposite sign
(-10).
GMT 16h 00m 00s
ZD -10
ZT 06h 00m 00s
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3.
4.
5.
6.
Action
Obtain a time tick signal from the
communications center.
Determine from the time tick the next
minute that will be sounded; write this
value down. When the signal is sounded,
start the comparing watch.
At the exact moment the comparing watch
marks on the minute, note the exact time
for chronometer 1. Write down the time for
chronometer 1.
Compare the two time values and
determine the difference of time. It is
always preferable to change the larger time
value to ease addition or subtraction. In our
example, the comparing watch time is the
larger value and equals 1 lh 15m 00s. This
converts to 11h 14m 60s.
Example: Comparing watch
llh 14m
60s GMT
Chrono time
-llh 14m
43s GMT
Chrono error
0h
00m17s
Record results in the Timepiece Rate Book,
compare the results with the previous day
and compute the difference, assign a value if the chronometer is slower; assign a
+ value if the chronometer is faster.
Repeat steps l-5 for the remaining
chronometers, replacing chronometer 1
with the chronometer you are comparing.
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No attempt should be made to determine chronometer error closer than l/2 (0.5) second.
Average daily rates, therefore, are somewhat a more accurate measurement of the
chronometers performance than are the daily checks because, in the former method, any
daily observational errors are averaged out.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Define the following terms associated with the rising and falling tide phenomena:
a. High tide or high water; low tide or low water
b. Range of tide and the duration of rise and fall
c. Stand
2. Define the terms spring tide and neap tide.
3. Match the three types of tides listed below with their characteristics:
a. Semidiurnal
b. Diurnal
c. Mixed
4. Match the following terms associated with tidal reference planes with their definitions:
a. Charted depth
b. Mean high water (MHW)
c. Mean low water (MLW)
d. Mean lower low water (MLLW)
e. Mean range of tide
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Range of tide
Stand
Definition
The maximum height of the water resulting from the
rising tide.
The minimum height of the water resulting from the
outgoing tide.
The period of time measured in hours and minutes
that it takes the tide to go from low water to high
water.
The distance between HW and LW.
A brief period where no rise or fall occurs; this
occurs when the tide reaches its maximum or
minimum level.
The average height of all high-tide water levels,
measured over a 19-year period.
The average height of all low-tide levels, observed
over a 19-year period.
The average of the lower of the low water levels,
observed over a period of 19-years. This is the
reference plane currently used on almost all charts
covering U.S. waters as the basis of measurement of
charted depths and height of tide.
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Step
Date
Location
1.
2.
Time
Ref Station
3.
4.
HW Time Diff
5.
LW Time Diff
6.
HW Ht Diff
7.
LW Ht Diff
8.
Action
Completed
Strip Form
08 SEPT
George
Washington Bridge
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1100
New York
+0 50
+0 46
*0.84
*0.85
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Step
Ref Sta
HW/LW Time
9.
HW/LW Time
Diff
Sub Sta
HW/LW Time
Action
Completed
Strip Form
HW 1241/ LW 0536
10.
11.
Ref Sta
HW/LW Ht
12.
HW/LW Ht Diff
13.
1241
0536
+ 50
+ 46
1331
0622
HW Time LW Tim
HW 4.7 / LW 1.2
Sub Sta
HW/LW Ht
14.
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HW +50 / LW + 46
HW *0.84 / LW
*0.85
4.7 * .84=3.9 HW
Height
1.2 * .85 =1.0 LW
Height
Step
Duration Rise
Fall
15.
Time Fm Near
Tide
16.
Range of Tide
17.
Ht of Near Tide
18.
19.
19 a.
19 b.
HT of Tide
20.
Action
Completed
Strip Form
7h 09m rising
2h 31m
2.9
3.9 ft
1.0 ft
2.9 ft
You have now computed the height of tide for 1100 standard time, September 8, 1993, at
George Washington Bridge, N.Y. The tide will be 2.9 feet above mean lower low water
(charted depth).
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2.
3.
Action
Complete the upper section of the form by filling in the reference, subordinate, and differences
data for 8 SEP 93. Notice on the graph that time is listed along the bottom in even hours
(interpolate when necessary), and the height is listed along the left margin. The solid line at 0
feet is the base line, or charted depth.
Set the height scale. Each line can represent one foot, one-half foot, one-tenth foot, and so on.
Try to use a scale that results in the largest graphical representation practical. In our example, the
largest increment we can use and still remain on the graph is 0.2 feet per line.
Plot the high and low tide times and heights on the graph (fig. 7-6). Use the subordinate station
data since you wish to know the tides at this location (Tue Marshes Light). Start with the first
time and height listed, 0057 at 0.6 feet. Plot as shown below. Continue by plotting the other three
points, then connect each point with a light line.
Figure 7-6 Plot the times of high and low water on the graph
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5.
6.
Action
Divide the first line into four equal segments as shown in figure 7-6. The easiest way to do this is
to extract the length of the line with dividers and place this length on the height scale. In the case
of the first line, this distance is 2.0 feet (approximately). Divide this by 4 and you have the length
of each segment 2.0/4 = 0.5 feet. Measure 0.5 feet along the height scale with your dividers, then,
starting at either end, divide the line into four segments.
At the quarter point next to the high water point, draw a vertical line above the point; and at the
quarter point next to low water point, draw a vertical line below the point equal to a distance of
1/10th of the total length of this line segment (i.e., 2.0 x .l = 0.2 feet). Refer to the example of the
graph (fig. 7-6).
Repeat steps 4 and 5 for the remaining two lines as shown in figure 7-7. Be sure to use the length
of the line you are working with for your computations; using the same measurement for the first
line will not work.
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Action
Draw a smooth curve through the points of high and low waters and the intermediate points,
making the curve well rounded near the high and low waters as shown in figure 7-8. A french
curve is helpful although freehand is fine.
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Definition
When the horizontal movement of water is toward shore or up a tidal river or estuary,
the current is said to be flooding.
When the horizontal movement of water is away from shore or down a tidal river or
estuary, the current is said to be ebbing.
The period of time where there is little or no current is called the minimum before flood
or ebb.
The interval of time in which a tidal current is flooding.
The interval in which the current is ebbing. In a normal semidiurnal tidal current, the
duration of flood and duration of ebb will each be approximately 6 hours, but can vary.
The direction of the current is called SET, and is expressed in the direction TOWARD
which the current flows.
The velocity of the current is called speed of current and is sometimes referred to as
drift.
Nontidal Currents. There are known and charted currents in all three of the major
oceans that are classified as major currents. In the Pacific, the more important ones to
note are the North Equatorial, South Equatorial, Equatorial Counter, Japan Stream,
Oyashiwo, Californian, Australian, and Peruvian. In the Atlantic Ocean, the Gulf Stream
is the most notable because of its clear definition as an ocean current and its effect on
shipping and weather. Another type of tidal current you might encounter is called a
ROTARY current. A rotary current is basically one that flows continually with the
direction of flow changing through all points of the compass during the tidal period.
Rotary currents are usually found offshore where the direction of flow is not restricted by
any barriers.
7.7.1 The Basics
Tidal currents are most pronounced in the entrances to large tidal basins that have
restricted openings to the sea. Helmsmen should keep this fact in mind because they often
experience difficulty in steering ships in tidal basins. Tide rips caused by swift tidal
currents flowing over an irregular bottom often set up rips and eddies that are nearly
always deceptive in appearance and will sometimes change a ships course as much as
30. One characteristic of a tide rip is in the coloring of the water. The line it caused may
not always be straight, but it can usually be seen.
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Step
Date
Location
1.
2.
Time
Ref Station
3.
4.
Action
Completed
Strip Form
08 SEP 93
Sewells Point
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1100
Chesapeake
Bay
Entrance p. 44
Step
Time Diff
Slack Water
5.
Time Diff
Max Current
Vel Ratio
Max Flood
6.
Vel Ratio
Max Ebb
Flood Dir
Ebb Dir
Action
Completed
Strip Form
- 0 41
1.1
8.
Follow the data to the right and find the values for
velocity ratios and directions from the SPEED
RATIOS and AVERAGE SPEED AND
DIRECTIONS columns.
Enter ratio.
9.
10.
Enter direction.
Enter direction.
195
000
7.
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- 0 47
1.0
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Step
Action
Completed
Strip
Form
11.
1012
12.
13.
- 0 41
0931
14.
1246
15.
16.
-0 47
1159
17.
.6 F
18.
19.
1.1
.66 kt F
21.
2h 28m
22.
23.
66
.8
Velocity
24.
Direction
25.
195
20.
1 h 29 m
528
rounded to .5
kt
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Identify the primary reason for using dead reckoning, and match plotting instruments
and tools with their usages.
2. State how you obtain true or magnetic course using the compass rose.
3. State the purpose of a course line, and identify the proper method of labeling course
lines.
4. State the two factors considered when using the dead reckoning process.
5. Match the plotting symbols with their appropriate meaning: DR, EP, visual fix, and
electronic fix.
6. Calculate speed, time, and distance problems using the formula D = S x T, the nautical
slide rule, and the 3-minute rule.
7. List three methods used to measure a ships speed through the water.
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#
1.
2.
3.
4.
5.
6.
Rule
A DR position shall be plotted each hour on the hour.
A DR position shall be plotted at the time of every course change.
A DR position shall be plotted at the time of every speed change.
A DR position shall be plotted at the time of a fix or running fix.
A DR position shall be plotted at the time of obtaining a single LOP.
A new course line shall be plotted from each new fix or running fix.
Course
Course Line
Speed
DR Position
Estimated
Position
Fix
Definition
The ships heading is always expressed in degrees measured clockwise
from 000 through 360. Commonly referred to as the ships head, the
heading can be referenced from true north, magnetic north, or compass.
The ships head is always changing due to the constant yawing motion
caused by the effects of the sea and steering errors.
The course is the direction on which the ship is to be steered. As an
example, the helmsman is ordered to come left steer new course 090 T.
The helmsman would respond by putting the rudder left and steadying the
ship on new course 090T.
The course line is the graphical representation of the course that is being
steered laid on to the chart. Looking back at our example, lets assume the
original course was 094T. The chart would have had a 094T course line
laid on it. When the helm was ordered to steer 090T, a new course line of
090T would be laid on the chart.
This is the ships ordered speed. For example, lets assume that ordered
speed is 12 knots. For purposes of DR, we assume that the ship will travel
12 nautical miles in 1 hour.
This position is determined by laying out the ships course (course line)
and speed on the chart. A DR position does not take into account any
current that may speed or slow the ship.
This is a best guess position using available information.
In practical usage, it starts with the DR position and adds
other data such as the estimated speed and set of the current.
This position is established at a specific time that is believed of high
accuracy. With the recent addition of Global Positioning System (GPS)
WRN-6 satellite fix data, it is now possible to obtain a highly accurate fix
24 hours a day.
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In example 1, time was given in hours and tenths. When time is given or required in
minutes, the same formulas, slightly changed, are still used.
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Example 2. How many minutes (m) are required for a vessel to steam a distance of 7
nautical miles at a speed of 7.5 knots?
The following is an aid to help you remember these formulas. Simply place the letters in
a triangle, as shown in figure 8-1. For distance (D), place your finger over the D and you
have S x T. For speed (S), cover the S and you have D T. For time (T), cover the T and
you have D S
8.3.2 The 3-Minute Rule
Another way of solving problems of distance, speed, and time is by using the 3-minute
rule. The 3-minute rule will help solve mathematical computations without a nomogram
or calculator. The rule states:
The distance traveled in yards over 3 minutes divided by 100 equals the speed in knots.
To simplify, just drop two zeros from any distance traveled in yard in any 3 minute
period.
Example 1: Ship travels 1,600 yd. in 3 min. 1,600/100 = 16 (Speed is 16 knots).
Example 2: Ships speed is 16 kn for 3 min. 16 x 100 = 1,600 yd.
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Caution
Do NOT rely solely on the nautical slide rule to calculate time, speed, and distance
problems. A problem will surely arise when the slide rule is not available. Additionally,
you cannot use a nautical slide rule when taking advancement examinations.
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12 min
73.5 hr
76 hr
9h.r
Speed
14 kt
Distance
146 nmi
.6 nmi
16 kt
874 nmi
8 kt
15 kt
18 kt
11 hr
1485 nmi
918 nmi
132 nmi
) minutes divided
3. Using the 3-minute rule, solve each of the following, rounding to the nearest tenth
where required.
a.
b.
c.
d.
e.
f.
Time
3 min
6 min
3 min
6 min
3 min
3 min
Speed
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Distance
750 yd
1420 yd
765 yd
1140 yd
414 yd
840 yd
Another way of determining speed and distance is indirectly using engine or shaft
revolutions. This data can be derived, or verified, by running the ship over a measured
mile. To do this, you run the measured mile at given engine rpms, and note the time it
takes you to travel the mile. Then using the speed, time, and distance formulas previously
given, you determine the speed for that rpm. A table, graph, or both are then prepared that
relate rpm to ships speed.
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At 1200, you obtain a fix which places your ship 180T; 5 miles from your 1200 DR
position (point X). If you were to maintain your original course of 090T, you will miss
your destination; therefore, a correction is necessary.
Since time was required to record and evaluate your fix and to decide a new course and
speed to reach your destination (point B), the change cannot occur at the 1200 fix.
Instead, you must DR ahead some point in time. In this case, the navigator plots a 1210
DR position based on the old, and still maintained, course and speed. From here the
navigator calculates the new course of 050 T, speed 15 knots. It is important to
remember that the course line will continue in the direction and speed originally ordered
during the time spent obtaining and plotting the fix and while deciding a new course and
speed.
8.5.1 Symbols
The symbol for a DR position is a small semicircle around a small dot on a straight
segment of a course line (fig. 8-5); it will be more or less than a semicircle when plotted
at a change in direction. The letters DR are not used. Time to the nearest minute, stated in
the 24-hour system as a 4-digit number is written nearby. All symbols for labeling
positions are also shown.
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Figure 8-5 Symbols used for labeling positions along a course line
Answers:
1.
a. 10.4 hrs, b. 3 k, c. 1176 nmi, d. 11.5 k, e. 72 nmi, f. 99 hrs, g. 51 hrs, h. 12 k.
2.
3/100/speed in knots
3.
a. 7.5 k, b. 7.1 k, c. 7.7 k, d. 5.7 k, e. 4.1 k, f. 8.4 k
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A variation of the compass, called a beam compass, is used when a greater spread is
required than an ordinary compass can accommodate. The beam compass is simply a
long bar with a needle point at one end and a marking lead or pencil at the other end; both
are adjustable. This compass is very useful when using large-scale charts such as harbor
charts.
Dividers: A pair of dividers is an instrument or tool used to measure the difference
between two given points. It consists of two small pieces of metal, plastic, or wood,
hinged at one end, allowing the opposite ends to be separated. There are needles or points
placed in the ends of both legs which enable the user to obtain a more accurate
measurement and allow the tool to be swung from one length to another without slipping.
There are many sizes of dividers, but the 5- and 6-inch sizes have been found to be the
most popular and useful. Larger dividers are handy at times, but can be clumsy to use.
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To navigate effectively in confined waters, a team of personnel must assist the navigator.
The navigation team composition is as follows:
Position
Navigator
Assistant navigator
Plotter
Bearing takers
Bearing recorder
Fathometer operator
CIC phone talker
Responsibilites
All navigation functions.
Supervises navigation team, assists the navigator.
Plots bearing on the chart, DRs, calculates set and
drift.
Takes bearings on objects as directed by the bearing
recorder.
Relays bearing to the plotter, records bearings,
provides all stations with marks.
Reports depth of the water on each mark.
Provides the bridge with navigation data from
CIC as requested.
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As requested, they furnish the navigation log recorder and the navigational plotter
range and bearing information on designated reference points.
As applicable, they advise the navigation log recorder and the navigational plotter
of the best reference points to use (as they appear on the scope).
They inform the navigational plotter and the navigation log recorder when ship
reaches predetermined turning ranges and bearings.
Coaches sonar operators onto designated objects, such as buoys, reefs, shoals, and
ships at anchor, assisted by the navigational plotter.
Records range and bearing information on buoys, shoals, and the like received
from sonar operators for use by the navigational plotter in fixing the ships
position.
Advises the piloting officer or shipping officer of unusual changes such as screw
beats heard and the Doppler of contacts.
Records and reports depth sounder readings to the navigational plotter and
piloting officer.
Requests readings as directed by the piloting officer or according to the doctrine
of the ship. (Typically, depth sounder readings should be taken and recorded at
least every 30 seconds when the ship is in restricted waters.)
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Supervising CIC personnel charged with maintaining the surface displays (other
than the navigational chart);
Ensuring that the bridge receives timely warning of all shipping of concern to the
ship in passage and any amplifying information on this shipping, including an
evaluation of fog signals reported by lookouts;
Coordinating the use of the sound-powered circuit with the piloting officer on a
time-sharing basis; and
Designating contacts to be tracked, watched, or scrubbed, based on the specific
situation and the desires and policies of the commanding officer.
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Alerts lookouts to surface contacts approaching the ship from outside visual or
audio range
Passes to the piloting officer reports received on surf, obstructions, buoys, and
other objects within visibility range
As a plotter the CIC lookout talker/plotter displays on the surface contact status board
any reports received from lookouts as visual identifications.
Lookouts and Talkers at Lookout Stations
Lookout talkers at lookout stations pass to CIC any information on objects within
visibility range. Reports include such data as bearing, estimated distance, identification,
target angle, and closing or opening range of vessels.
Lookouts must be trained to know what fog signals to expect from a ship underway, a
ship underway but with no way on, a ship at anchor, small craft underway, and the like.
They should be briefed on diaphones and other anticipated fixed signals. Moreover, they
should know how to differentiate between the sound of a ships whistle and a handoperated horn.
Reports include bearings and what the lookouts heard: whistles, horns, etc.; how many
blasts; duration of the blasts (short or prolonged); whether the blasts are becoming louder
or weaker; and whether the other vessel is passing up the starboard side, down the port
side, or crossing ahead. Lookouts report when the ship is abeam of buoys. This
information aids the radar-piloting officer in establishing the ships position and acts as a
check against electronic information.
CIC Watch Log Recorder
We will discuss the CIC watch log at length in a later chapter. Because of the volume of
traffic during radar piloting, it is advisable to have the JA circuit manned for the purpose
of recording the information flow between CIC and the bridge. Recommendations made
by CIC should be logged in the CIC watch log as well as in the radar navigation log.
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The time-distance-speed scale is based upon the 3-minute rule and is very accurate. It
also takes all of the guesswork out of laying out a DR. Its a good idea to have one of
these scales drawn on each of the frequently used harbor charts for a convenient and
ready reference.
8.9.1.3 Anchoring a Ship
Often, CIC is given the responsibility for piloting the ship to anchorage. For this phase of
piloting, lay off on the charts the complete track (indicate course and speed) of the ship
from the time land is first detected until the ship is anchored.
Anchorage charts for the principal harbors of the United States and its possessions are
issued to every ship. These anchorage charts are harbor charts with anchorage berths
overprinted in colored circles of various diameters. On these charts, series of berths of the
same size are laid out in straight lines and are called lines of anchorage. Adjacent circles
usually are tangent to each other. The center of the circle is the center of the berth. Each
berth is designated by a number, a letter, or a combination of both, printed inside the
circle.
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A bearing line of position is drawn from the landmark in a reciprocal direction because
the bearing indicates the direction of the landmark from the observer. If a lighthouse
bears 000, for example, then your ship is located on the 180 bearing line from the
lighthouse.
The tangent is a special type of bearing line that provides a line of position to the edge of
a point of land that is sufficiently abrupt to provide a definite point for measurement.
When a bearing is obtained to the right edge of a projection of land, as viewed by the
observer, the bearing is a right tangent. Similarly, a bearing to the left edge of a
projection of land is a left tangent.
A range arc is a circular line of position. When the distance from an observer to a
landmark is known, the observers position is on a circle having a radius equal to the
measured distance, with the landmark as the center. The entire circle need not be drawn,
because in practice the observer normally knows the position near enough that drawing
an arc of the circle suffices.
Normally, the navigator obtains fixes by plotting lines of bearing to landmarks, while
CIC obtains fixes by plotting radar range arcs from prominent points. However, any
combination of lines of position may be used to determine own ships position. The
following methods are used to obtain radar fixes.
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Thus, using two or more ranges is the best method to obtain a fix in CIC. Ranges can be
plotted on the chart quickly, and fixes obtained by this method are far more accurate than
any of the other methods used in CIC.
8.10 LINES OF POSTION AND FIXES
A line of position (LOP) is a line established by observations or measurement on which a
vessel can be expected to be located. The concept of a LOP is extremely important in
piloting. From a single LOP; one can safely assume that the ship is located somewhere
along that line.
A LOP may be straight (for bearings) or curved (for ranges). To obtain a high degree of
accuracy when fixing the ships position, you must use three or more LOPs.
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Action
1.
2.
3.
4.
Rule: It is common for both bearing takers to be required to shoot bearings on more than one
object. Bearing takers MUST shoot objects closest to the beam of the ship first, and then shoot
objects closest to the bow, and finally objects closest to the stern.
5.
6.
7.
8.11.1 Skills
The table explained only the process that is generally followed to fix the ships position
using true bearings. Learning the actual skills required to function as a member of the
piloting team requires many hours of OJT and meeting requirements for PQS.
Inexperienced QMs normally begin training on the piloting team as bearing takers and
move to stations requiring more responsibilities as their individual skills progress.
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4.
5.
Action
Direct bearing takers to shift to relative bearings using the outer ring of the pelorus; shoot a
round of bearings.
Align the PMP ruler to the ships head. Example: Cse 200 T
With a sharp white grease pencil, mark compass deviation from the deviation tables onto the
PMP scale. Remember + W - E.
Example: For 5 W deviation, mark 205 on PMP scale. 205 is the Compass Cse the
helmsman must steer. When you recommend new courses, use magnetic courses indicated by
the grease pencil mark.
Now mark the 180 and 0 on the PMP scale with the grease pencil. Use these marks to align
the relative bearings.
Plot the round of bearings using the 180 and 0 grease pencil marks.
Figure 8-18 on the following page shows a PMP that is set up for relative bearing
navigation.
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1. After determining set and drift, draw a second set and drift vector from the 1408 fix.
(This second vector is the amount of offset your ship will encounter during the next 3
minutes.)
2. Draw a line from the end of the second set and drift vector to the time 11 DR position.
This is the course own ship must steer to get back on track. The length of the line
indicates the speed that we must use to arrive on track at time 1411. In this case, the
course is 219, and the distance is 1,600 yards. When you apply the 3-minute rule, the
speed to use is 16 knots.
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Micrometer drum
Vernier scale
Index mirror
Horizon glass
Telescope
Filters
Release levers
Description of Function
Indicates the number of degrees of an angle.
Pivots at one end to allow the attached index mirror to reflect an object onto
the horizon glass and swings along the arc scale on the other end to indicate
what the angle measures.
Rotates to make fine adjustments when measuring angles and indicates
minutes of a degree of angle. It is attached to the lower end of the index arm.
One complete rotation moves the index arm 1 along the arc scale. The drum
has 60 graduations, each representing 1' of arc.
Indicates tenths of a degree of angle. It is attached on the index arm adjacent
to the micrometer drum and has 10 graduations, each representing 0.1' of arc.
Reflects objects onto the horizon glass.
Allows the observer to view one object directly on one side while observing a
second object reflected next to it. The half of the horizon glass next to the
frame is silvered to make that portion of the glass a mirror; the other half is
clear glass.
Directs the line of sight of the observer to the horizon glass and magnifies the
objects observed.
Protects the observers eyes when viewing the Sun.
Disengages the index arm from the arc scale to allow the index arm to move
freely.
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Action
Locate the position of the index arm mark on the arc scale.
Determine which degrees the mark is between. The lower reading is the amount of whole
degrees.
Locate the position of the zero mark on the vernier scale.
Determine which minutes the zero mark is between on the micrometer drum.
The lower mark is the amount of whole minutes.
On the vernier scale, determine which graduation mark is most nearly in line with one of the
graduation marks on the micrometer drum. This mark indicates the amount of tenths of a
minute.
Note: To make sure you select the correct mark, look at the vernier marks on each side of the
one that appears to be in line with a drum mark. Both vernier marks will be on the inside of
the closest drum marks.
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Action
1.
2.
Hold the sextant in a vertical position with your right hand on the handle.
Move the index arm to approximately zero on the arc scale with your left hand using the
release levers.
View the horizon through the telescope.
Rotate the micrometer drum to align the reflected image of the horizon with the direct image.
Take a reading.
Repeat steps 3 through 5 at least two more times.
Average the three readings to determine index error.
Apply the index error correction to your angle.
IF index error is...
THEN...
zero
no correction is needed.
positive
subtract the amount of index
error.
negative
add the index error.
3.
4.
5.
6.
7.
8.
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Action
Hold the sextant horizontally with your right hand.
View the left object directly through the telescope.
Release the index arm with your left hand on the release levers and swing the arm so that the
index mirror reflects the center object in the horizon glass below the left object.
Rotate the micrometer drum to fine adjust the reflected object in line with the object viewed
directly.
Take a reading of the angle.
Do you have two people taking angles?
If yes, both angles are ready to be plotted.
If no, repeat steps 1 through 5 using the center object viewed directly and the right object
viewed reflected.
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4.
5.
Action
Loosen the clam screw on the arm you are setting.
Move the arm so that the index line is between the degree you want and the next higher
degree.
Adjust the arm so that the vernier mark indicating the minutes of arc you want is directly in
line with the degree mark closest to it.
Note: Make sure you apply the index error correction to angles.
Tighten the clamp screw on the arm.
Repeat steps 1 through 4 on the other arm for the second angle.
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Action
1.
2.
3.
4.
5.
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A running fix is labeled in the same manner as a visual fix except that the abbreviation R.
fix is put beside the fix and fix time.
Figure 8-37 shows an example of how a LOP is advanced (moved) to obtain a running
fix.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Describe the procedure used to annotate the fathometer echogram.
2. List the components of the fathometer.
3. List at least five types of electronic equipment used in navigation.
4. List the five steps used to plot time difference lines used occasionally with electronic
navigation.
5. List the components and operation of satellite navigation systems.
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GPS is the primary radio navigation system source of PNT (Position, Navigation
and Timing) systems information for the Department of Defense. All DOD
combatant users must acquire, train with, and use GPS systems capable of
receiving the encrypted military GPS signal, the Precise Positioning Service
(PPS).
There are many different types of electronic equipment used in navigation; some of these
you may have used others, you may have only heard about. Some of the more important
ones are:
Fathometer
Radar
Loran-C
RDF
Omega
SATNAV
SINS
GPS
Electronic navigation has become the primary method for both piloting and long-range
navigation. However, you must continually bear in mind that there is no one system that
can always be used. Every method has its own limitations, and you should appreciate and
understand them. Electronic methods are vulnerable because of the possibility of
breakdown, malfunctioning, or damage. They are also subject to atmospheric conditions
and some can be successfully blocked by jamming, capture, or destruction of related
shore equipment by an opposing force. You must, therefore, have a working
knowledge of all navigational methods available to you and be able to use them all
as required. Furthermore, the old saying the equipment is only as accurate as its
operators holds true. And operators are only as accurate as their complete knowledge
of the equipment they are using.
9.2 USING THE FATHOMETER
Charted landmarks on the ocean floor are often useful in assisting mariners in
determining their position. Submarine trenches, canyons, ridges, and seamounts can all
be useful in navigation. Echo-sounding equipment such as the Navy AN/UQN-4 is the
most common fathometer found on naval vessels. This fathometer is the most accurate
for obtaining soundings in shallow depths. The AN/UQN-4 can be set for five different
scales. It is equipped with a digital display for reading all scales and it has a strip chart
recorder that actually traces the profile of the ocean bottom when reading the 600-foot,
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The ships name must be placed at the beginning and at the end of each roll of
paper.
Time in GMT must be marked at the beginning of each watch.
The current date should be recorded each day at 1200.
Time and date must also be marked whenever the unit is turned on.
9.3 LORAN-C
Loran-C (LOng RAnge Navigation) is an electronic aid to navigation consisting of shorebased radio transmitters. The Loran system enables users to determine their position
quickly and accurately day or night in any weather. Your position is determined by
locating the crossing point of two lines of position on a Loran-C chart. Most units today
will give you a direct readout in latitude and longitude, which will allow you to plot your
position even if you do not have a Loran overprinted chart. Loran-C is generally accurate
to nautical mile. The Loran-C system allows you to determine your position by means
of radio signals broadcast by stations of known position. A fix is determined by Loran
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2.
3.
4.
5.
6.
Action
Examine the Loran-C chart for your area. LOP lines are marked with time
difference numbers; chain and secondary identification also appear every few
lines.
Read the time difference in the TDA display.
On the chart, locate the line that most closely fits that reading for the secondary
selected.
Examine adjacent lines and interpolate to determine where the line that
corresponds to your reading is to be plotted.
Repeat steps 2 and 3 for the TDB display.
Locate the point where the two lines cross and label the fix with a small triangle
along with the time affixed close by.
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Accuracy: The AN/WRN 6(V) will provide positions accurate within 100 meters in the
unencrypted mode and positions accurate to within 16 meters or less in the encrypted
mode. At all times, if possible, the AN/WRN 6(V) shall be operated in the encrypted
mode.
Operating Procedures: Specific operating instructions for the AN/WRN 6(V) are
contained in NAVY SPAWAR publication EE170-AA-OMI-020/WRN6. All
Quartermasters should become well versed in the contents of this publication.
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Description of Function
Sends out electromagnetic waves of
energy.
Allows waves to be omitted as pulses.
Beams the energy at the targets and rotates
to scan the surrounding area.
Converts the reflected radio energy
returned from the target into usable data.
Presents the data received visually on a
scope.
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The AN/SPA-25G solves all the range, bearing and plotting problems associated with
target tracking, navigation, Estimated Point of Arrival (EPA), and air traffic control.
Operators can perform formerly manual plotting and range and bearing calculating tasks
through the AN/SPA-25G by pushing buttons, moving its stiff stick control, and reading
and viewing the solution(s) on its indicator screen.
The AN/SPA-25Gs operating controls and status indicators are located on the front
control panel around the CRT as shown in figure 9-7. Table 9-1 lists their reference and
panel designations and describes their operating functions.
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Figure 9-5 Radar Indicator Control Panel 1A2A5 controls and indicators
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PANEL DESIG
FUNCTION
BACKGROUND SWITCH
ENABLED SWITCH
PANEL control
CRT display
POWER LAMP
POWER switch ON
RADAR SELECTOR
VIDEO switch
10
DECAY (SECONDS)
11
RANGE SELECTOR
12
Stiffstick control
13
FUNC SELECT
PLOT/1 switch
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AUTO OFFSET/4
*/5 SWITCH
SEQ/6 switch
Line/7 switch
RECALL/8 switch
ENTER/9 switch
**/0 switch
DROP switch 3
POINT switch
SUP switch
CLEAR switch
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OFFSET TO PD switch
DP ORIGIN TO PD switch
PD ORIGIN
OFFSET switch
14
ON TARGET switch
15
BRIGHTNESS control
16
STATUS control
17
GRAPHICS control
18
DESIGNATOR control
19
RADAR control
20
21
22
INTENSITY 4
Table 9-1
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9.6.1 Bearings
The PPI is equipped with a bearing cursor and a range strobe. The bearing cursor, like
the sweep, appears as a bright line and can be manually rotated through 360. Bearing
information is obtained by rotating the cursor to the center of the target. The target
bearing is then read directly from the bearing dial. On gyro-equipped ships (and most
ships having radars are so equipped), the radar has a gyro input and bearings obtained
from it are true. If a gyro failure occurs the radar presentation automatically re-orients to
a relative picture and relative bearings may be taken from the PPI.
9.6.2 Ranges
The range strobe appears as a bright spot riding on the cursor. As the range crank is
turned clockwise, the strobe moves out from the center. Range is obtained by placing the
strobe on the leading edge (edge closest to the center of the PPI) of the target. The target
range is then read directly from the range dials, either in miles or yards.
9.6.3 Selecting Objects to Shoot
When plotting a radar fix, you will have already been comparing your radar picture
with the navigational chart. Pick out points that show prominently on both the chart and
the radar. Try to locate reliable targets that are easy to identify. You cannot afford to
guess on what you are using to obtain a range from. Objects not permanently fixed to
shore or the ocean bottom such as buoys should not be used when obtaining a radar fix.
Tangents also should be used as a last resort.
9.6.4 Shooting Ranges in Proper Order
The order in which you take your radar ranges is just as important as it was in visual
bearings. Take radar ranges ahead and astern first because they are changing most
rapidly, then take ranges on or near the beam. As is true with visual fixes, time is a
critical element. Work quickly, but accurately.
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Step
1.
2.
3.
4.
5.
6.
7.
Action
Locate the distance scales or the latitude scale near your approximate location
on the chart.
Measure the distance on the scale using a compass.
Locate the charted navigational point used for the range.
Place the sharp point of the compass on the chart where you took the range and
draw an arc in the vicinity of your DR position.
Repeat steps 2 thru 4 for all the ranges obtained.
Locate the area where the lines of position (arcs) all cross each other
Label the radar fix by putting a small triangle around the intersection of the
ranges, with the time of the fix noted close to the symbol.
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9.8.1 SINS
SINS (Ships Inertial Navigation System) is the process of directing the movements of a
rocket, ship, aircraft, or other vehicle from one point to another, based on sensing
acceleration of the vehicle in a known spatial direction with the aid of instruments that
mechanize the Newtonian laws of motion, and integrating acceleration to determine
velocity and position.
SINS is an accurate, all-weather, dead reckoning system. It employs gyroscopes,
accelerometers, and associated electronics to sense turning rates and accelerations
associated with the rotation of the Earth, and with ships movement relative to the surface
of the Earth.
9.8.2 Radio Direction Finders
Radio beacons were the first electronic aid to navigation. The basic value of the radio
beacon system lies in its simplicity of operation and its relatively low user costs, even
though the results obtained may be somewhat limited. The Radio Direction Finder (RDF)
is a specially designed radio receiver equipped with a directional antenna. The antenna is
used to determine the direction of the signal emitted by a, shore station, relative to the
vessel. A radio beacon is basically a short-range navigational aid, with ranges from 10 to
175 nautical miles. Bearings can be obtained at greater ranges, but they are usually of
doubtful accuracy and should be used with caution. When the distance to a radio beacon
is greater than 50 miles, a correction is usually applied to the bearing before plotting on a
Mercator chart. These corrections, as well as information on the accuracy of bearings,
plotting, and other matters, are contained in DMA publication 117, Radio Navigational
Aids.
9.8.3 Navigation Sensor System Interface (NAVSSI)
The Navigation Sensor System Interface (NAVSSI) is a U.S. Navy system that distributes
highly accurate navigation data to shipboard systems and provides an electronic display
of Digital Nautical Charts for use by the ships navigation team. NAVSSI is deployed
aboard over 70 surface combatants. It is a highly capable and robust system that supports
many interfaces and is designed to meet the Navy requirements for Electronic Chart
Display and Information System-Navy (ECDISN).
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NAVSSI- DCS
The Display Control Subsystem is the Human-Machine Interface (HMI)
subsystem of the AN/SSN-6 system. The user controls the AN/SSN-6 system by
using the DCS video screen, trackball, and keyboard. The DCS takes the position,
velocity, and time (PVT) information from the RTS and acts as an interface to aid
in navigation tasks such as piloting, voyage-planning, voyage-management, and
training. The DCS is located in the chart room on most ships, and provides the
overall system control, data processing, storage and the operator interface for the
NAVSSI system. The set-up of the DCS is critical to proper system performance.
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It is a highly capable and robust system that supports many interfaces and is designed to
meet the Navy requirements for Electronic Chart Display and Information System-Navy
(ECDIS-N).
The Navigation Sensor System Interface (NAVSSI) integrates inputs from various
shipboard navigation sensor systems, distributes the integrated navigation solution to
shipboard users, and provides a dedicated workstation to the ship's navigator.
The Navigation Sensor System Interface (NAVSSI) collates, displays and disseminates
all available own-ship navigation information on a common computer system. Using
Navigation Satellite Timing and Ranging (NAVSTAR) GPS as its primary source of
navigation data, the system provides real-time position and displays historical
information on watch station computer terminals. It also automates logs kept for
navigation records.
9.8.4 AN/SSN-6(V)2 Navigation Sensor System Interface System (NAVSSI)
The AN/SSN-6 Navigation Sensor System Interface (NAVSSI) System is an integrated
shipboard system that automatically accepts, processes, and disseminates navigation and
time information from various shipboard navigation sources.
The AN/SSN-6 provides a means for users to obtain data verification, digital mapping,
and the programming of selected way points. The AN/SSN-6 utilizes inputs from the
Inertial Navigation System (INS), AN/UQN-4 Sonar Sounding Set, and EM Log to
provide extremely accurate position (latitude and longitude), velocities (N-S, E-W, and
vertical), ownship heading (OSH), roll, pitch, depth below keel, speed through the water
(OSS), own ships distance (OSD), and extremely accurate time. The AN/SSN-6 also
receives GPS satellite data via two embedded GPS VME Receiver Cards (GVRC).
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Measure, convert, and record barometric pressure.
2. Determine apparent wind, relative wind, and true wind using anemometers or visual
estimation.
3. Identify cloud types and match them with their correct heights.
4. Measure temperature, dew point, and relative humidity.
5. Convert temperature to Celsius or Fahrenheit.
6. Observe and report weather conditions using form CNOC 3140/8.
7. Describe weather conditions associated with fronts.
8. Recommend course of action to evade storms.
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Figure 10-4 shows comparative readings on the inch and millibar scales.
The aneroid barometers normally can be read no closer than 0.01 inch.
Aneroid barometers are the standard pressure-indicating instrument aboard ship and the
type of barometers that Quartermasters will encounter most frequently.
Barometers should be calibrated yearly in accordance with PMS.
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Usually, isobars are drawn for equal intervals of pressure (every 4 millibar for example),
and frequently, isobars do not pass through reporting stations. Isobars never join or cross.
Some may run off the chart, but others may close, forming irregular ovals that define the
areas of highest and lowest pressure (fig. 10-6). Air (wind) flows from high-pressure
areas to low-pressure areas. The strength of the wind depends upon two factors: the
amount of difference in pressure and the distance of the high-pressure area (high) from
the low-pressure area (low). These two factors combined are called pressure gradient.
The greater the gradient, the stronger the wind. Thus, isobars can give a rough indication
of the amount of wind. The closer an isobar is to another, the greater the amount of wind
in that area. In figure 10-7, the isobars represent pressures of 992.2 mb, 987.1 mb, and
982.1 mb.
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The spacing and shape of isobars are seen in figure 10-6, which also shows how complete
isobars are formed. Isobars are always smoothed out curves, usually making irregular
ovals around the high- or low-pressure center.
Refer to figure 10-7 and you can see that only part of each isobar (the upper right portion
of the oval) appears in the diagram. In this pressure system, that area of greatest pressure
is at the systems center. This high-pressure area is also called a high or an anticyclone. If
the pressure is 992.2 mb at Chicago, 987.1 mb at Moline, and 982.1 mb at Logan, the
area of lowest pressure is in the vicinity of Logan. This area would be a low, or a
cyclone.
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3.
4.
5.
Action
Grasp the instrument by the handle and hold it in an approximately vertical position at arms
length with the sight at eye level.
Aim the instrument at an imaginary point on the horizon. This is done by aligning the center of the
slot in the front of the sight with the center of the strip between the two slots on the rear sight. Aim
it as you would a gun.
Press and hold the vane locking trigger. Note the reading on the 0 to 60 (upper) scale on the wind
speed indicator. If the wind speed reading is less than 15 knots, press the range selecting trigger on
the side of the housing, and observe the reading on the 0 to 15 scale. Care must be taken not to
take the first reading on the 0 to 15 scale because a wind speed in excess of 15 knots may damage
the anemometer.
Note the motion of the wind vane as it moves between the extremes, and release the vane locking
trigger when the vane is in the position of the predominant (average) wind direction.
Carefully lower and tilt the anemometer and note the wind direction reading on the direction dial.
If the wind is being observed facing aft, the direction must be converted in relation to the bow.
Add 180 for directions from 0 through 90. Subtract 180 for directions from 270 through 360.
Maintenance of the AN/PMQ-3 should be in accordance with PMS instructions.
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Column
Name
Type
Time
Sky and
Ceiling
Prevailing
Visibility
Weather
and
Obstructions
Sea Level
Pressure
Temperature
Dew Point
Temperature
Wind
Direction
Wind Speed
Wind
Character
Altimeter
Setting
Remarks
Observers
Initials
Station
Pressure
Total Sky
Cover
6
7
8
9
10
11
12
13
15
17
21
Column
Number
(A)
(B)
(C)
(D)
(E)
(F)
Explanation
Either SA for hourly observation, or L for local observation (OBS). OBS
are required for aircraft mishaps, collisions, man overboard.
The time of the OBS always in GMT, must be recorded within 5
minutes, from 55 to 59 only!
The base of each layer of clouds and the type of sky cover associated
with that layer. Always drop the last two zeros for the height. 15 BKN
= 1500 feet and broken sky coverage at that layer.
This is the prevailing visibility reported to the nearest nautical mile.
Report items such as funnel clouds, hail, sleet, and fog.
Sea level pressure in millibars, entered in ten, units, and tenths. Enter 132
for 1013.2.
Enter the dry-bulb temperature from the psychrometer.
The nearest dew point temperature to the nearest whole degree
Fahrenheit.
The direction from which the TRUE wind is blowing.
Average wind speed at the time of OBS.
Gusting or squalling if appropriate.
Station pressure reduced to sea level.
Operationally significant information.
Self explanatory.
Pressure in inches.
Estimated total sky coverage by clouds or other obstruction reported in
tenths.
Column
Name
Position
Course
Speed
Seawater
Temperature
Sea Waves,
Period, and
Height
Swell Waves,
Direction,
Period, and
Height
Explanation
Abbreviated ships position.
General direction of the ships course.
Ships speed.
Seawater temperature reported to the nearest 0.1 Fahrenheit.
The duration in seconds from the crest of one wave to the next and the
average wave height. Sea waves are caused by local wind conditions.
The direction, duration in seconds from the crest of one wave to the next,
and the average wave height.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1.
Identify steering control consoles components.
2.
Steer the ship from the bridge.
3.
Steer the ship from after steering.
4.
Steer the ship during special evolutions.
5.
Describe the effects of wind and current on the ship.
6.
Rig and verify combinations of navigational lights.
7.
Describe the components of tactical messages.
8.
Identify flags and pennants.
9.
Encode and decode tactical signals.
10.
Operate ships radars.
11.
Prepare commanding officers night orders.
12.
Maintain Ships Deck Log.
13.
Determine and plot the ships position.
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Maintain logbooks.
Maintain the DR track.
Maintain a plot in support of weapons.
Determine ships position in relation to PIM.
Compute estimated time of arrival.
Determine set and drift and make recommendations to the OOD.
Time celestial observations.
Provide input for ships position reports.
Render honors and ceremonies.
Report visual contacts.
Make recommendations based on Rules of the Road.
Read flaghoist display.
Set up the bridge for special evolutions.
Describe the duties of QMOW while at anchor.
Dress and full dress the ship.
Hold morning and evening colors.
11.1 INTRODUCTION
In this chapter you will learn about the ships bridge, where the Quartermaster spends
most of his or her time. We will put together much of what you have learned previously
in this book plus new topics.
The ships bridge is where all orders concerning the actions of the ship are issued. While
under way the officer of the deck (OOD) directs every action. As Quartermaster of the
watch (QMOW), you will be an assistant to the OOD. You are responsible for knowing
not only your duties but also those of all bridge watchstanders and the operation of all
bridge equipment. In the last section of this chapter, the duties of the QMOW will be
described for each watch stood throughout the day at sea.
11.2 BRIDGE EQUIPMENT
As you might imagine, there are many pieces of equipment on any ships bridge. Each
ship class has installed equipment to enable that ship to do its job. It would be almost
impossible to describe each and every piece of equipment that would be found on the
bridge of a ship. However, equipment that is normally found on all bridges will be
covered. As a QMOW, you are responsible for knowing how to operate all equipment
located on the bridge of the ship to which you are assigned. This may seem to be a large
tasking; however, as you complete PQS for different watch stations on the bridge, you
will gain the required knowledge to operate the bridge equipment for your ship.
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Each fireroom has a double engine order indicator (fig. 11-8) to alert the fireroom to
changing steam requirements.
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Indicator-Transmitter
The indicator-transmitter displays the ships speed on a dial or digital display and the
distance on a counter and transmits speed and distance information to various equipment
and remote indicators throughout the ship.
The main internal components of the indicator transmitter are the speed servo, the
integrator, and the distance servo. The main external components of the indicatortransmitter are a distance motor, a speed dial, a distance counter, an electronic trim pot
assembly, and a dummy signal unit.
The ac signal voltage produced by the rodmeter is fed to the speed servo. The speed servo
drives the synchro output transmitters, the dual-pointer dial, and the integrator. The
integrator converts the speed input to a distance-traveled output, which drives a synchro
output transmitter and a six-drum counter to display distance traveled.
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Figure 11-19 Type F and Type F (Hi-Shock) Shipboard Wind Measuring and
Indicating System (WMIS)
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The Envelope key allows the operator to select the desired SHOLD. Pressing the
'Envelope' key produces the list of possible envelopes (defined by the envelopes
configuration). The resultant window is illustrated in figure 11-22.
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When the Compute key is pressed, the MFCR recommends two possible ship speed and
course combinations which would produce the desired relative wind, given the current
true wind as shown in figure 11-24.
Pressing the Notes page produces notes associated with the particular envelope (refer to
figure 11-25).
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Figure 11-26 True or Relative Wind and Ships Velocity in Digital Format
Display
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Figure 11-28 Relative Wind, Tape Heading, Speed Bar Graph and
Digital True Wind and Local Time Display
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143
138
130
120
2.0
1.5
1.0
0.5
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Initially, the lamp burns only at about 25 percent of designed intensity. It takes 2 to 3
minutes to reach maximum brilliance.
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Supplied with the light are red, green, and amber lenses, a 15-foot power cord for
supplying power from the ships electrical source to the storage box, and a 25-foot cord
for supplying power from the storage box to the light.
For signaling, the light may be held in the hand and operated with the trigger. It has an
effective signaling range of 4,000 yards and is designed to send up to 12 words per
minute.
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To obtain the proper focus for each eye, turn both binocular scales to the +4 setting. Hold
the binoculars firmly against your eyebrows. To get the focus for your left eye (only one
eye can be focused at a time), cup the right hand over the right lens, cutting all light to
that eye. Be sure to keep both eyes open, however, because closing one eye will give an
incorrect focus. Train the binocular on a small well-defined object.
Slowly turn the eyepiece from the +4 setting until the object stands out in sharp detail.
The reading on the scale gives you the correct focus for your left eye. Now do the same
for your right eye. The chances are the setting will be different. Repeat this step several
times to make sure the focuses are correct.
Once you get the glasses focused properly, remember your settings so you can focus your
binoculars on a very dark night. The correct night focus usually is a -1 setting from your
day focus for each eye.
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Dont attempt to repair optical equipment. Send it to where they have the proper
equipment to make repairs.
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The eyepiece assembly consists of glass elements that function to magnify and focus the
image on the eye of the operator. The Mk 37 NVS has seven glass elements in each
eyepiece. The eyepiece assembly is purged and sealed in an atmosphere of dry nitrogen
to prevent fogging. The Mk 37 NVS is supplied with a monocular eyepiece; attached to
the eyepiece is a rubber eyeshield, which protects the eyes and aids in security by
covering the areas around the eye. Light leaks are thereby prevented. In addition to the
monocular eyepiece lens, the Mk 37 NVS is supplied with a binocular eyepiece lens. This
lens allows the observer to use both eyes, thereby reducing eye fatigue. The binocular
eyepiece allows a small amount of backglow from the image tube to illuminate the
operator but is acceptable for most surface-ship applications.
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Now that you have the sights operational, you must learn scanning procedures. A welltrained operator will see more than an inexperienced one.
Targets that are readily identifiable by a trained observer will invariably escape detection
by the untrained eye. You must learn to scan through practice. Detailed information to
help develop scanning skills is given in Basic Military Requirements.
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OPERATION
This NVS is similar in operation to other NVSs used by the Navy. The same precautions
should be exercised with it as with the others. For passive operation, set the OFF-ONPULL IR switch to on and observe that a green glow is visible in the eyepiece. Adjust the
eyepiece and objective lens for proper focus. The pocketscope is ready for passive night
vision operation. For IR illuminator mode (active), pull out the OFF-ON-PULL IR switch
and rotate it to the PULL-IR position. Observe that the area in the immediate front of the
pocketscope is illuminated.
CAUTION
The IR source is a light that is invisible to the unaided eye. However, the light from the
illuminator can be detected by opposing forces using NVSs.
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Damp or wet flags are mildew prone. When flags are wet, dry them as soon as possible
by hoisting them on the signal halyards. This should not be done when under way or
when in high winds. Air bunting is an excellent way to dry flags. This can be done on
request from the senior officer present.
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Anchor the loop of the slipknot to a stationary object before starting to bury the
cover. You can then use both hands and the weight of your body to more easily
bury the cover over the core and crossover.
Flex and loosen the line at the crossover point during the final burying process.
Hammering the cover at point X will help loosen the strands.
With larger ropes, it is helpful to securely anchor the slipknot; attach a small line to the
braided core at the crossover; and mechanically apply tension with either a block and
tackle, capstan, come-a-long, or power winch. Tension will reduce the diameter of the
core and crossover for easier burying.
9. Prior to whipping (see fig. 11-56), it is to your advantage to stitch-lock the splice to
prevent no-load opening. You will need approximately one fid length of nylon or
polyester whipping twine. The twine should be about the same size as the strands of line
you are stitching. Strands cut from the line may be used. To begin the lock stitch, pass the
twine (A) through the line as shown in step 1, figure 11-56. Reinsert the twine as in step
2, figure 11-56. (Ensure that all stitching is just snug. DO NOT TIGHTEN.) Continue
until you have four complete stitches. After you have four stitches, turn the line 90
degrees and pass the remaining end (B) through the line perpendicular to the original
stitches to make four more stitches. The line should now look like step 4, figure 11-56.
Now take ends A and B, tie a square knot, and bury the ends in between the cover and the
core. You may now whip the line or leave it.
You will become more proficient at splicing line each time you do it. Remember to
follow each step the manufacturer has laid down in the splicing manual. This must be
done for safety reasons. The splices described and the methods for accomplishing them
have been tried and proven. They leave no margin for shortcuts.
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Turning Circle
Advance
Transfer
Tactical Diameter
Final Diameter
Definition
A ships pivot point is a point on the centerline
about which the ship turns when the rudder is put
over. The pivot point scribes the ships turning
circle.
A ships pivot point is nearly always located about
one-third the ships length from her bow when
moving ahead, and at or near her stern when moving
astern. The location of the pivot point will vary with
ships speed. An increase in speed will shift the
pivot point in the direction of the ships movement.
A ships turning circle is the path followed by the
ships pivot point when making a 360 degree turn.
The diameter of the turning circle varies with rudder
angle and speed. With constant rudder angle, an
increase in speed results in an increased turning
circle. Very low speed (those approaching bare
steerageway) also increases the turning circle
because of reduced rudder effect.
Knowledge of the turning characteristics of ones
ship is essential to safe shiphandling, particularly
when in restricted waters.
Advance is the amount of distance run on the
original course until the ship steadies on the new
course. Advance is measured from the point where
the rudder is first put over.
Transfer is the amount of distance gained towards
the new course.
Tactical diameter is the distance gained to the left or
right of the original course after a turn of 180 is
completed.
Final diameter is the distance perpendicular to the
original course measured from the 180 point
through 360. If the ship continued to turn at the
same speed and rudder indefinitely, it would turn on
this circle. The final diameter is almost always less
than the tactical diameter.
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Angle of Turn
Definition
Standard tactical diameter is the specific distance
recorded in tactical publications for each ship. It
varies with each ship class.
Standard rudder is the amount of rudder angle used
to make the ship turn in the standard tactical
diameter. On most ships, this is equal to 15.
Angle of turn is the angle measured from the point
where the rudder was put over to the point where
the ship steadies on the new course.
For example, if a ship is on course 300 and turns
starboard to new course 345, the angle of turn is
45.
Using Turn Bearing: Finding the angle of a turn is
necessary for using turn bearings. A turn bearing is
a bearing from an ATON on which the ship will put
the rudder over to execute a turn. Every ship
maintains a tactical characteristics folder, which
contains advance and transfer tables as shown in
table 11-1. Advance and Transfer tables are used to
determine turn bearings. They are entered using the
angle of turn and the ships speed.
Drift Angle
Kick
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When the rudder is put over in making a turn, the stem is forced away from the direction
of the turn. Because of momentum, the ship turns very slowly from her original course
for several lengths. She then commences to gain ground in the new direction, moving
sideways through the water to a considerable degree. This naturally results in loss of
speed and is why, when a column turn is made, a vessel gains rapidly on the ship ahead
while that ship is turning, but loses this distance during her own turn when the first ship
completes her turn and steadies on the new course.
Each ship should have available on the bridge a folder of the ships tactical
characteristics. It should be carefully studied by all shiphandlers. Pertinent data should
also be available at other stations concerned with ship maneuvers, such as the combat
information center (CIC).
These tables are drawn up with the ship making several turning runs at different speeds
and using various rudder angles. Table 11-1 is a sample advance and transfer table for a
ship making a turn at 15 knots, using standard rudder. Similar tables are compiled for
other rudder angles at the same and different speeds. The time required to make the
various turns may also be shown.
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How far along the DR track will the ship travel from the time 25 knots is rung up
until she is making that speed?
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The courses the helmsman steers must be ordered by the conning officer. The
helmsman should have the ship on course before he or she surrenders the wheel to
his or her relief. This does not apply to master helmsman.
The words port and starboard are never used when giving orders to the
helmsman. When an order necessitates a change of rudder angle to right or left,
the direction of change is always stated, such as right full rudder.
The helmsman always repeats all orders back to the conning officer, as they were
given (word for word). Standard orders to the helmsman and their corresponding
meanings are as follows:
Helm Order
STEER 190
STEADY ON 225
INCREASE YOUR
RUDDER
MEET HER
STEADY AS YOU GO
Action
Normally equal to 35 of rudder.
Means to swing the ships head in the direction
stated and steady it on the course given; in this
example, 148. The order is frequently stated
COME RIGHT (LEFT) TO 148."
Usually given for only a minor change of heading to
the number of degrees specified.
States the course on which the ships head is to be
steadied. It is normally given while ships head is
swinging. You may use up to 30 of opposite rudder
to steady the ship.
Means to increase the rudder angle and is usually
ordered when the conning officer wants the ship to
move more rapidly. May be given as a specific
amount such as increasing to right full rudder.
Signified to reduce the rudder angle. It may be
given as "EASE TO 15 (10 20 RUDDER" or
"EASE YOUR RUDDER TO RIGHT 15)."
Means to put the rudder on the centerline; no rudder
angle. As a rule, this order is merely "RUDDER
AMIDSHIPS!"
Means to check the swing by putting on opposite
rudder.
Means to steady the ship on the course it is heading
at the time the order is given. If the ship is swinging
at the time, heading must be noted and the lubbers
line brought back to and steadied on it as soon as
possible. The order is also stated as "STEADY," or
"STEADY AS SHE GOES."
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VERY WELL
Action
Commands you to change to the same number of
degrees of opposite rudder angle.
A warning that the ship is going off the course
because of bad steering.
Given when the presence of some danger on one
side or the other makes it necessary to avoid a set in
that direction.
Continue to steer the course you are heading.
Usually given after you state the course you are
steering.
A statement to the helmsman. He or she should give
the ships head at the time of the command, for
example, "two seven five, sir."
Reply of conning officer to helmsman, meaning that
the response is understood.
11.7.3 Techniques
The helmsman must repeat distinctly, word for word, every order he or she receives. This
is done so the conning officer knows the helmsman understands his or her command. To
respond to an order such as STEADY AS YOU GO, follow the repeating of the order
with the reply STEADY ON 110, or whatever the course was you marked when you
received the order. Do this once the ship steadies up.
As a master helmsman, you must know more about how your ship steers than anyone
else. Every ship handles differently. Many hours on the helm will allow you to anticipate
how the ship will react. Here are some tips, which were gathered from senior
Quartermasters concerning steering the ship.
General Techniques: The first rule that you must follow is to pay attention at all times!
Many helmsmen have found themselves in a world of trouble because they lost focus,
and then chased the helm. This is how ships become damaged (which the U.S. Navy
frowns upon).
Never oversteer. Steering a ship is often a situation where less is more. Always use the
least amount of rudder necessary to maintain course. Be patient, the ship will respond. A
common mistake is to use more rudder than needed to maintain course, which results in a
snaking effect.
On the other hand, use the rudder when needed. Commands like MEET HER and
STEADY AS YOU GO warrant the use of rudder up to 30, if necessary. Other ships in
formation judge another ship by the way she makes her turns. Make sure your ship turns
smartly. Quick and precise maneuvers are the name of the game!
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2. Blinker
3. Aircraft
Warning
Description
The wake light (white) for ships
is installed on the fantail or
afterpart of the ship to illuminate
the wake. It is mounted so that no
part of the ship is illuminated.
The fixture is watertight and of
tubular construction. The wake
light, like the running lights, has a
two filament bulb with a primary
and secondary switch position on
the control panel.
The blinker lights are located on
the yardarms and are used for
sending flashing light. The
blinker lights are used with signal
keys, which are normally
installed on the bridge and signal
bridge. The blinker light switch
must be in the ON position for
the signal key to be activated.
The aircraft warning lights are
360 red lights. They are installed
at the truck of each mast that
extends more than 8 meters (26
feet) above the highest point of
the superstructure. Two aircraft
warning lights are installed if the
one light cannot be seen
throughout 360. If two masts are
tall enough to require these lights
but are less than 15 meters apart,
they will be installed only on the
higher mast.
The crank/switch controls a pair
of red lights that have multiple
uses. The lights are located 6 feet
apart (vertically) and mounted on
brackets that extend abaft the
mast or structure and to port
thereof. This mounting
arrangement permits visibility, as
far as practicable, throughout the
360 arc.
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Energized When
Engaged in towing operations or
whenever the wake needs to be
illuminated.
6. Blue Stern
7. Anchor Aft
8. Anchor Forward
Not Shown:
ASW Light [Grimes light)
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Flaghoist
Visual)
Description
The VHF radio commonly refer to as the bridge-to- bridge circuit is often used to
exchange unclassified information between ships. All vessels over 100 meters in
length are required to be equipped with VI-IF capability.
When conducting operations, the RT circuits are probably the most frequently used
method of communicating. Each ship involved is assigned a call sign. There are
normally at least two secure frequencies assigned for any operation by the officer
in tactical command (OTC). One frequency is used for encoded tactical signals,
while the other is used for secure plain voice communications.
Tactical and information signals are communicated using signal flags. The flags and
pennants are divided into two flag bags. The allied bag contains 68 flags and
pennants that are used to communicate with other naval ships. The international flag
bag contains 40 flags and pennants that are used to communicate with merchant
ships.
Flaghoists are always read from the top outboard side then down and inward. In other
words, if three hoists are closed up (at the top of the halyard) start at the
top outboard side and read down, then go to the top of the next inner hoist and again
read down, and so on.
Flashing Light
Semaphore
Make up and execution of flaghoist messages or signals are directed by the OOD.
Searchlights equipped with special shutters and red lenses are used at night to send
messages or signals. Standard Morse code is transmitted to the receiving ship.
Semaphore is much faster than flashing light when transmitting messages over a
short distance. It is normally used while ships are alongside conducting
UNREP.
Messages are sent using hand flags or light wands.
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hour
l/2 hour
15 minutes
10 minutes
3 minutes
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The Magnetic Compass Record Book must be filled in each time the ship changes course
and on the hour and every l/2 hour. For example, if a ship changed course at 1947 an
entry would be made. The next entry would be 2000 and 2030, and so on until the next
course change. Gyrocompass error is entered in the remarks column each time it is
computed.
The Standard Bearing Book is used to record bearing, range, and location of ATONs or
radar points used to fix the ships position, during piloting. Remember to enter the
latitude and longitude of every ATON or radar point used to fix the ships position
beginning on the inside of the back cover or as directed by the navigator.
Weather observation must be made each hour whenever a ship is under way. You should
begin your observations about 15 minutes before the hour. This allows you to completely
record the observation data on the weather observation sheets prior to obtaining the
hourly fix of the ships position.
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Action
Find the CMG and SMG between the 0900 (A) and 1000 (C) fixes. You can see the CMG = 089
and SMG = 11.2 kn.
Using a parallel ruler or PMP, find the direction between the 1000 DR (B) and the 1000 fix (C).
As you can see, this equals 140, the ship is being set in the direction of 140
Using dividers, measure the distance between the 1000 DR (B) and the 1000 fix (C). The distance
is equal to 2.0 nmi.
To find drift, divide the distance by the time between the two fixes. For our example the time
between the two fixes is 1 hour. Drift equal 2.0/1.0 or 2.0 kn.
Note: You may measure set and drift over many hours, if necessary. For example, if distance = 8.4
nmi, time = 7.5 hours what is the drift? 8.4 + 7.5 = 1.12; drift equals 1.12 knots
Allowing for Set and Drift: Once you have determined set and drift, you can allow for it
to make your desired course and speed.
Example: Lets assume that you need to make course 265 and speed 15 knots good to
arrive at the desired location on time. Set and drift are determined to be 185 at 3 knots.
Use the following table and figure 11-63 for this example.
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Action
From your latest fix (A), lay out course and speed to make good (B).
From A, lay out a line in the set direction of 185 and the amount of drift of 3 knots (3 nmi),
which gives you point C.
Determine the course to steer by finding the direction between C and B. This is equal to 276 in
our example.
Determine speed necessary to make 15 knots good by dividing the distance between C and B by
the time of the run.
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Action
When close aboard with the bow of each ship about to pass, the junior vessel sounds the
command ATTENTION TO PORT OR STARBOARD.
When abreast, the junior vessel sounds the command HAND SALUTE.
When the senior acknowledges the rendered honors, the junior vessel sounds the command
CARRY ON.
2.
3.
11.14.11
Reporting Contacts
While under way, its the lookouts job to report visual contacts (other ships). Again,
remembering that the QMOW is an assistant to the OOD, report any contacts that you
observe.
Report a new contact to the OOD by relaying the following information about the vessel:
Relative bearing
Range in yards
Type of vessel and class if possible (merchant, naval, DDG, and so on)
11.14.12
Making Recommendations Based on Rules of the Road
The OOD is thoroughly versed in the Rules of the Road; however, you may make
recommendations concerning navigational light displays and prescribed sound signals
required by the rules.
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11-117
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Plan and construct great-circle tracks.
2. Plan and construct coastal tracks.
3. Plan and construct restricted water tracks.
4. Plan and construct precision anchorages.
5. Plan for deployments.
6. Plan and construct navigation briefs.
7. Prepare to enter or depart port.
12.1 INTRODUCTION
In this chapter we will discuss one of the most important aspects of navigation; voyage
planning. Every successful voyage starts with a well thought out plan. We will cover all
details of developing a plan that will enable you to have a successful voyage.
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Description
Select a great-circle chart that has a point of tangency nearest your ships
predicted track.
Draw the track and check for dangers (consult sailing directions).
Transfer to open ocean Mercator charts (plotting sheets).
Label all departure points.
Determine SOA and lay out PIM.
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4.
5.
6
7.
Note: If the track must be redrawn, always do so on the gnomonic chart. This will
have less impact on overall mileage than navigating around dangers on a Mercator
chart.
Select convenient points to use to transfer the track to small scale Mercator charts.
Normally these points should be about 300 nmi apart; refer again to figure 12-1.
Label the points beginning with the letter A.
Extract and record the latitude and longitude of each point.
This information can be used later for the movement report (MOVREP).
Transfer the points to small scale Mercator charts (fig. 12-2) to show the entire
transit.
Transfer the points to larger scale Mercator charts that cover about one leg of the
transit each.
8.
9.
Example: Transfer points A and B on the first Mercator chart selected; transfer
points B and C on the second Mercator chart selected; and so on.
Label the track with course and distance for that leg.
Go to steps 7 and 8 until all legs of the track have been transferred and labeled.
Now the last stage is to lay out PIM. Move on to page 5.
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2.
3.
4.
Action
Find the total hours available for the transit.
19 0700 = 18 3100
10 1200 10 1200
8 1900 = 8 days x 24h + 19h or 211 hours
Add together all rhumb line distances between points A through H. For our example, well assume
this to be 2247.5 nmi.
Determine the overall SOA. 2247.5 nmi 211 hours=l0.65kn. Always round up to the nearest l/10
of a knot. SOA = 10.7
Begin with the departure point and lay out PIM times and date in GMT for every 4 hours of transit
time. Also label the time of departure from each individual point. At this point we have completed
our track construction. As an aid to tracking the ships progress it is highly recommended that the
track also be transferred to a small scale chart, as shown in figure 12-3.
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12-6
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As shown in figure 12-6, a ship is proceeding along a coast on an intended track of 090T
at a speed of 5 knots (line AB). A shoal on the port side is to be avoided. A line is drawn
from lighthouse H, tangent to the outer edge of the danger (line HX). As long as the
bearing of lighthouse H is less than line XH (the danger bearing), the ship is in safe
water. The danger bearing in this illustration is 074T. You will notice that the danger
side of the danger bearing is hatched. The danger bearing is also labeled with NMT
(meaning NOT MORE THAN). An example of a bearing to lighthouse H that would
indicate that the ship is in safe water is the broken line YH. No part of this bearing line
passes through the danger area. Any bearing greater than the danger bearing (line XH),
such as the broken line ZH, indicates a possible dangerous situation. If the danger area is
being passed on the port side, as in this illustration, the safe bearing is less than the
danger bearing. Danger angles are not normally used; however, you should use Pub 9,
Bowditch, to learn more about using them.
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3.
4.
5.
6.
7.
Action
Mark all red and yellow soundings.
Lay down intended tracks. Normally, the intended track is laid down in the
middle of the channel (see fig. 12-7). The only exceptions are very wide
channels with mid-channel buoys where the track is laid in the center of one-half
of the channel.
Turn points are normally established by the intersection of two course lines that
have been laid for different legs of the track.
Label all courses, speeds, and distances.
Check for hidden dangers; construct danger bearings if necessary.
Create turn bearings for each turn. Remember to use lighted
NAVAIDs where possible.
Highlight all NAVAIDs and radar points; record in the Standard
Bearing Book.
On several areas of the overall track, display forecasted wind and current data.
This may be done by drawing arrows that point in the direction of wind or
current with the force labeled. Alternately, you may cut out arrows labeled with
the information and then use tape to stick the arrows to the chart.
Note: On larger deep draft vessels, 1 knot of current can equal about the same as
10 knots of wind. Strong winds along with 1 knot or more of current may make
larger vessels crab up a channel.
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The anchorage should be at a position sheltered from the effects of strong winds
and current.
The bottom should be good holding ground, such as mud or sand rather than rocks
or reefs.
The water depth should be neither too shallow, hazarding the ship, nor too deep,
facilitating the dragging of the anchor.
The position should be free from such hazards to the anchor cable as fish traps,
buoys, and submarine cables.
The position should be free from such hazards as shoals and sandbars.
If boat runs to shore are to be made, the anchorage chosen should be in close
proximity to the intended landing.
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Definition
This is the track along which the ship must proceed in order to
arrive at the center of the anchorage. Its length will vary from 2,000
yards or more for a large ship to 1,000 yards for a ship the size of a
Navy destroyer or smaller. Under most circumstances, it should
never be shorter than 1,000 yards.
Head bearing
If at all possible, the navigator selects an approach track such that a
charted NAVAID will lie directly on the approach track if it were
extended up to the aid selected. The bearing to the aid thus
described is termed the head bearing; it should remain constant if
the ship is on track during the approach.
Letting-go circle
This is a circle drawn around the intended position of the anchor at
the center of the berth, with a radius equal to the horizontal distance
from the hawsepipe to the pelorus.
Letting-go bearing Sometimes referred to as the drop bearing, this is a predetermined
bearing drawn from the intersection of the letting-go circle with the
approach track to a convenient landmark or NAVAID, generally
selected near the beam.
Range circles
These are preplotted semicircles of varying radii centered on the
center of the anchorage, drawn so that the areas are centered on the
approach track. Each is labeled with the distance from that arc to the
letting-go circle.
Swing circle
This is a circle centered at the position of the anchor, with a radius
equal to the sum of the ships length plus the length of chain let out.
Drag circle
This is a circle centered at the final calculated position of the
anchor, with a radius equal to the sum of the hawsepipe to pelorus
distance and the final length of chain let out. All subsequent fixes
should fall within the limits of the drag circle.
Note: The actual radii of both the swing and drag circles will in
reality be less than the values used by the navigator in plotting them
on the chart, because the catenary of the chain from the hawsepipe
to the bottom is disregarded. Thus, a built-in safety factor is always
included in the navigators plot.
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24 Hours
Action
Establish getting under way schedule to cover propulsion plant light off, shift
from shore to ships power, last boat run, rigging in of accommodation
ladder, disposal of ships vehicles, light off and testing of electronics suite,
and U.S. and guard mail.
Release MOVEREP.
Conduct navigation brief.
Verify arrangements for tugs/pilot.
Compare bridge and CIC charts.
Conduct steering system PMS.
Verify schedule for lighting off power plant.
Check navigation lights for proper operation.
Verify arrangements for running the degaussing range.
8 Hours
4 Hours
3 Hours
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Action
Find out from the XO:
1. If any variation in standard sequence of
stationing special sea and anchor detail
exists.
2. Time of heaving in to short stay or
singling up lines.
3. Disposition of boats and vehicles.
4. Instructions concerning U.S. and guard
mail.
5. Number of passengers and expected time
of arrival.
After obtaining permission from the
executive officer, start hoisting boats and
vehicles as soon as no longer required.
After obtaining permission from the
executive officer, rig in booms and
accommodation ladders not in use and secure
for sea.
Promulgate under way time to all hands.
Energize all radars except those prohibited
by local electromagnetic emission
restrictions.
1 Hours
1 Hour
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Action
Station the special sea and anchor detail.
In reduced visibility: (1) station the low visibility detail; and (2) set material condition
ZEBRA on the main deck and below.
15 Min
10 Min
Report when ready for getting under way to the executive officer.
Order maneuvering bells by setting the engine revolution indicator system on a certain
repetitive number combination beyond the range of the engines, such as "999", if applicable.
Warn engineering control to stand by to answer all bells.
ZERO
After U/W
If a flag officer or unit commander is embarked, request permission to get under way as
scheduled.
Under way.
Shift colors/close up international call sign.
When clear of restricted waters, lower pit sword.
When clear of restricted waters, conduct loss of steering drill.
Advise CO when entering international waters and haul down international call sign.
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3 Hours
1 Hour
Action
Conduct navigation plan brief.
Ensure CIC and bridge chart tracks are the same.
Dump all trash and garbage overboard.
Pump bilges when conditions permit.
Blow tubes if required.
Raise the pit log.
Ensure the smart appearance of the ship.
Ascertain the expected time of anchoring or mooring from the
navigator, and notify the engineer officer, weapons officer, first
lieutenant, and EOOW.
Pass the word, MAKE ALL PREPARATIONS FOR ENTERING
PORT. THE SHIP WILL ANCHOR (MOOR SIDE TO) AT ABOUT
ALL HANDS SHIFT INTO THE UNIFORM OF THE DAY.
Weather permitting, remove such canvas covers as are normally off
when in port.
Obtain information concerning boating from the XO; inform the first
lieutenant. Lay out mooring lines if required. Set up and check all
harbor and tug frequencies.
45 Min
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Action
Obtain information from navigator on depth of water at anchorage,
anchor and scope to be used, and inform first lieutenant.
Receive readiness reports for entering port.
Request permission to enter port from the proper authority.
When mooring to a pier, inform first lieutenant as to the range of tide and
the time of high water.
20 Min
15 Min
Upon
Mooring
12.8 SUMMARY
In this chapter we discussed one of the most important aspects of navigation; voyage
planning. Every successful voyage starts with a well thought out plan.
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1.
Identify logs used in the Pilothouse and the information they contain.
2.
Identify the records maintained in the Pilothouse.
3.
Identify the mission-related publications found in the Pilothouse and the
information they contain and explain the requirements and procedures for stowing
and handling the publications.
4.
Discuss classified material destruction procedures and the reports required after
classified documents are destroyed.
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The Magnetic Compass Record Book must be filled in each time the ship changes course
and on the hour and every l/2 hour as explained in chapter 3. For example, if a ship
changed course at 1947 an entry would be made. The next entry would be 2000 and 2030,
and so on until the next course change. Gyrocompass error is entered in the remarks
column each time it is computed.
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When a navigation accident occurs, Bridge logs may be used to reconstruct the
surrounding situation.
A training log can be invaluable in showing the amount and kind of training Bridge
personnel have received.
A supply log can be a great help in keeping track of inventory and in preparing supply
requisitions.
The OOD and Navigator have overall responsibility for all logs in the Bridge, but
delegates (but does not relinquish) this responsibility to Bridge watchstanders. Specific
entries, however, are made by Quartermasters or Boatswain Mates assigned as log
keepers.
13.4 SHIP OPERATIONAL DATA FORMS
Ship operational data forms, the OPNAV 3l00-3360 series, provide a standard format for
recording operational and exercise data. You can find instructions for using each on the
reverse side of the form or on the first page of the log.
The following is a partial list of surface ship operational data forms:
Title
General log
Ships Position Log
Surface Radar Contact Log
EW Tactical Log
Sonar Watch and Contact Log
Spaces or boxes on the forms are numbered to facilitate computer entries. Figure 13-2
shows headers found on typical operational data forms. Except for ship type, header
entries should be placed against the right-hand side of every box, with zeros entered in
any unused spaces.
Boxes 1 and 22 are data card identifiers and are preprinted on all forms.
Box 2 is the originator level and is preprinted on all forms.
Boxes 3 through 7 are for ship type and hull number. Enter the first two letters of the
ship type in spaces 3 and 4, and the remaining letters in the next two shaded
unnumbered spaces. If the hull number consists of four digits, enter the first digit in
the shaded unnumbered space.
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Boxes 10 and 11 are for serializing the sheets. Number each sheet consecutively each
day, beginning with 01; enter the time as 0001.
Box 12 is for the year. Enter the last digit of the current calendar year.
Boxes 13 and 14 are for the number of the current month.
Box 15 is for the time zone. Enter the letter designation for the time zone you have
been directed to use for normal data entries.
Boxes 16 and 17 are for the day of the month.
Box 78 is for the security classification. TSTop Secret; SSecret; C
Confidential; UUnclassified.
Box 79 is for special security handling. Leave this blank unless you receive special
instructions.
Now that you are familiar with log headers, we will discuss some actual logs. The ones
we discuss constitute the minimum logs recommended for adequate records in any
Pilothouse. You may find additional logs used aboard your ship, since the number and
types of logs vary from ship to ship.
13.4.1 Surface Radar Contact Log
The Surface Radar Contact Log, OPNAV Form 3100/5, is used for recording radar
contacts. When you pick up a contact, log its range, bearing, and time of detection. Enter
the contacts course, speed, and CPA when they are determined. Enter the time when the
contact is put on watch or scrubbed. At the time a contact fades from the scope, enter its
range and bearing. Figure 13-3 is an example of the Surface Radar Contact Log.
Instructions for filling out the log are on the reverse side of each sheet (fig. 13-4).
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Although voice transmissions are spoken slowly and clearly to make sure a message gets
through, it may be difficult for log keepers to copy accurately, particularly if they are
slow writers. A number of abbreviations (besides pro-signs) have been adopted to enable
shortcuts in copying. The following is a list of common abbreviations. The left column
contains words heard on a circuit; corresponding shortcuts in writing a message are in the
right column.
Words Heard
This is
Message for you
Acknowledge
Break
Roger (Message received)
Wilco ( will comply with the order
received)
Course
Corpen
Speed
Position
Starboard
Abbreviation
DE
M4U
Ack
BT
R
Wilco
Cus/Cse/C
Corp
Spd/S
Posit/Pos
Stbd
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Dist
Bng/Brg
Rng
Emerg
Afirm/Affirm
Negat/Neg
Stdby
IMI
EX/XTF
IX
TOX
TOD
To avoid any possibility of confusing a zero with the capital letter O, zero is
distinguished by a slant line through it (); the capital letter Z is written with a small bar
() to distinguish it from the numeral 2.
13.4.3 Radar Navigation Log
A radar navigation log, sometimes called a navigational fix log, is necessary for all
operations requiring CIC assistance in navigation. It usually is kept in a standard ledgertype notebook. This log is used whenever radar navigation is conducted, such as when the
ship is entering port, leaving port, passing through narrow channels, conducting naval
gunfire support, and performing boat control.
Entries in the radar navigation log include (1) identification of landmarks used (including
latitude and longitude of each point, if necessary); (2) bearings, ranges, CPAs to
landmarks, and times of observations; (3) set and drift; and (4) course and speed change
recommendations sent to conn. The time of each entry must be recorded.
13.4.4 Lessons Learned
Lessons Learned is almost self-explanatory. It contains information gleaned from
previous actions or operations that is or may be useful in planning and conducting future
actions or operations To qualify as a lesson learned, an item must reflect value added to
existing policy, organization, training, education, equipment or doctrine such as:
(1) Identifying problem areas, issues, or requirements and, if known, suggested
resolutions.
(2) Identifying the need for specific, assignable, and accountable action to create, update,
modify, clarify, or cancel a portion of or an entire tactic, procedure, system, general
information document, etc. with regard to existing policy, organization, training,
education, equipment, or doctrine.
(3) Modifying existing or experimental policy or doctrine, tactics, techniques, and
procedures.
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Because of the increased risk of theft, valuables, such as money, jewels, precious
metals, narcotics, etc., may not be held in containers used to store classified material.
Containers may not have external markings that indicate the level of classified
information stored within them. However, for identification purposes, the exterior of
each security container may bear an assigned number or symbol.
Files, folders, or groups of documents must be conspicuously marked to ensure their
protection to a degree as high as that of the highest classified document included.
Documents separated from the file, folder, or group must be marked as prescribed for
individual documents.
13.5.1 Accountability
Accountability requirements vary, depending on the classification level assigned to the
document. The requirements become more specific and strict as the level of classification
increases.
At every command, a standard, continuous chain of receipts for Top Secret material is
required. A disclosure record form is attached to each Top Secret document that
circulates within a command or activity. Each person having knowledge of its contents
must sign the form. All Top Secret information (including copies) must be continuously
accounted for, individually serialized, and entered into a command Top Secret Log. The
log must completely identify the information and, as a minimum, include the date the
document was originated or received, individual serial numbers, copy number, title,
originator, number of pages, disposition (i.e., transferred, destroyed, transmitted,
downgraded, declassified, etc.) and date of each disposition action taken. Top Secret
materials must be physically sighted or accounted for at least annually, and more
frequently as circumstances warrant.
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The level and sensitivity of the classified material held by the activity
The proximity of land-based commands to hostile or potentially hostile forces or
to communist-controlled countries
Flight schedules or ship deployments in the proximity of hostile or potentially
hostile forces or near communist countries
The size and armament of land-based commands and ships
The sensitivity of the material or the commands operational assignment
The potential for aggressive action by hostile forces
As part of the planning for emergency destruction, each command should take the
following measures:
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LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. State the purpose of a Signalman aboard ship. Identify five areas in which Signalmen
must be proficient.
2. Describe the various types of signal bridges and state one characteristic all have in
common.
3. Define the term phonetic alphabet; list procedures to form letters of the alphabet and
numerals; state the purpose of the message blank. Describe the following Signalman
duties: flagbag operator, spotter, searchlight operator, semaphore operator, Signalman of
the watch, boat Signalman, in-port duty Signalman, and Signalman supervisor.
4. List 12 important communication publications and state the purpose of each. State how
publications may be obtained. Explain the importance of publication corrections and
changes, and state procedures for making publication changes.
5. Identify your responsibility regarding the location and operation of the ship's running
lights.
6. Explain the procedure for signaling from the International Code of Signals, using
explanation and general remarks, definitions, and general instructions. Explain the
procedures for signaling using flags, flashing lights, sounds, radiotelephones, and hand
flags or arms to communicate with merchantmen.
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Visual signaling
Originator
Transmitting station
Addressee
Procedure
Procedure signal
Hoist
Tackline
Flag signaling
Flashing light signaling
Sound signaling
Voice over a loud hailer
Radiotelegraphy
Radiotelephone
Signaling by hand flags or arms
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Examples:
BH T1045 L2015N G3840W C125I sighted an aircraft at local time 1045 in lat.
2015N long. 3840W flying on course 125.
RX Z0830You should proceed at GMT 0830.
14.7.2.2 Time of Origin
The time of origin may be added at the end of the text. It should be given to the nearest
minute and expressed by four figures. Apart from indicating the time a signal originated,
it also serves as a convenient reference number.
14.7.2.3 Communication by Local Signal Codes
When a vessel or a coast station wishes to make a signal in a local code, the signal
YV1The groups which follow are from the local codeshould precede the local
signal in order to avoid misunderstanding.
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1. The general call signal (or call for unknown station) AA AA AA is made to attract
attention when wishing to signal to all stations within visual signaling distance or to a
station whose name or identity signal is not known. The call is continued until the station
addressed answers.
2. The answering signal TTTT is made to answer the call and it is continued until the
transmitting station ceases to make the call. The transmission starts with the signal DE
followed by the name or identity signal of the transmitting station.
Example: When one of the stations is other than an Allied naval ship.
STATION A TRANSMITS
AA AA (until answered)
DE NABC
AR
STATION B TRANSMITS
TTTTT (until call ceases)
DE NABC KFLN KFLN
R
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When made independently or after the end of a signal, it indicates that the other
station must wait for further communications (waiting signal).
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COURSE
DATE
LONGITUDE
COMMUNICATE ( I wish
to communicate with you
by (complement table 1))
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SPEED in knots
LOCAL TIME
GMT
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Medical advice should be sought and given in plain language whenever possible, but if
language difficulties arise, the Code should be used.
Even when plain language is used, the text of the Code and the instructions should be
followed as far as possible.
Reference is made to the procedure signals C, N or NO, and RQ, which when used after
the main signal, change its meaning into affirmative, negative, and interrogative,
respectively.
Example:
MFE RQIs bleeding severe?
MFE NBleeding is not severe.
14.17 INSTRUCTIONS TO MASTERS
The master should make a careful examination of the patient and should try to collect, as
far as possible, information covering the following subjects (under chapter 3 of the
Code):
1. Description of the patient
2. Previous health
3. Localization of symptoms, diseases, or injuries
4. General symptoms
5. Particular symptoms
6. Diagnosis
Such information should be coded by choosing the appropriate groups from the
corresponding sections of the Code. It would help the recipients of the signal if the
information were transmitted in the order shown in the previous list.
After a reply from the doctor has been received and the instructions therein followed, the
master can give a progress report by using signals from chapter 3.
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A piece of orange-colored canvas with either a black square and circle or other
appropriate symbol (for identification from the air)
A dye marker
Signals used in situations of distress and search rescue are shown in figure 14-10 through
14-13.
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Flaghoist
Flashing light
Voice
Morse signaling by hand flags or arms
Signals taken from the INCSEA agreement are preceded by the local code indicator
YVp1. Yvp1 and the signal will be separated by a tack.
14.21.1.1
Acknowledge
To acknowledge signals from the INCSEA, use the signal YVp1 TACK ZLp1. The
acknowledge signal is not hoisted to the dip; instead it is hoisted closed up after the signal
is understood by the appropriate personnel.
14.21.1.2
Question
To question signals from the INCSEA agreement, the signal YVpl TACK ZLp3 will be
used.
14.21.1.3
Cancel
To cancel signals from the INCSEA agreement, the code pennant followed by either YN
or ZP must precede the group that cancels.
14.21.2 Special Warning Signals
To inform foreign naval vessels that they have violated Russian spaces, will use the
warning signals listed below:
SNG You have violated the state border of Russia. I demand that you leave Russian
waters immediately.
SNO I demand that you leave the waters of Russia immediately. Unless you do so, a
force of arms will be used against you.
SNP You are violating the regulations for navigating and remaining in Russian waters. I
demand that you cease violations.
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FLAG
STAFF
Less
100'
10'
100'150'
12'
151'200'
15'
201'450'
17'
451'UP
22'
HOLIDAY
JACK
STAFF
SIZE
ENSIGN
DIMENSION
JACK
DIMENSION
DAILY
SIZE
ENSIGN
DIMENSION
Jackstaffs
8
3'6"
1' 10 9/16"
10
2' 4 7/16"
with
anchor
6' 7 3/4"
2' 7 5/16"
4'6"
lights
8
3'6"
1' 10 9/16"
10
2' 4 7/16"
mounted
thereon
6' 7 3/4"
2' 7 5/16"
4'6"
shall be
7
5' 0"
2' 8 l/4"
8
3'6"
of
sufficient
9' 6"
3' 9 5/8"
6' 7 3/4"
height
7
5' 0"
2' 8 l/4
8
3'6"
so as to
conform
9'6"
3' 9 5/8"
6' 7 3/4"
to Rules
5
8' 11 3/8"
4' 9 13/16"
7
5'0"
of the
Road
17' 0"
6' 9 5/8"
9'6"
Table 14-1 Sizes of Ensigns and Jacks for Shipboard Use
JACK
DIMENSION
(See Note
1)
(See Note
1)
1' 10 9/16"
2' 7 15/16"
1' 10 9/16"
2' 7 15/16"
2' 8 l/4"
3' 9 5/8"
No other flag or pennant will be displayed above or, if on the same level, to the
right of the ensign.
When displayed with foreign ensigns, the U.S. ensign must be displayed to the
extreme right and on the same level. International usage forbids displaying the
flag of one nation over that of another nation in time of peace. The national
ensign of other nations is displayed to the left of the U.S. ensign, beginning in
alphabetical order. The only exception to this rule is when the U.S. naval activity
is in a foreign country, in which case that countrys flag will be to the immediate
left of the U.S. ensign without regard to alphabetical listing.
14-53
UNCLASSIFIED
In a semicircular grouping, all flags other than the U.S. ensign are displayed in
alphabetical order starting from left and reading clockwise. The U.S. ensign is
displayed in the middle of the semicircle.
The display of the national ensign from various flagpoles is contained in NTP 13; as a
general rule, the right side of a flagpole is determined by looking from the main entrance
of a building towards the pole. Flagpoles at naval shore activities are topped with a brass
ball of appropriate size.
14.25.5 Flag Size for Shore
The following dimensions may be used in determining the size of the ensign to be flown.
A larger size is flown on Sundays and holidays and a smaller size flown daily if such a
choice is available.
Height of flagpole
Less than 35 feet
35 to 55 feet
Greater than 55 feet
Recommended size
#8 (3' 6" 6' 7 3/4")
# 7 (5' 9' 6")
#5 (8' 11 3/8" 17')
14-54
UNCLASSIFIED
The United States honors its war dead on Memorial Day by half-masting the flag
from 0800 until the last gun of a 21-minute gun salute that begins at noon or until
1220 if no gun salute is rendered.
During burial at sea, the ensign is at half-mast from the beginning of the funeral
service until the body is committed to the deep. A longer period for displaying the
ensign at half-mast may be prescribed, according to circumstances, by the senior
officer present. Boats participating in a funeral procession also fly the national
ensign at half-mast.
14-55
UNCLASSIFIED
14-56
UNCLASSIFIED
Albania
Angola
Cuba
Kampuchea
Iran
Libya
Mongolia
North Korea
South Yemen (Peoples Democratic Republic of)
Vietnam (Social Republic of)
Dips by yachts displaying a yacht ensign are also returned. The yacht ensign is similar in
design to the U.S. ensign except that the blue field contains a white fouled anchor
surrounded by 13 white stars.
Submarines, or such other ships of the line in which it would be considered hazardous for
personnel to do so, are not required to dip the ensign.
Of the colors carried by a naval force on shore, only the U.S. Navy flag and the Battalion
Colors are dipped in rendering or acknowledging a salute.
14-57
UNCLASSIFIED
Figure 14-14 Flags of nations not formally recognized by the United States
14-58
UNCLASSIFIED
Figure 14-15 Personal flags and command pennants of officers eligible for command at sea
The distinctive mark of a ship or craft in commission in the Navy is either a commission
pennant, a personal flag, or a command pennant of an officer of the Navy eligible for
command at sea. The distinctive mark of a Navy hospital ship in commission is the Red
Cross flag.
Only one distinctive mark is displayed by a ship or craft at one time. If a personal flag,
including that of a civil official, or command pennant goes up, the commission pennant
comes down. Except as prescribed in Navy Regulations for certain occasions of
ceremony, the distinctive mark must remain at the after masthead day and night or, in a
mastless ship, from the loftiest and most conspicuous hoist. Ceremonial occasions may
require the shifting of the distinctive mark to another masthead or to the starboard
yardarm.
14-59
UNCLASSIFIED
President
Vice Resident
Secretary of State, when acting as a special foreign representative of the President
Secretary, Deputy Secretary, and Assistant
Secretaries of Defense
Secretary, Under Secretary, and Assistant
Secretaries of the Navy
When more than one civil official is aboard, only the flag of the senior is displayed.
14.27.2 Restrictions
A ship under way must not display a personal flag or command pennant unless a flag
officer or unit commander is aboard. Should a flagship get under way during the absence
of the flag officer, the personal flag or command pennant is hauled down and replaced
with a commission pennant. Should the flag officer or unit commander depart his/her ship
at sea for a brief call to another ship, his/her personal flag or command pennant should
remain hoisted.
A personal flag or command pennant may be hauled down during battle or at any time the
officer concerned, or the senior officer present, considers the need to render the flagship
less distinguishable. If hauled down, it will be replaced with a commission pennant.
14-60
UNCLASSIFIED
Personal flags or command pennants of military officers other than U.S. naval officers
eligible for command at sea are not displayed from ships or crafts of the U.S. Navy.
An officer of the Navy commanding a ship engaged otherwise than in the service of the
United States must not display a personal flag, command pennant, or commission
pennant from such ship or in the bow of a boat.
14.27.3 Broad and Burgee Command Pennants
Personal command pennants of an officer of the Navy, not a flag officer, commanding a
unit of ships or aircraft are of two types: broad and burgee. A broad command pennant
indicates command of:
1. A force, flotilla, squadron, or group of ships of any type (PHIBGRU, DESRON), or
2. An aircraft wing.
14-61
UNCLASSIFIED
When the personal flag of a civil official and the personal flag or command pennant of an
officer of the Navy are displayed at the starboard yardarm, the flag of the civil official
shall be displayed outboard.
14.27.6 Display of a Personal Flag and Pennant when National Ensign is at
Masthead
The Presidents flag, if displayed at a masthead where the national ensign is required to
be displayed during an official visit or during periods of dress or full-dress ship, must
remain at that masthead to port of the United States ensign and to starboard of a foreign
national ensign.
Except as just mentioned, a personal flag or command pennant must not be displayed at
the same masthead with the ensign, but should be displayed as follows:
UNCLASSIFIED
During gun salutes in which the ensign is hoisted at the main truck, however, the
personal flag or pennant is simply lowered clear of the ensign.
During an official visit, the personal flag or command pennant is shifted to the
starboard yardarm in a single-masted ship and to the fore truck in a two-masted
ship.
U.S. personal flags for specific positions (CNO, VCNO) are not used for foreign
visitors. In these cases, either the military rank equivalent flag or foreign national
ensign is used for colors.
During all first official visits for foreign service chiefs, the rank of the visitor is
equal to that of his/her U.S. counterpart. Therefore, a U.S. Navy line officer fourstar flag is flown for foreign navy Chiefs (instead of the CNO personal flag),
regardless of the foreign service chiefs rank.
14-63
UNCLASSIFIED
Personal Flag
#7 1'10" by 2'8"
#6 3'7" by 5' 1 1/2"
Broad/Burgee
#8 1'2" by 1' 6"
#6 2' by 2' 7"
14-64
UNCLASSIFIED
14-65
UNCLASSIFIED
14-66
UNCLASSIFIED
14-67
UNCLASSIFIED
14-68
UNCLASSIFIED
14-69
UNCLASSIFIED
14-70
UNCLASSIFIED
When a ship of the Navy is passing the USS Arizona Memorial, Pearl Harbor, Hawaii,
between sunrise and sunset, passing honors consisting of sounding Attention and
rendering the hand salute by all persons in view on deck and not in ranks must be
executed by that ship.
Honors to officers or officials embarked in boats are acknowledged by the officer or
official through a hand salute or other mark of respect.
When a boat bearing a senior passes, passing honors are rendered. If a junior but a
commanding officer, unit commander, or flag officer on an official occasion passes,
personnel on the quarterdeck only will salute. This is a mark of respect to a person who
holds command at sea.
14-71
UNCLASSIFIED
14-72
UNCLASSIFIED
14-73
UNCLASSIFIED
14-74
UNCLASSIFIED
14-75
UNCLASSIFIED
At Official ceremonies
In parades
During official Navy display occasions
At public gatherings when the Navy is an official participant
On other occasions as may be authorized by the Secretary of the Navy
When used for these purposes, the Navy flag accompanies and takes the place of honor
after the national flag. However, when other branches of the Armed Forces are
participating, the flags take precedence in order of seniority of the services represented.
14-76
UNCLASSIFIED
The flag is flown from all buildings, offices, and other property occupied by the United
Nations. The manner and circumstances of display conform, as far as appropriate, to the
laws and customs applicable to the display of the national flag of the country in which the
display is made.
The United Nations flag is displayed at installations of the Armed Forces of the United
States only upon occasions of visits of high dignitaries of the United Nations while in
performance of their duties with the United Nations. When so displayed, it is displayed
with the U.S. flag; both flags should be of approximately the same size and on the same
level, with the flag of the United States in the position of honor on the right, the
observers left.
When United Nations dignitaries are to be honored, U.S. Navy vessels display the United
Nations flag in the same manner as they present a foreign ensign during visits of a foreign
president or sovereign.
The President of the United States may authorize the display of the United Nations flag
for national occasions other than those named.
Flags, Pennants and Customs, NTP 13, contains instructions for the display of,
restrictions, and prohibitions for the United Nations flag. The following list contains a
few of the regulations:
14-77
UNCLASSIFIED
When it is displayed with one or more other flags, all flags displayed are flown on
the same level and should be of approximately equal size.
It may be displayed on either side of any other flag without being in a subordinate
position to such flag. On no account may any flag displayed with the United
Nations flag be on a higher level than the United Nations flag, and on no account
may any flag displayed with the United Nations flag be larger than the United
Nations flag.
The flag ordinarily is displayed from sunrise to sunset, but it may also be
displayed at night upon special occasions.
The United Nations flag should never be used as a drapery of any sort, nor
festooned, drawn back, up, or in folds, but always allowed to fall free.
14-78
UNCLASSIFIED
14-79
UNCLASSIFIED
FOURTH SUBstarboard
inboard
Meaning
Absence of a flag officer or unit commander whose
personal flag or command pennant is flying on this
ship.
Absence of chief of staff or chief staff officer of the
commander whose personal flag is flying on this
ship.
Absence of commanding officer (its use
immediately shifts to the executive officer when the
commanding officer departs for a period of absence
of 72 hours or more).
Absence of civil or military official whose flag is
flying on this ship.
14-80
UNCLASSIFIED
14-81
UNCLASSIFIED
14-82
UNCLASSIFIED
LEARNING OBJECTIVES
After you finish this chapter, you should be able to do the following:
1. Determine gyrocompass error by azimuth of the Sun and Polaris, and amplitude of the
Sun.
2. Reduce sights taken on the Sun, Moon, stars, and planets using H.O.
229, Sight Reduction Tables for Marine Navigation, and the Nautical Almanac.
3. Reduce sights taken on the stars using H.O. 249, Sight Reduction Tables for Air
Navigation and the Air Almanac.
4. Determining latitude by local apparent noon.
5. Plot celestial LOPs based on assumed positions.
15-1
UNCLASSIFIED
In each case, you are required to gather data for use in computation. This data may be in
the form of sights from the sextant, time in GMT, DR Lat. and Long., and so forth. For
each celestial method, we will begin with gathering the necessary data and then working
the solutions.
15.2.1 Azimuth of the Sun
You must know the following values to determine gyrocompass error by azimuth:
Rule: Due to the elevation of the Sun, azimuths should be taken in mid-morning or midafternoon.
Use the following table to gather the data to work the azimuth solution. You must have a
recorder present to mark and record the exact time of the observation.
15-2
UNCLASSIFIED
19 Nov 84
33 37' N
112 39' E
15h 42m 22s
231.6
On the following pages, you will find the page laid out with the blank strip form on the
left, the action steps in the middle, and the result on the right.
15-3
UNCLASSIFIED
True Dec
DR Lat
same or contrary
ACTION
Completed Strip
Form
19 NOV 84
3337'N - 11239'E
Sun
07h42m22s
288 38.9'
10 35.5'
299 14.4'
112 39.0'E
51 53.4'
S 19 31.2'
+0.6 / +0.4
S 19 31.6
N 33 contrary
Up to this point, we have worked the strip form to obtain three values, LHA, True Dec.,
and DR Latitude. We now have everything we need to enter Pub 229. Pub 229 is entered
using whole degrees of Lat., LHA, and Dec. only. We will also interpolate the leftover
values using Pub 229.
15-4
UNCLASSIFIED
15-5
UNCLASSIFIED
15-6
UNCLASSIFIED
ACTION
Enter Pub 229 with entering arguments of
Lat 33, LHA 51, and Dee 19. Make
sure that you enter on the portion of the
page that indicates LATITUDE
CONTRARY TO DECLINATION.
Follow 19 of Dee across the page to where
it falls under the 33 Latitude column and
record the value for Tab Z.
Dec. Inc (left) = 31.6' + 60 which = .53
rounded to 0.5. Compares Zs for Z Diff.
Multiply Dee Inc by Z Diff.
Lat Inc (left) = 37.0' + 60 which = .62
rounded to 0.6. Compares Zs for Z Diff.
Multiply Lat Inc by Z Diff.
LHA Inc (left) = 53.4' + 60 which = .89
rounded to 0.9. Compares Zs for Z Diff.
Multiply LHA Inc by 2 Diff.
Drop the Dec Corr Down.
Drop the Lat Corr Down.
Add the LHA, Dec, and Lat Corr.
Completed Strip
Form
129.1
0.5 / + 0.7
+ 0.35
0.6 / + 0.3
+ 0.18
0.9 / - 0.7
- 0.63
+ 0.35
+ 0.18
- 0.10
We have now accounted for our leftover values and now can find the Exact Z.
15-7
UNCLASSIFIED
15-8
UNCLASSIFIED
15-9
UNCLASSIFIED
Gyro Bearing
Gyro Error
129.1
129.0
231.0
231.6
0.6 West
We have now used the Sun to find the error on our gyrocompass. As stated before, a
greater degree of accuracy can be obtained by making several observations and then
working the solutions and averaging the results. This may seem a bit tedious; however,
you may work all observations at once. This is easily accomplished by entering data in
the strip form in stages.
Try this method. First enter GMT DR Lat, DR Long, GHA, Dec, and d#. Next find
Increments (m/s), LHA, and True Dec. Now find your leftover values for Dee Inc, Lat
Inc, and LHA Inc and enter Pub 229.
Once you have completed the solutions for all observations, you can average the results.
Heres an example:
Error 1 = .6 W Error 2 = .5 W Error 3 = .7 W for a total of 1.8 3 = .6 W
15-10
UNCLASSIFIED
15-11
UNCLASSIFIED
15-12
UNCLASSIFIED
15-13
UNCLASSIFIED
15-14
UNCLASSIFIED
15-15
UNCLASSIFIED
15-16
UNCLASSIFIED
15-17
UNCLASSIFIED
5.
6.
Action
Hold the sextant level with the horizon and determine index error.
CAUTION: Set shade filters in place now, or eye burns may result.
Aim the sextant to a point on the horizon directly below the Sun.
IF...
THEN...
the Sun is rising
Move the index arm slowly
outward from the 0
position until the Suns
lower limb is just below the
horizon.
the Sun is setting
Move the index arm slowly
outward from the 0
position until the Suns
lower limb is just above the
horizon.
Swing the arc. This means to gently move your hand grasping the sextant handle
in a small upward arcing motion. Up to the left, then back to the right. You will
see the reflected image of the Sun arc back and forth.
Give the recorder a standby to mark (marking the exact time of the sight).
Continue swinging the arc while turning the micrometer drum slightly until the
lower limb of the Sun touches the horizon. At that exact moment, mark the time
of the sight and record the sextant altitude.
15-18
UNCLASSIFIED
15-19
UNCLASSIFIED
Dip
Description
The amount of instrument error in the sextant.
Earth is wrapped in a blanket of atmosphere more than 50 miles deep.
Density of the atmosphere, like that of the ocean, increases with depth and
is greatest at the bottom, next to Earths surface. Light rays do not follow a
straight line when passing through atmosphere of different densities, but
are slightly bent into a gentle arc. This phenomenon is called refraction.
Refraction is defined as the deviation of light rays from a straight line
caused by their passage obliquely through mediums of different density.
The measure of refraction is the angular difference between the apparent
rays of light from an observed celestial body and its true direction.
The effect of refraction is always to make the observed altitude greater
than the true altitude. Consequently, refraction correction is always
subtracted from the sextant altitude. Since refraction is caused by the
oblique passage of rays through the atmosphere, rays from a body in the
observers zenith, intersecting the atmosphere at right angles, are not
refracted. Maximum refraction occurs when a body is on the horizon,
amounting then to between 34 and 39 minutes of arc. The amount of
refractions depends on atmospheric conditions. Density of the atmosphere
varies with barometric pressure and temperature. Refraction varies with
density and also with the bodys altitude. Because refraction varies with
atmospheric conditions, and the effect of atmospheric conditions at low
altitudes cannot be estimated with complete accuracy, observations of
bodies below 10 should be regarded with suspicion.
Refraction has no effect on the azimuth of a celestial body because it takes
place entirely in the vertical plane of passage of the light rays.
The higher an observers position is above the surface of the Earth, the
more he/she must lower (or dip) the line of vision to see the horizon.
Logically, then, all altitude observations must be corrected for the height
of eye. Refer again to figure 15-9, and you will see why a dip correction is
always subtracted.
Failure to correct for dip from a height of 10 feet will result in an error of
3 miles in a line of position. From the bridge of the average destroyer, the
resulting error would be approximately 10 miles.
15-20
UNCLASSIFIED
Semidiameter
Description
Parallax is the difference between the altitude of a body, as measured
from Earths center, and its altitude (corrected for refraction and dip) as
measured from Earths surface. Altitude from the center of Earth is
bound to be greater than from the surface. Consequently parallax is
always a plus correction.
Parallax increases from 0 for a body directly overhead to a maximum
for a body on the horizon. In the latter instance, it is called horizontal
parallax (HP). Parallax of the Moon is both extreme and varied because
of its changing distance from Earth in its passage through its orbit.
Parallax of the Sun is small; parallax of the planets is even smaller. For
the stars, parallax is so tiny it is negligible.
The true altitude of a body is measured to the center of that body.
Because the Sun and Moon are of appreciable size, the usual practice is
to observe the lower limb. Therefore, semidiameter correction must be
added. It follows, then, that if the upper limb of either body is observed,
the semidiameter correction is subtractive. Semidiameter correction
amounts to about 16 minutes of arc for either the Sun or Moon. Stars are
considered as points, and they require no semidiameter correction.
When observing a planet, the center of the planet is visually estimated
by the observer, so there is never a semidiameter correction.
15.7.2 Remarks
In concluding the subject of altitude corrections, remember that some tables for altitude
corrections (the Nautical Almanac, for example) combine two or more of the corrections
for refraction, parallax, and semidiameter.
The correction for height of eye (dip) appears in a separate table for use with all bodies.
Index error, which is impossible to include in such tables, should always be determined,
recorded, marked plus or minus, and applied before any of the tabulated corrections.
15-21
UNCLASSIFIED
Description
Applying altitude corrections to find Ho (height observed).
Using GMT to find LHA to enter Pub 229 with.
Finding True Dee to enter Pub 229 with.
Entering Pub 229 to find total corrections to apply to Ho to find Hc (height
computed) Intercept, and Zn.
Body
GMT
IC
D
Sum
hs
ha
Alt Corr
Add'l Corr
Moon Hp/corr
Ho
15-22
UNCLASSIFIED
Complete
Strip
Form Pub
229 Naut
Alm
SUN
09 15 38
- 1.0
- 6.9
- 7.9
25 46.9'
25 39.0'
+ 14.3
N/A
25 53.3'
31 March 1984
36 32.8'N
25 46.9
50 ft
09 15 38
018 10.0' W
- 1.0
15-23
UNCLASSIFIED
True Dec
DR Lat
same or contrary
ACTION
Apply altitude corrections to find.
Enter the GHA hour value from the
Nautical Almanac.
Enter the minutes and seconds value from
the Nautical Almanac.
Add GHA(h) and Increments (m/s).
ENTER SHA for stars or planets only.
Enter the assumed DR longitude to arrive at
an even degree of LHA, add east and
subtract west.
LHA= Total GHA + (v/v or SHA for star
and planets) +E or -W DR Long.
Enter the tabulated declination for 07 hours
on the Sun column from Nautical Almanac.
The d# is found at the bottom of the Sun
Dee column; in this case it is +1.0. It is
assigned a + because dec is increasing.
Completed Strip
Form
25 53.3'
313 57.7'
3 54.5'
317 52.2'
STARS and PLANETS
ONLY
17 52.2'W
We have finished stages 2 and 3 and can move on to our final stage.
15-24
UNCLASSIFIED
300 00.0'
N 4 17.3'
+0.6 / +0.3'
N 4 17.6'
N 37 same
Tens / DSD
Zn
ACTION
Dec Inc = True Dec min. only /
d = d from Pub 229 entered
with whole degrees of LHA,
Dec, and Lat. (See fig. 15-10.)
Enter from the Pub 229
interpolation tables located on
the inside of the front and back
cover. (See fig. 15-11.)
Same as above.
Total of tens and units.
Enter from Pub 229.
Apply Total Corr to Hc (Tab).
Drop Ho down from the top of
the form.
Subtract the higher value of
either Hc(Comp) or Ho from
the other. In this case, Ho is
subtracted from Hc(Comp).
The A means away. We will
fully explain Towards and
Away when we plot the LOP.
Enter from Pub 229. Apply the
rules for 2 just as with our
azimuth problem.
LHA is greater than 180 so Zn
= Z.
Completed Strip
Form
17.6 / +38.1
+ 8.8
+ 2.4
+ 11.2
26 07.5'
26 18.7'
25 53.3
A 25.4
105.8
105.8
We have now completed the sight reduction solution for a sunline. The goal was to obtain
an LOP. Where is the LOP you ask? Everything we need is right here. We will use the Zn
(true bearing), a (intercept), and assumed position to plot our LOP. Lets move on to that
task right now.
15-25
UNCLASSIFIED
Figure 15-11 Interpolation table from the inside cover of Pub 229
15-26
UNCLASSIFIED
2.
3.
4.
5.
Action
Plot the AP (assumed position). This is the whole degree of latitude and the
assumed longitude. In our example problem this would be Lat 37 00.0' N
Long 017 52.2' W.
Lay off the azimuth line (Zn) from the AP toward or away from the body,
depending on whether the observed altitude (Ho) is greater or less than the
computed altitude (Hc).
Measure in the proper direction, along the azimuth line, the difference
between the observed and the computed altitude in miles and tenths of miles.
This is the value of a or intercept.
Draw a line at the extremity of a, perpendicular (add 90 to Zn) to the azimuth
line. At the time of observation, this perpendicular line is the LOP.
Label the LOP with the time of observation and the name of the observed
body.
15-27
UNCLASSIFIED
15-28
UNCLASSIFIED
Three lines of position by observation, like those obtained in piloting, do not always
intersect exactly. Quite often a triangle is formed. If one or more of the LOPs must be
advanced, the triangle is likely to be larger. Frequently, the center of the triangle is
assumed to be the fix.
If, however, one or more lines have been advanced, more weight may be given to a line
that has not been advanced, or to a line that the navigator has more confidence in; for
example, favoring a first magnitude star over a third magnitude star. In figure 15-14, note
that the plots are made from three separate APs, using the same assumed latitude but
different assumed longitudes.
15-29
UNCLASSIFIED
15-30
UNCLASSIFIED
30 March 1985
36 40.1'N
40 33.6'
50 ft
06 26 21
017 31.6' W
+ 0.8
OPNAV 3130/32
H.O.249 Air Alm
Body
GMT
IC
D
Ro
SD
ha
Total Corr (sum)
hs
Ho
ACTION
Enter the name of the body.
Enter time of sight.
Enter the index correction.
Enter the dip correction (hgt of eye 50ft)
using the altitude correction table from the
Air Almanac. (See fig. 15-16.)
This is the refraction correction from the
Air Almanac. (See fig. 15-17.)
15-31
UNCLASSIFIED
Completed Strip
Form
REGULUS
06h 26m 21s
+ 0.8
- 7.0
- 1.0
- 7.2
40 33.6'
40 26.4'
Figure 15-17 Excerpt from refraction correction tables of the Air Almanac
15-32
UNCLASSIFIED
Figure 15-18 Excerpt from the daily pages of the Air Almanac
15-33
UNCLASSIFIED
15-34
UNCLASSIFIED
Increment (m/s)
ACTION
Enter the GHA hour value of Aries
from the Air Almanac to the nearest
10 minutes.
(See fig. 15-18).
Enter the minutes and seconds value
from the interpolation tables of the
Air Almanac.
Add GHA(h) and Increments (m/s).
Total GHA
+ - 360 (if needed)
a Long (+E, -W)
Enter the assumed DR longitude to
arrive an even degree of LHA, add
east and subtract west.
LHA
LHA= Total GHA + (v/v or SHA for
stars and planets) +E or -W DR Long.
a LAT
Enter the assumed latitude.
Hc
Enter Pub 249 volume I, with the
whole degree of LHA for
REGULUS, record Hc and Zn (last
block). (See fig. 15-19.)
Ho
Drop down Ho from above.
a
Find the difference between Hc and
Ho (remember to use Ho MO To). In
this example, Ho is more than Hc, so
its named T for towards.
Zn
Enter the Zn (true bearing).
Completed Strip
Form
282 35.1'
1 35.5'
284 10.6'
17 10.6'W
267 00.0'
37N
40 23.0'
40 26.4'
T 3.4'
264
As you can see, using Pub 249 to determine a celestial LOP is a quick process compared
to using Pub 229. Keep in mind that some amount of accuracy is lost.
15-35
UNCLASSIFIED
Rev.DR Long
STD Meridian
d long (arc)
d long (time)
LMT Mer Pass
ZT LAN (2nd est)
ACTION
Enter the DR longitude.
Enter the standard meridian.
Find the difference between STD Mer and
DR Long.
Convert arc to time using the arc to time
page in the Nautical Almanac.
From the daily pages in the Nautical
Almanac for the given date, enter the time
of meridian passage (bottom right of page).
IF...
THEN...
west of the
Add d long (time) to
standard meridian
LMT Mer Pass.
east of the
Subtract d long
standard meridian
(time) from LMT
Mer Pass.
Enter revised DR.
Enter the standard meridian.
Find the difference between STD Mer and
DR Long.
Convert arc to time.
Enter LMT for Mer Pass.
Add time to LMT Mer Pass.
15-36
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Completed Strip
Form
19 22.3'W
15
4 22.3'
+ 17 Min
1204
1221
19 22.3'W
15
4 40.0'
+19
1204
1223
15-37
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15-38
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15.14 SUMMARY
Celestial navigation requires skill gained through experience. This chapter has given you
the basic knowledge required to meet the minimum requirements of the Quartermaster
occupational standards. This is just the tip of the iceberg; you should strive to perfect
your celestial skills. In the event of a large scale war, you may find that all electronic
means of obtaining a fix have been knocked out. Its important that electronic fixes are
compared to celestial fixes whenever possible. Remember, the prudent navigator uses all
available means to accurately fix the ships position along the intended track.
Quartermasters should study sources other than this RTM to gain additional knowledge
on celestial navigation. Duttons Navigation and Piloting is an excellent reference on this
material.
15-39
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LEARNING OBJECTIVES
1. After you finish this chapter, you should be able to do the following:
2. State the purpose of the rules of the road.
3. Describe all steering and sailing rules.
4. Identify and distinguish between international and inland rules of the road.
16-1
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16-2
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16-3
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16-4
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A sailing vessel has the right-of-way over power-driven vessels except when the sailing
vessel is overtaking, or when the power-driven vessel is engaged in fishing, is not under
command, or is restricted in its ability to maneuver.
16.2.2 Overtaking
Any vessel overtaking another must keep clear of the overtaken vessel. An overtaking
vessel is one that is approaching another vessel from any direction more than 22.5
degrees abaft its beam (fig. 16-3). When in doubt, assume you are overtaking and act
accordingly.
16.3 SIGNALS BETWEEN VESSELS
Before we get into the requirements for signals, you must first understand the terms we
will use. A list of signals begins on the next page.
16.3.1 Responsibility
Where collision is so imminent that it cannot be avoided by the give-way vessel alone, it
immediately becomes not only the right but the expressed duty of the stand-on vessel to
take whatever action will best help to avert collision. Each vessel must do all in its power
to avert the collision no matter which one may have the right-of-way.
The responsibility rule (International and Inland rule 2) makes it impossible for a standon vessel to escape responsibility after standing into danger simply because its skipper
decided not to haul off when he or she had the right-of-way. Rule 2(b) is as follows:
In construing and complying with these Rules due regard shall be had to all dangers of
navigation and collision and to any special circumstances including the limitations of the
vessels involved, which may make a departure from these Rules necessary to avoid
immediate danger.
16-5
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Power-Driven
Vessel
Sailing Vessel
Engaged in
Fishing
Not Under
Command
Restricted in Its
Ability to
Maneuver
Constrained by
Draft
Under Way
Length and
Breadth
In Sight of One
Another
Seaplane
Restricted
Visibility
Inland Waters
Demarcation
Lines
Definition
The word "vessel" includes every description of watercraft including
nondisplacement and seaplanes, used or capable of being used as a
means of transportation.
Any vessel propelled by machinery.
Any vessel under sail provided that propelling machinery is not being
used.
Any vessel fishing with nets, lines, trawls, or other apparatus that
restrict maneuverability, does not include a vessel fishing with
trolling or other fishing apparatus that do not restrict maneuverability.
Any vessel that, through some exceptional circumstances, is unable to
maneuver as required by rules and is therefore unable to keep out of
way of another vessel (i.e. broke down).
Any vessel that, from the nature of its work, is restricted in its ability
to maneuver as required by these rules and is therefore unable keep
out of the way of another vessel.
A power-driven vessel that, because of draft in relation to the
available depth of water, is severely restricted in its ability to deviate
from the course it is following (International Rules).
Any vessel not at anchor, made fast to the shore, pier, wharf, or
aground.
A vessels length overall and greatest beam or width.
Only when one can be seen from the other.
Any aircraft that maneuvers on the water.
Any condition in which visibility is restricted by fog, mist, falling
snow, heavy rainstorms, sandstorm, or any other similar causes.
The navigable waters of the United States shoreward of the
navigational demarcation lines dividing the high seas from harbors,
rivers, and other such bodies of waters of the United States, and the
waters of the Great Lakes of the United States side of the
International Boundary.
Lines delineating those waters upon which mariners must comply
with the 72 COLREGS and those waters on which mariners must
comply with the Inland Navigation Rules. (The boundaries for the
demarcation lines are listed in the back of the Coast Guard
publication Navigation Rules.)
16-6
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Definition
Any sound signaling appliance capable of producing the prescribed
blast and which complies with the specifications in Annex III of the
International and Inland Rules. (When your ship was built and the
whistle was installed, all of the specifications listed in Annex III were
considered.)
The term "short blast" means a blast of about l-second duration.
The term "prolonged blast" means a blast of from 4- to 6-second
duration.
16-7
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Supplemental Light
one flash
two flashes
three flashes
16-8
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Condition
Within l/2 mile of another vessel.
When in sight of each other.
2 short blasts
3 short blasts
2 prolonged
blasts
followed
by 1 short
blast
2 prolonged
blasts
followed
by 2 short
blasts
1 short blast
2 short blasts
Overtaking.
1 prolonged
blast
Meaning
Inland: I intend to leave you
on my port side.
Intl: I am altering my
course to starboard.
Inland: I intend to leave you
on my starboard side.
Intl: I am altering my
course to port.
Inland and Intl: I am
operating astern propulsion.
Intl: I intend to overtake
you on your starboard side.
Overtaking.
16-9
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Condition
Power-driven vessel making
way.
Power-driven vessel under
way but stopped and
making no way.
Not under command; a
vessel restricted in its
ability to maneuver, under
way, or at anchor; a vessel
engaged in fishing whether
under way or at anchor; a
vessel engaged in towing or
pushing a vessel.
At anchor. Note: In vessels
over 100 meters in length,
the bell will be sounded
near the bow followed by a
5-second gong signal from
the stem.
Interval
Not more than every 2
minutes.
Not more than every 2
minutes.
Not more than every 2
minutes.
Note: Rule 35 also covers signals for towing and special circumstances. Refer to the
Navigation Rules for complete details.
16.5 SIGNALS USED TO ATTRACT ATTENTION
16.5.1 Distress Signals
International Rules and Inland Rules on signals to attract attention are almost identical. If
it becomes necessary to attract the attention of another vessel, any vessel may make light
or sound signals that cannot be mistaken for any signal authorized elsewhere in these
rules, or may direct the beam of its searchlight in the direction of the danger in such a
way as not to embarrass any vessel.
The following paragraph from the International Rules is not included in the Inland Rules.
Any light to attract the attention of another vessel will be such that it cannot be mistaken
for any aid to navigation. For the purpose of this rule, the use of high-intensity
intermittent or revolving lights, such as strobe lights, must be avoided.
16-10
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16-11
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16-12
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17.1 INTRODUCTION
On the Bridge, Quartermasters use a variety of devicesradar, radar repeaters, TDS
consoles, APS, surface plot, and maneuvering boardto obtain information (course,
speed, closest point of approach (CPA), etc.) on all surface contacts within range.
17-1
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17-2
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Figure 17-1 Relative motion of ship A in relation to ship B. Ship A speed 25 knots. Ship B speed 10
kts
An observer aboard one ship must judge movement by relating it to that ship. In this
example, think about relative motion from the point of view of an observer on ship B.
Concentrate on what is happening to the relationship between the two shipsthat is,
what is happening to the bearing and range of ship A from ship B.
As observed on the PPI scope, As bearing is always the same (270), but range is
opening constantly at a rate of 15 knots or 500 yards per minute. Stated more precisely,
the direction of relative motion is 270 and speed of relative motion (SRM) is 15 knots.
Although ship A has a true speed of 25 knots, it is making only 15 knots in relation to
ship B.
17-3
UNCLASSIFIED
If you were the surface search radar operator aboard ship C, you would observe ship D
moving out from the center of the scope, in a northeasterly direction. See figure 17-3.
After an hour, with the ships maintaining their original courses and speeds, ship D would
be located at 053, 25 nautical miles from ship C.
The speed of relative motion (SRM) between these two ships then must be 25 knots; and
the direction of relative motion (DRM), in relation to ship C, is 053.
You can figure the solutions to these simple problems in your head. However, most
relative motion problems are more complicated and require you to use a maneuvering
board.
17-4
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17-5
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17-6
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The distance between the positions M 1 and M 2 , measured to the same scale used to plot
M 1 and M 2 , is the distance M traveled with respect to R. This is called relative distance.
Again, remember that this is not a true distance; it is the relative distance, which is the
result of the reference ships course and speed and the maneuvering ships course and
speed. Relative distance, then, is the measurement of the distance between M 1 and M 2 .
Be sure to use the same scale for this measurement as you used to plot M 1 M 2 . After you
determine the distance between M 1 and M 2 and the time between the plots, you can
determine Ms relative speed. Relative speed is the speed at which the maneuvering ship
is moving in relation to the reference ship.
17-8
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17-9
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17-10
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In our discussions concerning the speed and distance scales, we use the words relative
and actual. We do this only to inform you that you may solve both relative and actual
problems. When you solve a problem, be sure to use the same type of speed and distance.
For example, if you use relative distance, be sure to use relative speed.
Time-speed-distance scales are based on the formula Distance = Speed x Time. They
are so arranged that by marking off any two known values and laying a straightedge
through the two points, you can determine the correct value of the third quantity, which is
the point of intersection on the third scale.
Suppose a ship travels 1500 yards in 5 minutes. What is the speed? Figure 17-6 shows the
graphic solution to the problem. Time is marked at 5 minutes on the time scale. Distance
is marked at 1500 yards on the distance scale. A straight line drawn through these two
points and extended across the speed scale intersects the speed scale at 9 knots,
answering the problem. If the distance in figure 17-6 is relative, then speed (9 knots)
obtained is also relative.
17.4.1 Logarithmic Scale
You actually need only one of the three nomogram scales to solve for time, speed, or
distance if you know any two of the three values. But since the upper scale is larger, it
will provide greater accuracy.
If you use a single logarithmic scale to solve the basic equation with speed in knots and
distance in miles or thousands of yards, you must incorporate either 60 (for miles) or 30
(for yards) into the basic equation for the result to have the proper units. We explain this
procedure below.
17-11
UNCLASSIFIED
If the distance you use is in thousands of yards, set a divider point at 30 rather than at
60. If the speed is less than 30 knots, the distance in thousands of yards will always be
less than the time in minutes. If the speed is in excess of 30 knots, the distance in
thousands of yards will always be greater than the time in minutes.
17.5 CLOSEST POINT OF APPROACH PROBLEMS
When range, bearing, and composition of a radar contact are relayed to the bridge, the
OOD expects amplifying information shortly afterward about the contacts course, speed,
and closest point of approach.
The closest point of approach (CPA) is the position of a contact when it reaches its
minimum range to own ship. This point is at the intersection of a line from own ship to
the contacts line of relative movement, perpendicular to the line of relative movement. It
is expressed in true bearing and range from own ship and the time the contact should
reach that point.
17-12
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17-13
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17-14
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17-15
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17-16
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17-17
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17-18
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17-20
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17-23
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17-24
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17-25
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17-26
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17-27
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Solution:
1. Draw the er1 vector: 320, 15 knots.
2. Draw the em vector: 197, 20 knots.
3. Complete the vector diagram. Draw r1m.
4. Plot the M1 position: 353, range 16,000 yards.
5. Plot the M2 position: 353, range 10,000 yards.
6. Draw a line from M2 tangent to the 3,000-yard circle. To avoid crossing the contacts
bow, own ship will have to turn right. Therefore, the line will be drawn to the west of
own ship. Parallel this line to the em vector and draw the r2m 15-knot circle. Complete
the vector diagram by drawing er2.
7. To determine the time to turn, measure theM1 M2 distance and relative speed of r1m.
Apply these components to the nomogram and add the results to the time designated for
the M1 position.
Check your solution against figure 17-15. The answers are as follows:
1. 003
2. 0256
17-28
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17-29
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17-31
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17-32
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17-33
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17-34
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17-35
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17-36
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17-38
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17-39
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17-40
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17.9 SUMMARY
In this chapter, we have tried to show you how to solve basic maneuvering board
problems. Now we offer a few hints on how you can avoid making mistakes as you work
those problems.
1. Be sure to read the problem carefully; be certain you understand it before you proceed
with the solution. Check all of the numbers carefully.
2. Avoid using reciprocals. When a bearing is given, be sure you understand to which
ship the bearing applies or from which ship it is taken (bearing to or bearing from).
3. Be particularly careful of the scale of the nomogram at the bottom of the form.
17-41
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17-42
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The Protective Measures Assessment Protocol (PMAP) has been developed to fulfill
these requirements. At Initial Operating Capability (IOC), PMAP will provide
compliance consistency fleet-wide for unit level routine training and exercises for the
protection of marine natural resources.
18-1
UNCLASSIFIED
UNCLASSIFIED
Within ranges and OPAREAs where Navy does not otherwise have specific
environmental requirements, or
Within a foreign nation Exclusive Economic Zone (EEZ), the protective measures
contained in PMAP shall form the minimum requirements absent definitive
guidance from the applicable sofa (or other bilateral agreement(s)), U.S. Fleet
Commander, or U.S. Operational Commander.
In the event of conflict between the protective measures contained in PMAP and those
provided by the applicable Status of Forces Agreement (SOFA) (or other bilateral
agreement(s)), U.S. Fleet Commander, or U.S. Operational Commander, the more
stringent protective measures shall apply. For areas where no foreign EEZ has been
delineated, e.g. parts of the Mediterranean Sea, the waters beyond the territorial sea
(normally 12 nm) are considered "at sea".
Generally, standard protective measures emphasize the use of trained lookouts and visual
survey capabilities. When possible, plan to conduct environmentally sensitive training
during daylight hours. In the event exercises will be conducted at night, maximize use of
passive acoustic monitoring, radar, and/or night vision equipment to survey for protected
species, coral reefs, and to clear the target or other relevant area.
In addition to the standard operating protective measures for sonar in the specific training
exercises, consistent with essential training requirements, Navy units will avoid training
with active sonar in areas where they will encounter conditions that, in combination,
could contribute to a marine mammal stranding event. These conditions include a strong
surface duct, significant bathymetry (steep or complex bathymetric features such as the
continental shelf break, seamounts and canyons), multiple sonar use over extended
periods of time, and constricted channels or limited egress for marine mammals. If a
situation arises in which units must conduct sonar training or exercises where all these
conditions are present, prior approval shall be received by contacting their appropriate
numbered fleet staff.
PMAP training events reports are required to be printed, signed and retained for a period
of two continuous years and filed In Accordance With (IAW) the appropriate Type
Commander or Numbered Fleet Instructions.
18-3
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18-4
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18-5
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A total of seven screens comprise PMAP. The screens are designed using Wizard
functionality; familiar buttons such as Next, Back, and Cancel are used on each
screen.
Multiple exercises are supported by PMAP. PMAP will loop through each of the
exercises and generate a final report for each exercise.
18-6
UNCLASSIFIED
PMAP is to be used before a routine; unit level training exercise is conducted. A planner
is required to run PMAP and provide the printed report to the Commanding Officer
through the chain of command. PMAP provides valuable data to units performing
independent training activities.
18.1.3 PMAP Tutorials
Two types of tutorials, in the form of a slide show and audio/video presentation, may be
accessed using the Quick Tutorial button provided on the PMAP Main Menu screen.
The short, slide tutorial visually leads the user through the process of starting PMAP,
selecting an operational scenario, and generating the final reports. The audio/video
presentation expands on the Quick Tutorial; the process of selecting operational and
sonar maintenance scenarios are verbally described and visually illustrated to the user
using simple step-by-step instructions and graphical representations of the PMAP
screens.
Perform the following steps to access the Slide Show Quick Tutorial.
18-7
UNCLASSIFIED
2. Select the Slide Show button. The first page of the slide show tutorial is displayed on
the Quick Help window, as shown in Figure 18-3.
18-8
UNCLASSIFIED
18-9
UNCLASSIFIED
Visually verify the location of the proposed exercise area with reference to the
nearest landmass.
View the environmental information to the extent of the National GeospatialIntelligence Agency (NGA) map input.
In all three views, available environmental data and natural resources are displayed, if
present. If the proposed exercise area shown on the screens does not correspond to the
actual exercise and unit locations, the operator is given the opportunity to return to the
data entry screens to correct the location information.
Process 3: Natural Resource Considerations and Evaluation
Once the exercise location and environmental situation has been confirmed, two natural
resource evaluation/decision aid screens are displayed.
The second of the decision aid screens provides the operator with a listing of
protective measures and controls associated with the natural considerations.
18-10
UNCLASSIFIED
Situational maps identifying the units location, exercise area, target area, and any
natural resource considerations.
The final report should be forwarded up the chain of command by following the
procedures set forth within the unit for planning training exercises.
18-11
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18-12
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18-13
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18-14
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18-15
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18-17
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18-18
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18-19
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18-20
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Cetaceans Whales, dolphins, and porpoises all belong to the same taxonomic order
called cetacea. All cetaceans are protected under the MMPA, and most large whale
species are listed as endangered under the ESA. Cetaceans can be found virtually in every
ocean of the world. Depending on the species, certain habitats are better than others for
marine animals. Coastal areas, estuary openings, areas with high bottom relief such as
underwater canyons or seamounts, edges of the continental shelf, and regions with
marked dynamics such as temperature gradients, regions of high primary productivity or
upwelling, and areas of strong tidal runs can all be good habitat for marine species. Extra
vigilance should be exercised in these areas.
18-21
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18-22
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18-23
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18-24
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18-25
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18-26
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18-27
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18-28
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a. Diving - Did the whale flip its tail up (fluke up) when it dove? Whales usually only
fluke up before a deep dive. So, if you see a whale a couple times at the surface, maybe
for a series of blows, then it flukes up, that almost always means it is going for a deep
dive and will be down for 6 to 10 minutes and sometimes even as long as an hour. The
whale wont always continue going in the same direction that it is when diving, but it is
very likely that it will.
b. Spyhopping - is where the whale raises its head just out of the water while vertical,
seemingly to take a look and then just sinks back down without making much of a
splash.
18-29
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18-30
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A-1
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A-2
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A-3
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A-4
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A-5
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A-8
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A-14
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A-15
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A-16
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B1
UNCLASSIFIED
B2
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B3
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1-2.
For questions 3 through 5 use the following scenario: Your ship is on course 135T, speed
12 kts, winds are 15 off port bow at 10kts. Your ship departs from is location at 1800.
Using time, speed and distance, compute the following:
1-3.
Your ship is proceeding outbound and needs to intercept turn A 20nm away by
1930. Using current speed determine the time your ship will reach turn A
1.
2.
3.
4.
1-4.
You reached turn A. Turn B is 50nm away. Determine best speed to reach
turn B NLT 2300
1.
2.
3.
4.
1-5.
1910
1905
1900
1855
11kts
12kts
13kts
14kts
You reached turn B. Based on current speed your will reach turn C by 0246.
How far will you travel using current speed?
1.
2.
3.
4.
48nm
49nm
50nm
51nm
1
UNCLASSIFIED
1-8.
00N
180E
125W
37N
1-9.
Lambert conformal
Polar region gnomonic
Mercator
Gnomonic
Combat charts
Coastal charts
General and Sailing charts
Harbor and Approach charts
Combat charts
Coastal charts
General and Sailing charts
Harbor and Approach charts
UNCLASSIFIED
1-13. Which agency is the primary source for charts for US Navy ships?
1.
2.
3.
4.
NOS
NOAA
NGA
British Admiralty
1-14. What are the portfolios designated for Standard Nautical Charts?
1.
2.
3.
4.
A, P and B
A and O
A, B and X
G, E and N
1-17. Which of the following sources of information is not normally used to correct
charts?
1.
2.
3.
4.
Notice to Mariners
After Action Reports
Hydrolants
Local Notice to Mariner
UNCLASSIFIED
Semi-Annual
Quarterly
Weekly
Daily
NOS
NOAA
NGA
US Coast Guard
1-20. When correcting paper charts, what color ink is not used?
1.
2.
3.
4.
Black ink
Blue ink
Red ink
Purple ink
VDU
DNC
TOD
PDU
1-22. Which of the following is not a situation in which a ship would engage in
piloting?
1.
2.
3.
4.
Open ocean
Operating near land
When visual aids are in sight
Entering or leaving port
1-23. What steps have been taken by NGA to prevent problems with colors in charts at
night?
1.
2.
3.
4.
UNCLASSIFIED
Course changes
Winds and seas
Speed
Rudder angle
1-25. Which of the following is not an element of determining the letting-go circle
during anchoring?
1.
2.
3.
4.
UNCLASSIFIED
2-2.
2-3.
2-5.
2-4.
1MC
24MC
20MC
19MC
1MC
24MC
20MC
21MC
UNCLASSIFIED
2-7.
2-8.
Simple to operate
Transmission doesnt contribute to noise level
Can be used to handle other equipment
Ear piece might be used to transmit message
2-9.
1MC
19MC
20MC
21MC
JA
1JV
22JS
X40J
Which designation in circuit X22JS1 indicates the general purpose of the circuit?
1.
2.
3.
4.
S
22
J
X
2-10. Which designation in circuit X22JS1 indicates the specific purpose of the circuit?
1.
2.
3.
4.
S
22
J
X
JA
JW
JL
1JS
UNCLASSIFIED
JA
1JS
JL
JW
1JS
JA
JL
JW
2-14. Which item doesnt apply to the proper care of (S/P) phones?
1. Inoperative phones may be left out on station
2. The length of the cord is limited
3. Phones should be made up and stowed on hooks or in the stowage when
not in use
4. Unauthorized persons should not disassemble S/P phones
2-15. What is the proper procedure for transmitting messages using S/P phones or
IVCS?
1.
2.
3.
4.
2-16. Which standard phrase is used to indicate an error in the message transmission?
1.
2.
3.
4.
Say again
Belay my last
Correction
That is wrong
Say again
Repeat your last
Belay my last
Wait
8
UNCLASSIFIED
EITE
ATE
Eight
AIT
One
Two
Three
Four
2-20. Ranges are always reported digit by digit except for what multiples?
1.
2.
3.
4.
Hundreds only
Thousands only
Tens and Hundreds
Hundreds and Thousands
2-21. Ranges are always reported digit by digit except for what multiples?
1.
2.
3.
4.
Hundreds only
Thousands only
Tens and Hundreds
Hundreds and Thousands
2-22. Which frequency band is used in short range Line of Sight (LOS)
communications?
1.
2.
3.
4.
ELF
UHF
VHF
VLF
UHF
VLF
ELF
VHF
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ELF
SHF
UHF
VHF
Modulator
Transceiver
Transmitter
Receiver
10
UNCLASSIFIED
3-2.
3-3.
According to the laws of magnetic attraction and repulsion, how will the south
pole of one magnet react to another magnet?
1.
2.
3.
4.
3-5.
3-4.
True
False
11
UNCLASSIFIED
What part of a chart shows the magnetic variation for a specific area?
1.
2.
3.
4.
3-7.
3-8.
Submarines
Hover craft
Tug boats
Landing craft
If a ship has two magnetic compasses, what is the primary compass called?
1.
2.
3.
4.
3-9.
Legend
Chart data
Compass rose
Publication note
Reference compass
Standard compass
Steering compass
Support compass
If a ship has two magnetic compasses, what is the second compass called?
1.
2.
3.
4.
Back-up compass
Standard compass
Checking compass
Auxiliary compass
3-10. The notation "PSC" after courses and bearings indicates the readings were
obtained using which of the following compasses?
1.
2.
3.
4.
Steering
Standard
Selsyn
Synchronized
12
UNCLASSIFIED
A compass should not be placed near iron or steel equipment that will be
frequently moved
The immediate vicinity should be kept free of sources of magnetism,
particularly those of a changing nature
No source of magnetism should be permitted within a radius of several
feet
All of the above
3-12. What are the two influences that must be taken into account when compass error
is determined?
1.
2.
3.
4.
3-13. The amount a compass is deflected from the magnetic meridian because of the
effects of the ship's iron defines which of the following terms?
1.
2.
3.
4.
Deviation
Degradation
Declination
Depreciation
True
False
13
UNCLASSIFIED
3-17. The bearing of a range is 081 magnetic, and your ship's magnetic compass reads
079.5. What is the compass deviation?
1.
2.
3.
4.
1.5E
1.5W
2.0E
2.0W
True
Magnetic
Relative
Compass
3-20. Which of the following terms defines converting a compass course to a true
course?
1.
2.
3.
4.
Correcting
Uncorrecting
Compensating
Adjusting
14
UNCLASSIFIED
3-22. Which of the following methods should you use to convert compass courses to
true courses?
1.
2.
3.
4.
3-23. If the magnetic heading is 255 and the variation is 5W, what is the approximate
true course?
1.
2.
3.
4.
250
251
259
260
3-24. If the compass course is 170, the variation is 15E, and the deviation is 5W,
what is the true course?
1.
2.
3.
4.
150
160
180
190
15
UNCLASSIFIED
075
085
095
105
3-26. If the compass course is 270, the variation is 10E, and the deviation is 5E, what
is the magnetic course of the ship?
1.
2.
3.
4.
255
265
275
290
3-27. A ship is steering a compass course of 180 making good a true course of 176. If
the deviation is 2E, what is the variation?
1.
2.
3.
4.
2E
6E
2W
6W
3-28. When a ship is under way, the ship's compasses should be compared at least how
often?
1.
2.
3.
4.
Once a watch
Every 4 hours
Every course change only
Every 1/2 hour and at each course change
16
UNCLASSIFIED
226
229
249
251
3-31. The master gyrocompass should be energized a minimum of how many hours
before being used?
1.
2.
3.
4.
1
2
3
4
3-32. When a ship is under way, the gyrocompass must be checked for error a minimum
of how many times each day?
1.
2.
3.
4.
Once
Twice
Three times
Four times
3-33. In what area(s) aboard ship are gyro repeaters normally found?
1.
2.
3.
4.
True
False
3-35. Which of the following methods should NOT be used to check the accuracy of a
gyrocompass?
1.
2.
3.
4.
Terrestrial range
Azimuth of the Moon
Azimuth of the Sun
Amplitude of the Sun
17
UNCLASSIFIED
True
False
Latitude
Longitude
Meridian
3-39. Why is it important to use a telescopic alidade when taking visual bearings?
1.
2.
3.
4.
3-41. When is the Franklin technique of checking gyro error most useful?
1.
2.
3.
4.
In open ocean
Prior to getting under way
When a range cannot be found
At any time
18
UNCLASSIFIED
19
UNCLASSIFIED
4-1.
Pub 9
4-2
Pub 102
4-3.
Pub 150
4-4.
Pub 229
4-5.
4-6.
4-7.
NOS
NOAA
DMA
USCG
NOS
NOAA
DMAHTC
Naval Press
9
10
11
12
20
UNCLASSIFIED
4-9.
USN
DMAHTC
NOS
USCG
Repair
Navigational
Logistic
All of the above
4-11. The information contained in Fleet Guides is much like that contained in Coast
Pilots and Sailing Directions.
1.
2.
True
False
4-12. Sailing Directions are based on a total of how many ocean basins?
1.
2.
3.
4.
Five
Six
Eight
Nine
21
UNCLASSIFIED
Danger areas
Buoyage systems
Local coastal phenomena
All of the above
USCG
DMAHTC
NOS
NOAA
4-15. The List of Lights contains information on what type(s) of navigational aids?
1.
2.
3.
4.
True
False
4-17. The Tide Tables are made up of a total of how many volumes?
1.
2.
3.
4.
Seven
Six
Five
Four
22
UNCLASSIFIED
NOS
DMA
NOAA
USCG
4-19. The Tide Tables contain which of the following types of information?
1.
2.
3.
4.
4-20. The Tidal Current Tables are contained in a total of how many volumes?
1.
2.
3.
4.
Six
Two
Eight
Four
4-21. What type of chart indicates the best route between ports and graphically shows
magnetic variation, currents, and prevailing winds?
1.
2.
3.
4.
Harbor Chart
Coastal Chart
Pilot Chart
General Sailing Chart
117
140
150
151
23
UNCLASSIFIED
Sailing Directions
Coast Pilots
Fleet Guides
Each of the above
4-24. What agency publishes the Distances Between United States Ports?
1.
2.
3.
4.
NOAA
NOS
DMA
USN
4-25. Which of the following agencies gather(s) data for the Nautical Almanac?
1.
2.
3.
4.
True
False
NOS
NOAA
DMAHTC
USNO
24
UNCLASSIFIED
10
15
16
20
4-30. What publication number for the Sight Reduction Tables for Air Navigation?
1.
2.
3.
4.
229
249
259
269
25
UNCLASSIFIED
5-2.
5-3.
5-5.
5-4.
Color
Rhythm
Intensity
Position
Flashing
Occulting
Isophase
Quick
The light abbreviation Oc(2) is indicated on one of your charts. What is the
meaning of the (2) in parentheses?
1.
2.
3.
4.
26
UNCLASSIFIED
Which of the following definitions best defines the term "light cycle"?
1.
2.
3.
4.
5-7.
5-8.
5-9.
Safe water
Isolated dangers
Special marks
All of the above
Intensity only
Height above water only
Color
Intensity and height above water
5-11. Of the following factors, which one should you take into account when
determining the luminous range of a light?
1.
2.
3.
4.
27
UNCLASSIFIED
True
False
5-13. Which of the following factors influences the shape and construction of a
lighthouse?
1.
2.
3.
4.
Location
Importance of its light
Prevalence of violent storms
Each of the above
5-14. What is the primary purpose of the various patterns painted on lighthouses?
1.
2.
3.
4.
5-15. A navigator knows that he is "on the range" when the lights or beacons of the
range are observed in what position?
1.
2.
3.
4.
5-16. Daymarks marking the sides of a channel are colored and numbered in the same
manner as buoys.
1.
2.
True
False
5-17. Minor lights are structured like daybeacons, but are equipped with lights generally
found on buoys.
1.
2.
True
False
28
UNCLASSIFIED
White
Red
Yellow
Green
5-19. What light color abbreviation does NOT appear on a chart and is assumed?
1.
2.
3.
4.
Blue
Yellow
Green
White
5-20. Alternating lights are reserved for which of the following special applications?
1.
2.
3.
4.
Lighthouses
Airport beacons
Harbor entrance lights
Each of the above
5-21. What is indicated by the red sectors placed in the lanterns of some lighthouses?
1.
2.
3.
4.
Danger bearings
Recommended approaches
Restricted areas
Safety sectors
A range
A radio beacon
Water that should be avoided
The best water across a shoal
5-23. All sector bearings are true bearings expressed as bearings observed from the ship
towards the light.
1.
2.
True
False
29
UNCLASSIFIED
Yellow
Amber
Orange
Reddish
5-25. Emergency lights may or may not have the same characteristics as the main light.
1.
2.
True
False
5-26. A RACON is a radar beacon that produces which of the following outputs?
1.
2.
3.
4.
5-27. Which of the following buoy characteristics assists the mariner in following the
proper course?
1.
2.
3.
4.
Shape
Light
Color
Each of the above
5-28. What type of buoy produces a sound signal and shows a light?
1.
2.
3.
4.
Whistle buoy
Combination buoy
Lighted buoy
Gong buoy
30
UNCLASSIFIED
5-31. Virtually all U.S. lateral marks are located in what is known as IALA region B
and follow the traditional "red right returning" rule.
1.
2.
True
False
5-32. Buoys of the IALA buoyage system use which of the following buoy
characteristics to convey desired information to the navigator?
1.
2.
3.
4.
Shape
Color
Rhythm
Each of the above
5-33. Buoys with which of the following solid colors have lateral significance?
1.
2.
3.
4.
True
False
True
False
31
UNCLASSIFIED
Junctions
Obstructions
Bifurcations
Each of the above
5-37. If the topmost band of a red and green striped buoy is green, keep the buoy to port
to follow the preferred channel.
1.
2.
True
False
Circle
Sphere
Triangle
Square
5-39. If the topmost band of a red and green striped buoy is red, keep the buoy to
starboard to follow the preferred channel.
1.
2.
True
False
Square
Triangle
Cone
Sphere
5-41. A buoy with red and white vertical stripes is called what type of mark?
1.
2.
3.
4.
Special purpose
Safe water
Non-lateral
Lateral
32
UNCLASSIFIED
Yellow
Orange
Black
Green
5-43. Isolated danger marks are horizontally banded buoys of what colors?
1.
2.
3.
4.
5-44. What term identifies an aid to navigation that produces an audible signal designed
to assist the mariner in periods of reduced visibility?
1.
2.
3.
4.
Sound signal
Noise alarm
Sound beacon
Noise signal
5-45. Unless operating continuously, under which of the following conditions will a
sound buoy operate?
1.
2.
3.
4.
Fog
Adverse weather
Reduced visibility
Each of the above
5-46. Yellow markings in what two shapes are used to designate Intracoastal Waterway
(ICW) aids to navigation?
1.
2.
3.
4.
33
UNCLASSIFIED
(a) Southerly
(a) Southerly
(a) Northerly
(a) Northerly
(b) westerly
(b) easterly
(b) easterly
(b) westerly
5-48. When navigating on western rivers, what does the number on the buoy indicate?
1.
2.
3.
4.
Safe water
Restricted areas
Channel crosses
Shoal water
Isolated danger
Midchannel buoy
Safe water buoy
Junction buoy
34
UNCLASSIFIED
B. REFERENCE POINT
6-1.
Mean solar
1. 24 hours
6-2.
Solar apparent
2. Fictional sun
3. First point of Aries
4. Sun
6-3.
Mean solar time and apparent solar time are nearly equal, but apparent solar time
is the time used in everyday life.
1.
2.
6-4.
True
False
The "equation of time" is the name given to the difference between what two
types of time?
1.
2.
3.
4.
35
UNCLASSIFIED
B. DEFINITION
6-5.
LMT
6-6.
ZT
6-7.
ZD
6-8.
6-9.
LMT
ZT
GMT
LAT
How many degrees does a time zone extend on either side of the standard time
meridian?
1.
2.
3.
4.
7 1/2
15
24
30
6-10. What time is it when the Sun is on the Greenwich meridian (0)?
1.
2.
3.
4.
Noon GMT
Noon LMT
Noon ZT
Each of the above
36
UNCLASSIFIED
6-12. What are the zone time and date at 170W longitude when it is noon on 16 March
zone time at 30E longitude?
1.
2.
3.
4.
2100, 15 March
2300, 15 March
2100, 16 March
2300, 16 March
6-13. What are the time and date at 170E longitude when it is noon on 24 December at
125W longitude?
1.
2.
3.
4.
0600, 24 December
0700, 24 December
0600, 25 December
0700, 25 December
6-14. What is LMT at 69W longitude when ZT for that zone is 4h36m16s?
1.
2.
3.
4.
4h8m16s
4h12m16s
5h0m16s
5h4m16s
5h2m45s
5h10m45s
5h40m45s
5h58m45s
37
UNCLASSIFIED
15 min
15 set
4 min
4 set
1' of arc
4' of arc
15" of arc
15' of arc
4" of arc
4' of arc
15" of arc
15' of arc
6-19. In the time-to-arc conversion process, to obtain degrees the hours should be
multiplied by what number?
1.
2.
3.
4.
5
10
15
20
12036'40"
12450'40"
12641'30"
12710'00"
38
UNCLASSIFIED
True
False
6-22. Which of the following relations holds true in time zones west of Greenwich?
1.
2.
3.
4.
6-23. When figuring for GMT, a correction of how many hours should be applied to ZT
at 172E longitude?
1.
2.
3.
4.
Plus 10
Minus 10
Plus 11
Minus 11
6-24. A correction of how many hours should be applied to GMT to compute zone time
at 158W longitude?
1.
2.
3.
4.
Plus 10
Minus 10
Plus 11
Minus 11
39
UNCLASSIFIED
6-26. When traveling towards the west and you enter a new time zone, the clocks must
be retarded 1 hour.
1.
2.
True
False
International Dateline
Greenwich Meridian
Equator
6-29. When you cross the International Dateline, which of the following rules is correct
for adjusting time?
1.
2.
3.
4.
40
UNCLASSIFIED
No. 102
No. 110
No. 116
No. 117
6-31. What time scale contributes to the UTC and GMT differing by up to .7 seconds?
1.
2.
3.
4.
Geographic
Gnomonic
Atomic
Atmospheric
6-32. Which of the following formulas should be used to compute correct time?
1.
2.
3.
4.
6-33. Each page of the Navigational Timepiece Rate Book can accommodate the
records of (a) how many chronometers and (b) for what time period?
1.
2.
3.
4.
(a) One
(a) Three
(a) One
(a) Three
(b) 3 mo
(b) 3 mo
(b) 1 mo
(b) 1 mo
6-34. Chronometer error should be determined no closer than which of the following
time periods?
1.
2.
3.
4.
1 sec
2 sec
3 sec
1/2 sec
41
UNCLASSIFIED
7-2.
7-3.
7-5.
7-4.
Currents
Tides
Set
Drift
6
12
18
24
42
UNCLASSIFIED
Which of the following terms identifies the total rise from low water to high
water?
1.
2.
3.
4.
7-7.
Which of the following terms identifies the period during high and low water
when the water level remains steady?
1.
2.
3.
4.
7-8.
Range
Stand
Mean sea level
Reference plane
7-9.
Rip
Range
Stand
Spring
Spring tides occur when the Sun, Earth, and Moon are in line.
1.
2.
True
False
Higher than normal low tides and higher than normal high tides
Higher than normal high tides and lower than normal low tides
Lower than normal low tides and lower than normal high tides
Higher than normal low tides and lower than normal high tides
7-11. What type of tide is produced when the Moon is in its first and last quarter?
1.
2.
3.
4.
Spring
Solar
Neap
Rip
43
UNCLASSIFIED
Quarterly
Semiannually
Annually
Every 3 years
7-14. A total of how many volumes are contained in the Tide Tables?
1.
2.
3.
4.
Five
Seven
Eight
Four
7-15. How many volumes of the Tide Tables pertain to the United States?
1.
2.
3.
4.
One
Two
Three
Four
7-16. Which tables in the Tide Tables contains information on (a) Sunrise/Sunset and
(b) Moonrise/Moonset?
1.
2.
3.
4.
(a) 4
(a) 4
(a) 5
(a) 5
(b) 5
(b) 6
(b) 5
(b) 6
7-17. Tidal data for a subordinate station are obtained by applying a height difference or
a ratio of ranges to the predictions for the
1.
2.
3.
4.
general area
stated reference station
nearest secondary station
closest main subordinate station
44
UNCLASSIFIED
True
False
7-19. Set is the velocity of a current, and drift is the direction of a current.
1.
2.
True
False
Quarterly
Semiannually
Annually
Every 2 years
7-21. A total of how many volumes make up the Tidal Current Tables?
1.
2.
3.
4.
Five
Two
Three
Four
7-23. The graphing of current velocity information is generally the same as graphing
tidal data.
1.
2.
True
False
45
UNCLASSIFIED
8-2.
8-3.
Regarding the DR plot, a new course line need not be plotted from each new fix
or running fix.
1.
2.
8-5.
True
False
8-4.
True
False
If a ship made good the exact course and speed ordered, and there was no wind or
current, dead reckoning would, at times, provide an accurate indication of the
ship's position.
1.
2.
True
False
46
UNCLASSIFIED
8-7.
8-8.
True
False
Which of the following information is determined by laying out the ship's course
and speed on the chart?
1.
2.
3.
4.
8-9.
Five
Six
Seven
Four
DR position
Estimated position
Ship's heading
Ship's speed
The effects of currents are always taken into account when determining a DR
position.
1.
2.
True
False
8-10. When data such as the direction and speed of the current are applied to a DR
position, the resultant position is known as which of the following points?
1.
2.
3.
4.
Fix
Estimated position
Running fix
Line of position
8-11. For purposes of DR, how far will a ship travel in a half hour if the ship's speed is
21 knots?
1.
2.
3.
4.
10.5 mi
10.5 nmi
21.0 mi
21.0 nmi
47
UNCLASSIFIED
1,000
1,500
2,000
2,500
8-13. Which of the following formulas for figuring time, distance, and speed is correct?
1.
2.
3.
4.
8-14. If a ship travels 18,800 yards, how many nautical miles has the ship covered?
1.
2.
3.
4.
8.2
8.8
9.4
9.8
8-15. If a ship travels 6.1 nautical miles, how many yards has the ship covered?
1.
2.
3.
4.
12,200
11,800
10,400
6,100
8-16. If a ship travels 87 nautical miles in 6 hours, what speed did the ship make good?
1.
2.
3.
4.
12.7 kn
14.5 kn
15.3 kn
16.7 kn
8-17. How much time will it take a ship to travel 16.0 nautical miles at a speed of 18
knots?
1.
2.
3.
4.
53.5 min
53.0 min
52.0 min
51.0 min
48
UNCLASSIFIED
12.5 nmi
12.7 nmi
13.0 nmi
13.5 nmi
8-19. The 3-minute rule states that a ship's speed in knots is equal to the distance
traveled in yards over 3 minutes divided by 100.
1.
2.
True
False
8-21. To use the nautical slide rule, enter two known variables on the appropriate scales
and the third value can be obtained.
1.
2.
True
False
8-22. When figuring a PIM, how often are points indicated and in what type of time?
1.
2.
3.
4.
2 hr, LMT
4 hr, LMT
4 hr, GMT
8 hr, GMT
8-23. When distance is to be indicated on a plot, the distance may be indicated in which
of the following increments?
1.
2.
3.
4.
Feet
Yards only
Miles only
Yards or miles
49
UNCLASSIFIED
True
Magnetic
Compass
Each of the above
GPS
AN/SRN-19
Electronic navigation
How often fixes are obtained
Commanding officer
Executive officer
Leading Quartermaster
Navigator
Man overboard
Collision
Ship's alongside refueling
Each of the above
50
UNCLASSIFIED
1 min
30 set
3 set
15 set
8-31. In general, a total of how many types of navigational observances are used in
piloting?
1.
2.
3.
4.
One
Two
Three
Four
8-32. Which of the following objects are used in obtaining a fix during piloting?
1.
2.
3.
4.
Visual bearings
Radar ranges
Depth soundings
Each of the above
51
UNCLASSIFIED
One
Two
Three only
Three or more
8-35. When piloting, you must always strive to obtain how many LOPS for an accurate
fix?
1.
2.
3.
4.
Two only
Two or more
Three only
Three or more
8-36. How many degrees are considered an optimum spread when you use three
lines of position to obtain a fix?
1.
2.
3.
4.
60
90
120
150
8-37. When you shoot visual bearings, how much time should be given between the
stand-by and the mark?
1.
2.
3.
4.
5 set
10 set
15 set
30 set
8-38. To more accurately reflect the ship's position at the time of a mark, what bearings
should be observed first?
1.
2.
3.
4.
Bow
Stern
Beam
Quarter
52
UNCLASSIFIED
8-41. Which of the following instruments should be used to plot relative bearings?
1.
2.
3.
4.
PMP
Parallel ruler
Weems plotter
Three-arm protractor
53
UNCLASSIFIED
9-2.
Which of the following devices is the most accurate for obtaining soundings in
shallow depths?
1.
2.
3.
4.
9-3.
AN/UQN-1
AN/UQN-4
SRN-12
SRN-19
9-5.
Sounding machine
Hand lead
Fathometer
Pit log
What type of echo sounder is most commonly found aboard U.S. Naval vessels?
1.
2.
3.
4.
9-4.
Possible breakdown
Malfunctioning
Damage
All of the above
600 feet
600 fathoms
6,000 feet
6,000 fathoms
Depths less than 400 feet can be most accurately established by the AN/UQN-4
when the recorder is set to what range?
1.
2.
3.
4.
600 feet
600 fathoms only
6,000 fathoms only
600 or 6,000 fathoms
54
UNCLASSIFIED
9-7.
9-8.
9-9.
0800 LMT
0800 GMT
1200 LMT
1200 GMT
.10 nmi
.25 nmi
.50 nmi
1.00 nmi
9-10. How many total satellites make up the Navstar GPS navigation system?
1.
2.
3.
4.
18
21
24
27
9-11. When using the Navstar GPS a minimum of how many satellites are in-view of
any user?
1.
2.
3.
4.
Five
Two
Three
Four
55
UNCLASSIFIED
100 meters
100 yards
16 meters
16 yards
Nine
Seven
Three
Five
9-15. What component of a radar system provides a bird's-eye view of the area
covered?
1.
2.
3.
4.
Modulator
Receiver
Transmitter
PPI
A bright line
A bright spot
A green line sweeping through 360
A variable bright ring
Feet
Yards only
Miles only
Yards or miles
56
UNCLASSIFIED
A bright line
A bright spot
A green line sweeping through 360
A variable bright ring
9-19. Range is determined on a radar scope by placing the strobe on what position of
the target?
1.
2.
3.
4.
Middle
Leading edge
Trailing edge
Right side
Satellite
Inertial
Radio wave
Rocket
Ship
Airplane
Each of the above
57
UNCLASSIFIED
Argon
Nitrogen
Helium
Oxygen
10-2. In which of the following regions would the air contain a greater quantity of water
vapor?
1.
2.
3.
4.
North Pole
South Pole
Equator
Mid-latitudes
10-3. The primary purpose of a barometer is to measure which of the following factors?
1.
2.
3.
4.
10-4. Warm air can hold more water vapor than cold air.
1.
2.
True
False
Humidity
Atmospheric pressure
Temperature
Each of the above
58
UNCLASSIFIED
Salt
Sand
Dust
Plant resin
Crystallization
Distillation
Evaporation
Condensation
10-11. Which of the following conditions is NOT necessary for clouds to form?
1.
2.
3.
4.
Wind
Moisture
A cooling process
Hygroscopic nuclei
59
UNCLASSIFIED
True
False
10-13. The low-etage clouds form from the surface up to how many feet?
1.
2.
3.
4.
5,000
5,700
6,500
8,000
5,000 to 13,000
5,700 to 15,000
6,500 to 18,500
8,000 to 20,000
13,000 to 50,000
15,000 to 30,000
18,500 to 45,000
20,000 to 50,000
10-16. Clouds described as thin and feather-like are identified by what name?
1.
2.
3.
4.
Cirrus
Stratus
Cumulus
Nimbostratus
10-17. What type of clouds are associated with the term "mackerel sky"?
1.
2.
3.
4.
Cirrostratus
Cumulonimbus
Stratocumulus
Cirrocumulus
60
UNCLASSIFIED
Fog
Fair
Clear and cold
Rain
10-19. What type of cloud is composed of flattened globular masses being fairly small
and thin?
1.
2.
3.
4.
Altocumulus
Altostratus
Cirrocumulus
Stratocumulus
10-20. What type of clouds are low, uniformly layered, and resemble fog?
1.
2.
3.
4.
Stratus
Stratocumulus
Altostratus
Nimbostratus
Hazy appearance
Wispiness
Anvil-shaped tops
Shapelessness
10-23. Which form(s) of precipitation should you expect from cumulonimbus clouds?
1.
2.
3.
4.
Thunderstorms
Snow
Hail
All of the above
61
UNCLASSIFIED
Condensation
Convection
Evaporation
Advection
Barometric pressure
Wind shifts
Temperature gradient
Wet-bulb depression
In inches of pressure
In inches of mercury only
In millibars only
In inches of mercury and millibars
10-28. Which of the following conditions would mark the passage of a warm front?
1.
2.
3.
4.
Low range
Mid range
High range
Each of the above
62
UNCLASSIFIED
10-31. Which of the following conditions would mark the passage of a cold front?
1.
2.
3.
4.
Rise in temperature
Decreased visibility
Gradual clearing of the sky
Fairly rapid wind shift
10-32. What type of front is the result of a warm and cold front converging?
1.
2.
3.
4.
Warm
Cold
Occluded
Predominant
Psychrometer only
Synchronometer
Anemometer only
Psychrometer or anemometer
10-34. Which of the following is NOT a method for gathering wind data?
1.
2.
3.
4.
Visual estimation
Wave timing
Installed anemometer
Hand-held anemometer
Relative
True
Apparent
Actual
63
UNCLASSIFIED
10-37. What data should you consider to arrive at an estimated true wind speed?
1.
2.
3.
4.
10-38. Which of the following factors will cause the speed estimation of wind to be too
high?
1.
2.
3.
4.
-15
-10
0
5
90
95
100
110
64
UNCLASSIFIED
Psychrometer
Anemometer
Aneroid barometer
Synchro repeater
10-42. The difference between the wet-bulb and the dry-bulb thermometer readings is
used to determine which of the following data?
1.
2.
3.
4.
Relative humidity
Maximum temperature
Diurnal variation
Minimum temperature
10-43. When you are using a sling psychrometer, in which of the following positions
should you be standing?
1.
2.
3.
4.
10-44. The difference between the dry-bulb and wet-bulb readings is called "the wet-bulb
depression."
1.
2.
True
False
10-45. When CNOC 3140/8 is used, what part is used for Synoptic Code Message
Format?
1.
2.
3.
4.
I
II
III
IV
65
UNCLASSIFIED
1 yr
2 yr
3 yr
6 mo
10-47. Which of the following times will be the first entry of a new day on the weather
observation form?
1.
2.
3.
4.
0000 GMT
0000 LMT
2356 GMT
2359 ZT
10-48. How often and by what precedence must ships transmit weather observations
when the surface winds are greater than 34 knots?
1.
2.
3.
4.
66
UNCLASSIFIED
Psychrometer only
Synchronometer
Anemometer only
Psychrometer or anemometer
11-2. Which of the following is NOT a method for gathering wind data?
1.
2.
3.
4.
Visual estimation
Wave timing
Installed anemometer
Hand-held anemometer
On the masthead
On the yardarm
Above the bridge
Above the pilot house
Relative
True
Apparent
Actual
Every watch
Every 12 hr
Every 24 hr
Every other day
67
UNCLASSIFIED
In restricted waters
During replenishment
When entering DR leaving port
All of the above
11-8. Which of the following diameter maneuvers is the distance 90 to the original
course measured from 180 to 360?
1.
2.
3.
4.
Final Diameter
Turning Diameter
Standard Tactical Diameter
Angle of Turn
11-9. Standard rudder is the amount of rudder angle used to make the ship turn in the
standard tactical diameter.
1.
2.
True
False
Side force
Swirl of water inside of the turn when the rudder is applied
Swirl of water outside of the turn when the rudder is applied
Making a wide turn so the stern is kicked out
68
UNCLASSIFIED
A vessel gains rapidly on the ship ahead while in the turn, but loses
distance when the ship completes her turn and steadies on the new course
A vessel gains rapidly on the ship ahead while in the turn, but then
steadies in distance as the ship steadies on the new course
A vessel lose distance on the ship ahead while in the turn, but gains
rapidly after the ship steadies
A vessels distance remains constant both during the turn and after
steadying on the new course
11-14. For what speed are most ship's tactical characteristics figured?
1.
2.
3.
4.
5 kn
10 kn
15 kn
Standard speed
5
10
15
Standard rudder
69
UNCLASSIFIED
OOD
JOOD
Navigator
Conning officer
11-17. A master helmsman must have the ship on course prior to surrendering the wheel
to his relief.
1.
2.
True
False
11-18. When should the words "port" and "starboard" be used in helm orders?
1.
2.
3.
4.
11-19. You are the helmsman, and YOU are steering a course of 320. If the conning
officer orders a change of course to 325, which of the following orders is usually
given?
1.
2.
3.
4.
11-20. Which of the following is NOT an order to steady the ship on the course at the
time the order is given?
1.
2.
3.
4.
MEET HER
STEADY
STEADY AS YOU GO
STEADY AS SHE GOES
11-21. The conning officer notes that the helmsman is off course and warns the
helmsman of this fact. Which of the following orders should be given?
1.
2.
3.
4.
KEEP HER SO
MARK YOUR HEAD
INCREASE YOUR RUDDER
MIND YOUR RUDDER
70
UNCLASSIFIED
AYE SIR!
YES SIR!
STEADY ON 000, AYE SIR!
SHIFT YOUR RUDDER AND STEADY ON 000 AYE SIR!
11-25. During UNREP, what is the maximum deviation allowed from the ordered
course?
1.
2.
3.
4.
.25
.50
.75
1.00
During UNREP
When in restricted waters
During special evolutions
Each of the above
True
False
71
UNCLASSIFIED
Five
Six
Seven
Four
Blue stern
Grimes light
White stern
Task light
11-30. The after-anchor light is a 360 white light mounted at the top of the jackstaff.
1.
2.
True
False
11-31. A total of how many flags make up the allied flag bag?
1.
2.
3.
4.
57
62
68
72
11-32. A total of how many flags make up the international flag bag?
1.
2.
3.
4.
38
40
53
62
11-33. Which of the following publications enables you to read signal flags and
pennants?
1.
2.
3.
4.
NWP 10
ACP 129
NWP 14
ACP 132
72
UNCLASSIFIED
11-35. No person is allowed to go aloft or to work over the side when a ship is under
way.
1.
2.
True
False
QMOW
BMOW
JOOD
JOOW
11-38. The JOOD and the conning officer are sometimes the same person.
1.
2.
True
False
73
UNCLASSIFIED
MOOW
JOOW
QMOW
BMOW
Lookouts
Lee helmsman
Boat crew
After steering
11-42. Which of the following publications shows the sea watch stations and which
divisions man them?
1.
2.
3.
4.
11-44. When should you report to the OOD that you have relieved the watch?
1.
2.
3.
4.
After you have received any special information from the person you are
relieving
After you have sighted all navigation aids that are being used
After you have reviewed the deck log
After completing all of the above
74
UNCLASSIFIED
The navigator
The leading operations specialist
The quartermaster of the watch
The executive officer
11-47. Who is responsible for the preparation of the Captain's Night Orders?
1.
2.
3.
4.
Captain
Executive officer
Navigator
Leading QM
11-48. Where should you find the captain's standing orders to the watch?
1.
2.
3.
4.
11-49. The Night Order Book is divided into a total of how many sections?
1.
2.
3.
4.
Five
Two
Three
Four
Daily
Weekly
As necessary
Only when the navigation plan changes
75
UNCLASSIFIED
11-52. The Ship's Deck Log is the most important log the Quartermaster will maintain.
1.
2.
True
False
Numerically
Chronologically
In order of importance
In a timely manner
Unclassified
Confidential
Secret
For official use only
76
UNCLASSIFIED
Naval archives
The CNO
BUPERS
The Secretary of the Navy
11-58. How long should a copy of the deck log be retained aboard ship?
1.
2.
3.
4.
6 mo
12 mo
18 mo
24 mo
11-59. Which of the following instruments should be used to write in the deck log?
1.
2.
3.
4.
Fountain pen
Felt marker
Ball point pen
All of the above
11-60. What color ink should be used to write in the deck log?
1.
2.
3.
Blue
Black
Blue black
OOD
Navigator
Leading QM
Quartermaster of the watch
11-62. How many times a day is the ship's position recorded in the deck log while under
way?
1.
2.
3.
4.
Once
Twice
Three times
Once a watch
77
UNCLASSIFIED
True
False
11-66. Who signs the deck log at the end of each watch?
1.
2.
3.
4.
Summary page
Cover page
Signature page
Title page
ASW
Classified missions
Secret missions
Never
78
UNCLASSIFIED
Daily
Weekly
Monthly
As required
11-70. How often should the navigator sign the deck log?
1.
2.
3.
4.
Daily
Weekly
Monthly
As required
11-71. How often should the commanding officer sign and approve the deck log?
1.
2.
3.
4.
Daily
Weekly
Monthly only
As required or monthly
Reveille
Chow for the crew
Any injury
Navigator on the bridge
79
UNCLASSIFIED
Distance to be traveled
Availability of classified charts
OPORD requirements
Length of cruise
12-2. Which of the following statements concerning the drawing of great circle tracks is
incorrect?
1.
2.
3.
4.
12-3. Compared to plotting on the great circle chart, plotting around an obstacle on a
Mercator chart will impact the most on the
1.
2.
3.
4.
Departure
Destination position
Plotting instruments used
Ship's total track distance
LMT
GMT
ZT
UCT
Every 6 hr
Every 2 hr
Every 8 hr
Every 4 hr
80
UNCLASSIFIED
True
False
12-7. Which of the following distances is the maximum range when planning a coastal
navigation track?
1.
2.
3.
4.
20 nmi
25 nmi
50 nmi
60 nmi
12-8 . What is the minimum distance a track may be permitted to pass a shoal?
1.
2.
3.
4.
3 miles
5 miles
10 miles
20 miles
12-11. Navigational aids may be marked using any color except red?
1.
2.
True
False
81
UNCLASSIFIED
1.0
1.5
5.0
10.0
12-13. Who is responsible for selecting an anchorage in other than established ports?
1.
2.
3.
4.
The leading QM
The navigator
The operations officer
The commanding officer
12-14. Which of the following sites is NOT considered to be a good choice for an
anchorage?
1.
2.
3.
4.
Shallow water
A mud bottom
A sand bottom
An area with no current
12-15. What is the major danger when you anchor in water that is too deep?
1.
2.
3.
4.
12-16. Which of the following circles is centered at the calculated position of the anchor
and whose radius equals the ship's length plus the scope of chain?
1.
2.
3.
4.
Range circle
Letting go circle
Drag circle
Swing circle
12-17. What are two types of bearings associated with approaching an anchorage?
1.
2.
3.
4.
82
UNCLASSIFIED
1,000 yd
1,250 yd
1,500 yd
1,750 yd
12-19. What affects the range from the letting go circle that engines should be stopped?
1.
2.
3.
4.
Wind only
Current only
Both 1 and 2 above
Engines are always stopped 300 yards from the letting go circle
83
UNCLASSIFIED
True
False
12-25. Why is it desirable to select lighted aids for fixing the ship's position at anchor?
1.
2.
3.
4.
12-26. How often should the anchor bearing watch obtain a fix?
1.
2.
3.
4.
Every 15 min
Every 30 min
Every hour
When the ship's heading changes more than 15
12-27. What should immediately be done if a fix falls outside the drag circle?
1.
2.
3.
4.
12-28. What should you assume if a fix plots outside the drag circle?
1.
2.
3.
4.
12-29. What may cause a ship to drag anchor without any indication of movement?
1.
2.
3.
4.
High winds
High swells
High sea waves
Tidal shift
84
UNCLASSIFIED
12-31. When anchored in high wind, what official is stationed on the bridge?
1.
2.
3.
4.
OOD
JOOD
Conning officer
Leading QM
Leading QM
Navigator
Operations officer
Any of the above
12-33. Commander Naval Surface Forces Atlantic and Pacific require navigational
briefings to be held prior to getting underway. The format can be found in
COMNAVSURFINST 3530.2.
1.
2.
True
False
12-34. The navigation brief is given how many hours prior to getting under way?
1.
2.
3.
4.
8 hr
12 hr
24 hr
48 hr
Verify tugs/pilot
Energize radar repeaters
Determine gyro error
Check navigation lights
85
UNCLASSIFIED
8 hr
12 hr
24 hr
No setting time
15 min
30 min
45 min
1 hr
30 min
45 min
1 hr
Any time prior to arriving at sea buoy
86
UNCLASSIFIED
13-2. What OPNAV form is used for the Surface Radar Contact Log?
1.
2.
3.
4.
3100/2
3100/3
3100/5
3360/90
Time zone
Ships hull number
Ships name
Security classification
Erase the entry and insert the correct information in its place
Black out the entry and insert the correct information
Draw a single line through the entry; insert the correct information, and
then initial in the margin
Leave the entry intact and enter the correct information at a later time with
a reference to the incorrect entry
13-5. During flight operations, minor deviations from base course and speed do not
need to be entered in the deck log.
1.
2.
True
False
87
UNCLASSIFIED
OOD
CICWS
CICWO
Both 2 and 3 above
13-7. You can find the captains standing orders to the watch in what document?
1.
2.
3.
4.
CIC log
Night order book
Navigators log
Deck log
13-8. Which of the following information is entered into the radar navigation log?
1.
2.
3.
4.
13-9. With regards to classified material storage containers, which of the following
statements is NOT true?
1.
2.
3.
4.
True
False
88
UNCLASSIFIED
NWP 5-01
NWP 1-10.1
NWP 1-03.1
NWP 1-01
13-12. Search and rescue procedures and techniques are contained in which of the
following publications?
1.
2.
3.
4.
NWP 1-02
NWP 3-04.1M
NWP 3-13.1.13
NWP 3-50.1
AXP-1
APP-1
ATP-1 Vol. I
APT-1 Vol. II
13-14. How many witnesses are required to destroy Top Secret material?
1.
2.
3.
4.
One
Two
Three
Four
True
False
13-16. Which of the following is NOT an approved method for routine destruction?
1.
2.
3.
4.
Jettisoning
Shredding
Pulping
Burning
89
UNCLASSIFIED
True
False
13-18. All deployable commands are not required to have an emergency destruction plan.
1.
2.
True
False
13-19. Which of the following material has the highest priority for emergency
destruction?
1.
2.
3.
4.
13-20. What is the minimum allowable water depth for jettisoning classified material?
1.
2.
3.
4.
100 feet
1,000 feet
100 fathoms
1,000 fathoms
JCS
OTC
CNO
SECNAV
90
UNCLASSIFIED
True
False
14-2. Aboard ship, all visual signals are made from what area?
1.
2.
3.
4.
Manpower availability
Space availability
Ship superstructure
Ship to horizon visibility
14-4. The phonetic alphabet is used in naval communications for which of the following
reasons?
1.
2.
3.
4.
14-5. The horizontal bar beneath the digit 1 is placed there to distinguish it from the
letter I.
1.
2.
True
False
91
UNCLASSIFIED
ACP 112
ACP 125
ACP 129
ACP 131
14-8. What is the classification of the Allied Maritime Tactical Signal and Maneuvering
book?
1.
2.
3.
4.
CONFIDENTIAL
SECRET
NATO RESTRICTED
FOUO
14-9. What publication contains information on all matters concerning flags and
pennants?
1.
2.
3.
4.
ACP 121
ACP 129
NTP 4
NTP 13
ACP 121
ACP 131
NTP 3
PUB 102
92
UNCLASSIFIED
JANAP 119
NTP 3
NTP 4
ACP 113
14-12. When you are entering pen and ink corrections what color ink should NEVER be
used?
1.
2.
3.
4.
Black
Red
Blue
Green
14-13. Where is the signal and anchor light supply and control panel located?
1.
2.
3.
4.
True
False
Distress signals
Radiotelephone procedures
Medical signals
Signaling instructions
36
38
40
42
93
UNCLASSIFIED
25
30
35
40
14-18. When radiotelephone is used operators should comply with regulations located in
what publication?
1.
2.
3.
4.
ACP 121
ACP 125
ACP 129
Radio Regulations of the International Telecommunications Union
14-19. What should you hoist to indicate the 15th of December, 1996, when
communicating using international signaling procedures?
1.
2.
3.
4.
D1512
D151296
D911215
D121596
14-20. How should you signal your latitude of 4538N using international procedures
when there is no possibility of confusion?
1.
2.
3.
4.
N4538
4538N
L4538N
4538L
Time of origin
Time of receipt
Identity signal
Date
94
UNCLASSIFIED
14-23. When communicating using radiotelephone, you should spell difficult names of
stations.
1.
2.
True
False
14-24. What signal group is used to call all stations in the vicinity?
1.
2.
3.
4.
YN
CS
CQ
CN
14-25. While you are in coastal waters, an overtaken commercial vessel is displaying
ALFA. For what reason should you remain clear of this vessel?
1.
2.
3.
4.
14-26. What should a merchant ship hoist to warn your ship that it is maneuvering with
difficulty?
1.
2.
3.
4.
D
F
P
V
95
UNCLASSIFIED
L
M
S
Y
14-28. What single-letter signal should you hoist to inform a merchant ship that she is
running into danger?
1.
2.
3.
4.
K
R
T
U
14-29. What is the international radiotelephone signal indicating that the originating ship
is in distress?
1.
2.
3.
4.
SOS
PAN
MAYDAY
NC
CN
NC
SO
OS
14-31. A vessel in distress indicates its difficulty by use of a smoke signal. What color is
the smoke?
1.
2.
3.
4.
Blue
Green
White
Orange
96
UNCLASSIFIED
14-33. An aircraft crosses your wake close astern while the pilot alters propeller pitch.
The pilot then flies eastward. What is the pilot indicating?
1.
2.
3.
4.
14-34. What radiotelephone prefix should you transmit to indicate that you have a very
urgent message to transmit concerning the safety of your ship?
1.
2.
3.
4.
MAYDAY
PAN
SECURITE
SAFETY
14-35. What radiotelephone prefix should you transmit to indicate that you have an
important meteorological warning message?
1.
2.
3.
4.
PAN
SAFETY
SECURITE
MAY DAY
97
UNCLASSIFIED
True
False
14-38. During what period is the ensign displayed while your ship is in port?
1.
2.
3.
4.
Sunrise to 1800
Sunrise to sunset
0800 to sunset
0800 to 1800
14-39. When half-masting during dress or full-dress ship, all national ensigns displayed
should be half-masted.
1.
2.
True
False
14-40. When, if ever, should a U.S. Navy ship originate a salute to another ship by
dipping its ensign?
1.
2.
3.
4.
14-41. At what time should you hoist PREP for morning colors?
1.
2.
3.
4.
0740
0745
0750
0755
14-42. What does a single blast from a whistle during the colors ceremonies indicate?
1.
2.
3.
4.
CARRY ON
ATTENTION
COLORS WILL BE EXECUTED IN 5 MINUTES
COLORS HAS BEEN EXECUTED
98
UNCLASSIFIED
0800 to 1800
0800 to sunset
Sunrise to 1800
Sunrise to sunset
14-44. A ship may NOT display a homeward-bound pennant unless it has been on an
overseas tour for a period of how many months?
1.
2.
3.
4.
9 months
6 months
3 months
12 months
14-45. Where should your ship display the POW/MIA flag during Veterans day?
1.
2.
3.
4.
14-46. When displaying more than one award pennant, in what order should you hoist
them?
1.
2.
3.
4.
99
UNCLASSIFIED
Prolate spheroid
Cylinder
Sphere
Paraboloid
15-3. As a celestial body moves westward, what will happen to the value of its GHA?
1.
2.
3.
4.
15-4. What is the name of a vertical line in the system of coordinates used in locating
objects on the celestial sphere?
1.
2.
3.
4.
Hour circles
Latitude
Parallel
Longitude
West only
East only
East or West
North
100
UNCLASSIFIED
Sun
Autumnal equinox
Moon
First point of Aries
15-7. Which of the following facts is NOT true of the celestial coordinate system?
1.
2.
3.
4.
15-8. Which of the following information is contained in the right-hand pages of the
Nautical Almanac?
1.
2.
3.
4.
15-9. A total of how many navigational stars are listed in the Nautical Almanac?
1.
2.
3.
4.
54
57
59
63
15-10. What information is presented in the extreme left-hand column of each page of
the Nautical Almanac?
1.
2.
3.
4.
Hours (LMT)
Date (LMT)
Date and time at Greenwich
Hours at Standard Meridian
101
UNCLASSIFIED
Hourly
Daily
Every third day
Every fifth day
15-12. The declination of any navigational star can be found for any day of the year in
which of the following publications?
1.
2.
3.
4.
Nautical Almanac
Pub. No. 229
Pub. No. 214
All of the above
15-13. When using H.O. Pub. 249 for figuring stars, which of the following information
must you know?
1.
2.
3.
4.
GHA of Aries
LHA of Aries
Declination
Longitude
15-14. When star time is figured, what is the formula for (a) evening and (b) morning
star times?
1.
2.
3.
4.
102
UNCLASSIFIED
LHA only
Declination and LHA
Latitude and LHA
Latitude and GHA
15-17. What information about a star may be found in H.O. Pub 249?
1.
2.
3.
4.
Hc and Ha
Ha and Zn
Ho and Hc
Hc and Zn
10
12
14
15
45S
50S
55S
60S
15-20. On the Rude Starfinder template, what are the minimum and maximum degree
intervals from the horizon?
1.
2.
3.
4.
5 to 80
5 to 90
0 to 90
0 to 80
103
UNCLASSIFIED
LHA
GHA
Latitude
Declination
104
UNCLASSIFIED
CG 169
COLREGS
Motorboat Act
COMDTINST M16672.2
16-2. The international rules of the road are commonly referred to in which of the
following ways?
1.
2.
3.
4.
Rules
72 COLREGS
Territorial rules
Navigational rules
True
False
16-4. How many rules make up the international and inland rules?
1.
2.
3.
4.
36
38
40
42
16-5. Of the following titles, which one is NOT a part of the rules of the road?
1.
2.
3.
4.
105
UNCLASSIFIED
True
False
16-7. Your ship is on course 000T. Another ship on your starboard bow has had a
bearing of 045T for the past 5 minutes. What should this steady bearing tell you
about the other ship?
1.
2.
3.
4.
Figure 16-A
IN ANSWERING QUESTIONS 16-8 THROUGH 16-10, REFER TO FIGURE 16-A.
FIGURE 16-A PERTAINS TO MEETING, CROSSING, AND OVERTAKING
SITUATIONS.
16-8. What maneuver, if any, must ships A and Z make?
1.
2.
3.
4.
106
UNCLASSIFIED
True
False
16-12. A vessel that is fishing with trolling lines is considered a vessel engaged in
fishing.
1.
2.
True
False
16-13. Under which of the following circumstances is a vessel not under command?
1.
2.
3.
4.
16-14. Of the following terms, which one defines a vessel not at anchor and steaming
under its own power?
1.
2.
3.
4.
Under way
Not under command
Under way with no way on
Restricted ability to maneuver
107
UNCLASSIFIED
True
False
16-17. Of the following terms, which one defines the lines that delineate those waters
upon which mariners must comply with the 72 COLREGS?
1.
2.
3.
4.
Demarcation lines
Navigation lines
Territorial waters
COLREGs waters
16-18. A ship's whistle is any sound signaling appliance capable of producing the
prescribed blast according to Annex III of the international and inland rules.
1.
2.
True
False
16-19. A prolonged blast of your ship's whistle should last for a duration of how many
seconds?
1.
2.
3.
4.
2 to 4
4 to 6
6 to 8
8 to 10
16-20. Vessels 12 meters or more in length must be equipped with which of the
following devices?
1.
2.
3.
4.
Gong only
Bell only
Whistle and bell
Gong and bell
108
UNCLASSIFIED
16-22. In international waters, how many blasts of a ship's whistle indicates a course
change to starboard?
1.
2.
3.
4.
16-23. In international waters, how many short blasts of a ship's whistle indicate that the
ship is operating astern propulsion?
1.
2.
3.
4.
One
Two
Three
Four
109
UNCLASSIFIED
Figure 16-B
IN ANSWERING QUESTIONS 16-24 THROUGH 16-26 REFER TO FIGURE 16-B.
FIGURE 16-B PERTAINS TO VESSELS IN SIGHT OF ONE ANOTHER
OVERTAKING IN A NARROW CHANNEL IN INTERNATIONAL WATERS.
16-24. What signal must vessel E give when overtaking vessel Z?
1.
2.
3.
4.
110
UNCLASSIFIED
16-27. Two ships are quickly approaching each other and one ship fails to understand the
other's intentions. The ship in doubt should sound at least how many short, rapid
blasts of the whistle?
1.
2.
3.
4.
Five
Six
Three
Four
16-28. What signal must a vessel sound to answer a signal given by another vessel that is
obscured by a bend in a channel?
1.
2.
3.
4.
16-29. When power-driven vessels are in sight of each other in inland waters, at what
distance should they sound meeting and crossing signals?
1.
2.
3.
4.
1 mi
1/2 mi
3 mi
5 mi
111
UNCLASSIFIED
One
Two
Three
Four
16-32. In inland waters, you hear one short blast from an approaching ship. What number
of short blasts must your ship give if it is in agreement with the proposed
maneuver?
1.
2.
3.
4.
One
Two
Three
Five
16-33. What must be (a) the color and (b) the minimum range of a light used to
supplement whistle signals in inland waters?
1.
2.
3.
4.
(a) White
(a) White
(a) Red
(a) Red
(b) 2 mi
(b) 5 mi
(b) 2 mi
(b) 5 mi
112
UNCLASSIFIED
16-40. A strobe light may be used to attract the attention of another vessel in
international waters.
1.
2.
True
False
16-41. Which of the following is NOT a distress signal used by the U.S. Navy?
1.
2.
3.
4.
White only
Yellow only
White or yellow
Green
16-43. When a submarine is in serious trouble, what color smoke flare should the
submarine fire?
1.
2.
3.
4.
Red
Green
White
Yellow
113
UNCLASSIFIED
True
False
17-2. Your ship is steaming on course 120T. You hold a contact bearing 020T, at a
range of 6 miles, and on course 180T. What is the target angle?
1.
2.
3.
4.
200
180
120
020
17-3. Your ship is steaming on course 230T. A target is reported on the starboard
beam. What is the relative bearing of the target?
1.
2.
3.
4.
090
140
270
320
17-4. Your ship is steaming on course 250T. A target is reported by the lookout
bearing 325 relative. What is the true bearing of the target?
1.
2.
3.
4.
035
070
215
285
17-5. The movement that takes place between two objects when one or both are moving
is called what type of motion?
1.
2.
3.
4.
Resultant
Geographical
Relative
Directional
114
UNCLASSIFIED
090
180
270
17-9. If you are tracking a contact at a range of 32,000 yards, what range scale should
you use on the maneuvering board?
1.
2.
3.
4.
2:1
3:1
4:1
5:1
17-10. What is the recommended scale to use for the speed scale?
1.
2.
3.
4.
2:1
3:1
4:1
5:1
17-11. You are plotting a contact that will vary in range from 7,000 yards to 29,500
yards. You want to use one scale throughout the plot. What scale should you use?
1.
2.
3.
4.
2:1
3:1
4:1
5:1
115
UNCLASSIFIED
40
45
50
55
17-13. What is the speed of a ship that travels 3,600 yards in six minutes?
1.
2.
3.
4.
1.8 kts
3.6 kts
18.0 kts
36.0 kts
Figure 17A
IN ANSWERING QUESTIONS 17-14 THROUGH 17-16, REFER TO FIGURE 17A.
17-14. What is the contacts speed of relative motion?
1.
2.
3.
4.
3 kts
30 kts
60 kts
70 kts
116
UNCLASSIFIED
031
121
179
301
17-16. What is the contacts bearing at its closest point of approach (CPA)?
1.
2.
3.
4.
031
121
179
211
Figure 17B
IN ANSWERING QUESTIONS 17-17 THROUGH 17-20, REFER TO FIGURE 17B.
17-17. What is the contacts direction of relative movement?
1.
2.
3.
4.
110
159
173
227
019
069
199
249
117
UNCLASSIFIED
3,900 yds
7,200 yds
7,800 yds
8,100 yds
17-20. How long will it take the contact to arrive at its CPA from the last plotted
position?
1.
2.
3.
4.
2.5 min
3.0 min
4.8 min
9.6 min
17-21. Using the 3-minute rule, how far will a ship travel in 5 minutes at a speed of 12
knots?
1.
2.
3.
4.
120 yds
200 yds
1,200 yds
2,000 yds
Figure 17C
IN ANSWERING QUESTIONS 17-22 THROUGH 17-24, REFER TO FIGURE 17C.
17-22. What are the course and speed of skunk A?
1.
2.
3.
4.
042 - 24 kts
080 - 18 kts
130 - 17 kts
250 - 20 kts
118
UNCLASSIFIED
1406
1407
1408
1409
17-24. When at CPA, skunk A will have what bearing and range?
1.
2.
3.
4.
Figure 17D
IN ANSWERING QUESTION 17-25, REFER TO FIGURE 17D.
17-25. At what time will the cruiser reach its CPA?
1.
2.
3.
4.
1415
1428
1440
1448
119
UNCLASSIFIED
BMOW
QMOW
Commanding Officers
Junior Officer of the Deck
18-2. What program is designed to help minimize potential impacts to marine species
and the ocean environment?
1.
2.
3.
4.
NOAA
PMAP
Lookout Program
ECDIS-N
18-3. PMAP is designed to cover how many specific training activities in order to
maximize protection and conservation of marine resources?
1.
2.
3.
4.
21
22
42
6
18-4. PMAP training event reports are required to be retained for how many continuous
years?
1.
2.
3.
4.
4
6
8
2
18-5. In the event of a marine mammal strike, sighting of a stranded, dead or injured
marine mammal, Unit Commanders are to report using what?
1.
2.
3.
4.
CASREP
RAINFORM PURPLE
OPREP 3 Navy Blue
Weather Observation
120
UNCLASSIFIED
18-7. What is the measurement of the Hot Box where exercises are intended to be
performed?
1.
2.
3.
4.
10X10 nm
10X20 nm
20X20 nm
25X25 nm
18-8. In the event of a mammal strike or stranding who is the sole point of contact for
reporting and acts as the liaison?
1.
2.
3.
4.
CNO (N7)
CNO (N6)
CNO (N44)
CNO (N45)
NCAA
NOAA
JTF
SOUTHCOM
18-10. A follow-up report is required how many hours after initial report?
1.
2.
3.
4.
24
48
72
96
121
UNCLASSIFIED
8
6
4
2
6
5
3
2
18-14. A whale or pod of whales that float or move slowly at the surface are called?
1.
2.
3.
4.
Logging
Breaching
Bloating
Breeding
122
UNCLASSIFIED