Auxiliary Specialty Course Navigation - Instructors' Guidecomomike.info/docs/COMDTINST_M16798.17A.pdf · 2013-05-23 · Advanced Coastal Navigation courses and to members of the Auxiliary

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UNITED STATES COAST GUARD AUXILIARY NAVIGATION SPECIALTY COURSE

AUXNAV

Instructors' Guide

FOREWORD: The US Coast Guard Auxiliary Navigation Specialty Course ispublished in two separate books. The first is the Student Text and Study Guide;the second is the Instructors’ Guide. The Navigation Specialty Course is dividedinto two parts, each having an examination. The first, Part A or AUXNAV A,takes up the 12 chapters of the student text. It is the theoretical part, involvingalmost no chart work, which lays the foundation for the practical Part B, orAUXNAV B, which is all chart work. Part A does include problems and workingwith maneuvering boards, plotting in polar coordinates. Annex I of the studenttext contains Part B, which is a continuous cruise problem using the standardtraining chart 1210 Tr. Appendix A of the text contains all of the tables, speedcurves, deviation cards, Napier Diagrams and current diagrams necessary towork any problems in either NAV A or NAV B. Appendix B contains answers toall of the questions and problems, plus solutions to all of the problems, exceptactual chart work, in both parts. Appendix C provides extra problems andAppendix D contains enough worksheets and forms to work every problem inboth parts requiring forms or worksheets.

The Instructors’ Guide follows the general format of the student text. Eachchapter contains an outline for classroom presentation, the study guide questions,with answers and paragraph references, and problem solutions. It also containshard copies of the overhead projection slides. Annex I contains outlines for eachclassroom block, and overhead projection slides for every situation and question inthe cruise exercise. Interjected wherever it seems appropriate are tips forinstructors which might help to bring a point home. The tips are inserted inappropriate places in the outlines and problem solutions. They are italicized forquick recognition. When true-false questions are false, the correct statement isprovided in italics for easy identification. Appendix A is omitted from theInstuctors’ Guide because it’s not needed (the tables are provided in Appendix Aof the text, as is the case with the forms of Appendix D). Appendix B is alsoomitted from the Instructors Guide because answers are given with the studyguide questions in each Chapter outline.

This course provides the Navigation Specialist candidate extensive training inone of the most important skills of a mariner, the ability to determine where he orshe is, where he or she wants to go, and how to move from the one to the other.

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Since navigation can be defined as knowing where you are, where you want to go,and how to get from one to the other. this course, then, provides training in theskills necessary to become a navigator. Upon successful completion of both partsthe student should be able to navigate a small vessel in coastal waters withaccuracy and confidence. If also a qualified instructor the student will be able topass this important knowledge on to the general public through Basic andAdvanced Coastal Navigation courses and to members of the Auxiliary throughthe Navigatiopn Specialty Course. It’s important that Instructors make clear toNavigation Specialist candidates that the objective of the course is to do exactlythat, make them specialists. Neither the text nor the Instructors’ Guide lendthemselves to the unfortunate practice of teaching an examination.

The principal references used in developing this course are considered classicsin navigation: Dutton’s Navigation and Piloting , fourteenth Edition, by Elbert S.Maloney, Naval Institute Press, Annapolis, MD, 1985; American Practical Navigator , subtitled “An Epitome of Navigation”, Volume I, originally byNathaniel Bowditch, Defense Mapping Agency Hydrographic/TopographicCenter, 1995; and Piloting and Dead Reckoning , Third Edition, by H. H. Shufeldt,Capt, USNR (Ret), and G. D. Dunlap, Naval Institute Press, 1991. When cited inthis guide, the references will be referred to as Dutton’s, Bowditch, and Shufeldt,respectively. All three of these books are recommended for the library of anymember who wants to be a proficient, effective instructor of navigation.

The Student Text and Study Guide is divided into chapters roughly equating totwo hour lessons. Chapter 1 of the student text provides an introduction andreview of the basics of navigation. Chapter 2 covers the compass and navigationtools. (Chapters 1 and 2 effectively make one lesson). Chapter 3 covers the basicdiscipline of navigation, Dead Reckoning. Chapters 4 and 5 cover basic and moreadvanced piloting. Chapter 6 treats current sailing. Chapter 7 will cover the tidesportion of tides and currents, while Chapter 8 will treat the current portion. Eventhough closely related, experience has shown that the entire subject cannot becovered properly in one two-hour class. Chapter 9 covers electronic navigation.In this chapter, the Radio Direction Finder (RDF) is described but not emphasizedwhile LORAN and the Global Positioning System will be highlighted withadditional material from other sources. Omega will not be covered since it is anelectronic navigation system for the high seas and has no place in coastalnavigation. Chapter 10 will treat Radar navigation and collision avoidance.Chapter 11 will briefly summarize and will add some material on voyage planning.Chapter 12 is added to provide a refresher and reference for the NavigationSpecialist candidate who is some time removed from his training in Aids toNavigation (ATON). Annex I breaks the cruise problem into five legs, eachsuitable to a block of instruction. The annex contains at least one and usually moreof every type of problem that will appear on the AUXNAV B examination.

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The Navigation Specialty Course is the most extensive and most demanding ofthe seven specialty courses leading to designation as an Auxiliary OperationalMember, an AUXOP. It is not difficult; it does require time and it requires care.Comfort comes with practice and experience. AUXNAV A will provide thestudent with the theoretical knowledge necessary to take advantage of thepractice that AUXNAV B will provide. It is a start. The Navigation Specialistcandidates should be encouraged to take advantage of every opportunity to gainexperience while on the water.

AUXNAV A, as mentioned earlier, does not include chart work, except fordetermination of Time Differences (Chapter 9). Chart segments are provided inAppendix D of the Student Study Guide for this purpose. It does involve plotting;however all plots can be done on maneuvering boards, the use of which isexplained in Chapter 3. This use of maneuvering boards and non use of charts isdeliberate. The purpose is to stress the academic, theoretical nature of AUXNAVA, and to help Navigation Specialist candidates become familiar and comfortablewith polar coordinates.

A convention has been adopted to help the instructor of AUXNAV. On theoriginals of the overhead projection transparencies a color code has beenestablished; i.e., courses are drawn in black, additional information such as LOPsare drawn in blue, and solutions are in red. That is, the vector being determined ina vector arithmetic problem will be shown in red. Brown is used for shore linesand magenta for lighted aids to navigation. Radar information is shown in green.

It is strongly recommended that instructors trace the hard copies of the vu-graphs on transparency film, in color, rather than merely have them duplicated. Ifthe tracing is precise, it should form a direct overlay onto the 1210 Tr chart. Thecolor, following the standards mentioned above, will add interest to yourtransparencies. The Nav B transparencies are direct overlays from the chart sothe instructor’s tracings should provide direct overlays to the charts.

Presentation of a successful Auxiliary Navigation Specialty Course requiresintensive preparation by the instructor. It is suggested, strongly, that eachinstructor read the text and be able to answer every question and solve everyproblem in both parts of the course. The instructor must be comfortable with thecourse in order to present it effectively and he must be able to answer questions,many of which cannot be anticipated in the preparation of this course.

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A table of contents has not been provided for the Instructors’ Guide becauseeach chapter and each leg of the cruise exercise has been laid out in an identicalmanner and each chapter and leg is numbered individually as 1-5, I-3-10, etc.

DEPARTMENT OF TRAINING Advanced Studies Division Navigation Branch

1-1

CHAPTER 1INTRODUCTION AND BASICS

Outline for Classroom Presentation

Objective: To instill in students the basic fundamentals of navigation and theearth’s geography.

Instructors: Bring water soluable colored pens, suitable for marking overheadprojection transparencies, to this and all subsequent classes. Have availableboth wet and dry paper towels to clean Vu-graphs (OH projection transparencies)so they may be used over again.

Chapter 1

1. Introduction

a. Define navigation

(1) Concepts

(2) Disciplines

OH 1-1 b. Seasons

c. Great and small circles

Instructors: Stress the idea of addresses. Point out that latitude or longitudealone are not addresses and will not locate a place, position, or object. Both arenecessary to define rectangular coordinates (addresses) which do providelocation. The same is true of distance or direction. Both are necessary to definepolar coordinates which also provide precise location. Hyperbolic coordinatesalso locate places, positions, or objects. They are provided by time differences inthe receipt of radio pulses from two different station pairs in the same LORANchain.

OH 1-2, 1-3 (1) Parallels

OH 1-4, 1-5 (2) Meridians

(3) Coordinates

OH 1-6 * Rectangular

1-2

OH 1-7 * Polar

* Hyperbolic OH 1-8 d. Distance

2. Definitions and Terms

Instructors: Understanding of these definitions is absolutely essential. Makesure the students have a firm grasp. Point out that sometimes the words aresynonymous, but most often they mean entirely different things. Course, coursemade good, and track all mean the same thing when a vessel travels a straightline between two points. Most often they are different and understanding of thatdifference is crutial.

OH 1-9, 1-10 a. Course, track, heading, and course made good

b. Bearing

OH 1-11 c. Relative bearing

OH-1-12 d. Rhumb line, loxodrome

3. Projections

a. Mercator

(1) Conformal

* True shape and angular relationships * Distorted size

(2) Rhumb Line plots as straight line

b. Polyconic - Great circle plots as straight line

OH 1-13 c. Scales

(1) Sailing charts

(2) General charts

(3) Coast charts

(4) Harbor charts

1-3

(5) Intracoastal Waterway

4. Lights

a. Lightships to LNB or light tower

OH 1-14 b. Range of lights

(1) Nominal range

(2) Geographical range

OH 1-15 (3) Luminous range

c. Light sectors

Student questions:

1-1. (b) The two concepts that define navigation are location and direction . (1.2)

1-2. (a) The four disciplines comprising navigation are dead reckoning, piloting, celestial navigation, and electronic (radio) navigation . (1.3)

1-3. (d) The earth is an oblate spheroid , flatter at the poles , with a bulge at the equator . It rotates about its axis from west to east . (1.4)

1-4. (c) There are two types of circles that can be drawn on the face of the earth,the great circle and the small circle . (1.5)

1-5. True The great circle is produced by a plane which passes through the centerof the earth. (1.5.1)

1-6. False The only other type is the small circle, whose plane passes through thePrime Meridian. (1.5.2) does not pass through the center of the earth

1-7. (c) These circles enable us to establish geographic (rectangular) coordinates ,which we use to label the circles used in locating objects on the earth's surface.The coordinates are called latitude and longitude . (1.6)

1-8. (c) ( Latitude (L) is defined by small circles formed by planes passed throughthe earth parallel to the horizontal great circle which forms the equator . (1.5.2)

1-4

1-9. (b) Longitude (Lo or λ) is defined by vertical great circles which passthrough the center of the earth and the axis . (1.5.1)

1-10. (b) We speak in terms of parallels of latitude and meridians of longitude.(1.5)

1-11. False The prime meridian is the upper branch of the meridian that passesthrough the U.S. Naval Observatory. (1.6.2) Greenwich, England

1-12. False All other meridians are labeled with their angular distance north orsouth of the equator, which is zero degrees. (1.6.2) east or west of the PrimeMeridian

1-13. True Latitudinal distance is expressed as the angular measurement north orsouth of the equator. (1.6.1)

1-14. (d) One of the most useful characteristics of latitude is the fact that one minute of latitude equals exactly one nautical mile . (1.6.1)

1-15. (a) Unlike latitude, longitude may not be used as a measure of distance,even at the equator. One degree of longitude at the equator is equal to 60.108nautical miles because of the spheroidal shape of the earth. The further north orsouth of the equator, the fewer the miles in a degree of longitude due to the convergence of the meridians at the poles. (1.6.2)

1-16. (c) Direction refers to the position (location) of one place relative to another.(1.7)

1-17. True Meridians run true north and south; therefore, angles measuredclockwise from them represent true directions. (1.7)

1-18. False Direction can be expressed as true, magnetic, or relative degrees.(1.7.1 to 1.7.3) true, magnetic, or compass

1-19. True Course is the intended horizontal direction of travel. It is what youplan to steer. (1.7.4.2)

1-20. False Course made good is the resultant (straight line) direction betweenthe point of departure and a subsequent dead reckoning position, regardless of thecourse over the ground. (1.7.4.4) subsequent fix

1-5

1-21. True Track is the straight line representing the path the vessel plans tofollow or did follow. Course line and track are often used interchangeably.(1.7.4.8)

1-22. (d) Heading is the horizontal direction in which a vessel points at any givenmoment. (1.7.4.5)

1-23. (a) Bearing is the angular direction between North (represented by themeridian passing through the observer) and an object. If true North is used as thereference, the bearing is the true direction; if magnetic North is used, the bearing is the magnetic direction. (1.7.4.1)

1-24. (d) Relative bearing is the angular direction between the observing vessel'sheading and the object. (1.7.4.7)

1-25. (b) For estimating purposes, one nautical mile equals 2000 yards. (1.6.1)

1-26. (c) Nautical miles are used for navigation except on the Great Lakes andinland waters where statute miles are used. (1.8)

1-27. (d) In navigation, speed is usually expressed in knots which mean nautical miles per hour . (1.9)

1-28. (b) A chart which shows the true shape of features and correct angular relationships is a Conformal Projection. (1.10.1.1)

1-29. (a) A chart which shows a line crossing successive meridians at a constant angle as a straight line is a Mercator Projection. (1.10.2.1)

1-30. (b) A chart which shows a great circle route as a straight line is a PolyconicProjection. (1.10.2.2)

1-31. (a) A rhumb line is a spiral, or loxodrome , which crosses every meridian at the same angle . (1.10.2.1)

1-32. (d) A Mercator Projection is conformal because it shows true shapes andcorrect angular relationships. It distorts size , particularly when treating higher latitudes. (1.10.2.1)

1-33. (a) A Polyconic Projection shows meridians drawn as straight linesconverging toward the poles; parallels of latitude are drawn as arcs crossing eachmeridian at 90° (1.10.1.5)

°

1-6

1-34. False Light ships, marking approaches to major harbors, dangerous shoalsin frequently traveled waters, and departure points for transoceanic and coastwisetraffic have been replaced by large navigational buoys and, for the more importantapproaches, by lighthouses. (1.11.1) by light towers

1-35. True Lighthouses show a red sector, an area in which the light appears tobe red, to mark waters through which a vessel should not head toward or close tothe light. (1.11.4)

1-36. (d) The Light List (and charts) show the nominal range of a light, a distancethe light can be seen, as a function of

its

candle power , without regard for thecurvature of the earth. (1.11.5)

1-37. (c) Geographical range of the light is the distance it can be seen as afunction of its height , the height of the observer , and the curvature of the earth without regard for its

intensity

. (1.11.5)

1-38. (a) The distance at which a light can be seen, under normal conditions, is thelesser of its geographical range and its nominal range. (1.11.5)

PROBLEMS

1-1. How far north of 27° 16'N is 39° 08'N? 712M

1-2. How far south of 12° 27.8'N is 8° 12.6'S? 1240.4M

1-3. How far north of Thimble Shoal Light (37° 00'54"N) is Janes Island Light(37° 57'48"N)? 56.9M

1-4. A light's nominal range is 22M; its geographical range is 16.7M. Visibility is10M. How far can it be seen? 16.7M

1-5. A lights nominal range is 18M; its geographical range is 21M. Visibility is5.5M. How far can it be seen? 11M

1-6. A light is 65 feet off the ground in a lighthouse atop a 105 foot high cliff(placing the light 170 feet above the water). The eye of an observer is at 13 feetabove the water. Visibility is 19M. The nominal range of the light is 18M. How farcan it be seen? 19.5M

1-7. A vessel is heading 063° True. The relative bearing from the vessel to atower on shore is 027° . What is the true bearing of the tower? 090

1-7

1-8. A vessel is heading 335°M. The relative bearing from the vessel to a secondvessel is 000°. What is the magnetic bearing of the second vessel? 335°M

1-9. AT 0900 a vessel at anchor is heading 127° True. The relative bearing to ashore transmitter antenna is 197°. At 0930 the relative bearing to the transmitterantenna is 185°. What is the true heading of the vessel at 0930 (disregard changeof location as the result of swinging on the anchor)? 139°

1-10. A vessel lies exactly 1.0M dead ahead of an anchored vessel bearing 000°True. A second vessel lies exactly 1.0M off the starboard beam bearing 090°True. What is the true bearing of the vessel lying abeam from the one deadahead? 135°

Problem Solutions

OH 1-16 1-1. 39° 08' = 38° 68'38° 68' - 27° 16' = 11° 52'11° = 660'660' + 52' = 712' = 712M

1-8

or11° 52' = 11.8666667°11.8666667° x 60 = 712' = 712M

1-2. 12° 27.8' - (-8° 12.6') = 20° 40.4'20° 40.4' = 20.673333° = 1240.4' = 1240.4M

1-3. 57' 48" = 57.8'57.8' - 0.9' = 56.9' = 56.9M

1-4. Visibility of 10M is normal. Therefore; the shortest of the geographic and nominal ranges is the limit range. The light can be seen 16.7M

OH 1-17 1-5. The shortest range is the limit; the light can be seen 18M in standard visibility conditions. Visibility is 5.5M. Enter

Luminous Range diagram at 18M on bottom scale. Draw vertical line to its intersection with the 5.5M curve. Draw horizontal line from the intersection to the left scale. Read the range the light can be seen = 11M (see diagram on page 1-9).

OH 1-18 1-6. d = 1.17 ( h + h1 )d = 1.17 ( 170 + 13) = 1.17 (13.04 + 3.6) = 19.47MEnter Luminous Range diagram at 18M on the bottom scale. Draw a vertical line to a point halfway between the 11M andthe 27M curves. Draw a horizontal line to the left scale. Read

27M, the nominal range under conditions of 19 milesvisibility. The shorter of the nominal and geographic ranges is the limit. The light can be seen for 19.5M (see diagram on page 1-10)

1-7. 063° + 027°R = 090°

1-8. 335°M + 000°R = 335°M

1-9. 127° + 197°R = 324°T to the antenna.324° - 185°R = 139°T heading of the vessel at the time of the

second bearing.

OH 1-19 1-10. See page 1-11.

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B

A C090°R1M

000°R1M

135°

1-11

Hard copies of Chapter 1 overhead projection transparencies (21) follow

AUTUMNEQUINOX

VERNALEQUINOX

WINTERSOLSTICE

SUMMERSOLSTICE

SUMMER NORTHERNFALL NORTHERN

FALL SOUTHERNSUMMER SOUTHERN

WINTER NORTHERNSPRING NORTHERN

WINTER SOUTHERN

SPRING SOUTHERN

AUXNAV OH 1-1

90˚

90˚

NORTHERN

SOUTHERN

EQUATOR

AUXNAV OH 1-2

10˚

10˚

10˚10˚

0˚ EQUATOR

10˚N

20˚N

45˚N

55˚N

80˚N

90˚N

AUXNAV OH 1-3

0

10

25

45

55

8090

EASTERN

WESTERN

90˚ 90˚

GREENWICH

000˚

°°N

orm

alIn

tern

atio

nal D

ate

Line

180°

E=18

0°W

AUXNAV OH 1-4

050˚E

037˚E

020˚E

000˚

041˚W

G'WICH

G'WICH

068°

W

AUXNAV OH 1-5

(17˚N, ?)

(?,70˚W)

(17˚N, 70˚W)

(17˚N, ?)

(17˚N, 20˚E)

(?,70˚W)

(?,20˚E)

AUXNAV OH1-6

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200

190

180 170160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9

AUXNAV OH 1-7

A

(067o ,7.4M)B

(285o ,18.0M)

FIX

43°

73°W

70°W

40° } 3° = 180NM

} 3° = 180NM

3°~ ONM

Equator

180.3M

03°00°}

3°

AUXNAV OH 1-8

CourseHDG

HDG

HDG HD

G

TrackA B

C

AUXNAV OH 1-9

AB = 4.5M = 30m at 9KtsBC = 6.0M = 40m at 9KtsCD = 13.5M = 90m at 9Kts

24.0M

AD = 17.2M over 2h 40m = 6.45Kts

160m = 2h 40m

SMG 6.45

D 1040

C085

C02

8

S90910

S9

S9C

325

CMG 049

C

B 0830

A 0800

AUXNAV OH 1-10

000°R

000°R

000°R045°R

330°R

145°R

035°R

Observer's Vessel U

nderway

Fixed Object

Observer's VesselChanges Heading

AUXNAV OH 1-11

090°R

MERIDIANS

LOXODROME

Pn

Ps

AUXVAV OH 1-12

Sailing Charts

General Charts

Coastal Charts

Harbor Charts

Intracoastal Waterway Charts 1:40,000

1:600,000 or Smaller

1:150,000 to 1:600,000

1:50,000 to 1:150,000

Larger than 1:50,000

AUXNAV OH1-13

CHART SCALESCHART SCALES

Total range = d + d' = 1.17 ( h + h') = 1.17 ( 27 + 8 ) = 9.39M

d = 1.17 h

h

h'

d

d'

AUXNAV OH 1-14

AUXNAV OH 1-15

9

8

7

6

5

4

3

2

1

0

27Nau

tical Mile

s

11 Nautical Miles

5.5 Nautical Miles

2 Nautical Miles

1 Nautical Mile

1,000 Yards

200 Yards

50 Yards

500 Yards


50

40

30

20

10

8

6

4

3

2

1

0.8

0.6

0.4

0.3

0.2

0.11 2 3 4 5 6 8 10 15 20 25 30 35 40


Lu

min

ou

s R

ang

e –

Nau

tica

l Mile

s(T

his

ran

ge

may

be

red

uce

d b

y th

e g

lare

of

oth

er li

gh

ts)

Infin

ite V

isib

ility

1-1.

1-2.

1-3.

AUXNAV OH 1-16

39° 08' = 38° 68'38° 68' – 27° 16' = 11° 52'11° = 660'660' + 52' = 712' = 712M or11° 52' = 11.8666667°11.8666667 x 60 = 712' = 712M

12° 27.8'N – (–8° 12.6')S = 20° 40.4'20° 40.4' = 20.673333° = 1240.4' = 1240.4M

57' 48" = 57.8'57.8' – 0.9' = 56.9' = 56.9M

Distance

CHAPTER 1 PROBLEMSCHAPTER 1 PROBLEMS

Visibility is Normal, ∴ Nominal Range = Luminous RangeNominal (Luminous) Range = 22MGeographical Range = 16.7MCan Be Seen the Shortest Range = 16.7M

Enter Luminous Range Diagram at 18M on the Bottom ScaleDraw a Vertical Line to the 5.5M Visibility CurveDraw a Horizontal Line to the Luminous Range Scale on the LeftLuminous Range = 11MGeographical Range = 16.7MCan Be Seen the Shortest Range = 11M (OH 1-18)

d = 1.17( h + h' )

1-4.

1-5.

1-6.= 1.17( 170 + 13 ) = 1.17(13.04 + 3.6) = 19.5MNominal Range = 18M, Visibility = 19MLuminous Range = 27 MGeographical Range = 19.5MCan Be Seen the Shortest Range = 19.5M (OH 1-19)

AUXNAV OH 1-17

RANGE OF VISIBILITY

CHAPTER 1 PROBLEMS (Contd.)CHAPTER 1 PROBLEMS (Contd.)

9

8

4

3

2

1

0

27Nau

tical Mile

s

11 Nautical Miles

5.5 Nautical Miles

2 Nautical Miles

1 Nautical Mile

1,000 Yards

200 Yards

50 Yards

500 Yards

50

40

30

20

10

8

6

4

3

2

1

0.8

0.6

0.4

0.3

0.2

0.11 2 3 4 5 6 8 10 15 20 25 30 35 40


Lu

min

ou

s R

ang

e –

Nau

tica

l Mile

s(T

his

ran

ge

may

be

red

uce

d b

y th

e g

lare

of

oth

er li

gh

ts)

Infin

ite V

isib

ility


5

7

6

AUXNAV OH 1-18

4

3

2

1

0

27Nau

tical Mile

s

11 Nautical Miles

5.5 Nautical Miles

2 Nautical Miles

1 Nautical Mile

1,000 Yards

200 Yards

50 Yards

500 Yards

50

40

30

20

10

8

6

4

3

2

1

0.8

0.6

0.4

0.3

0.2

0.11 2 3 4 5 6 8 10 15 20 25 30 35 40


Lu

min

ou

s R

ang

e –

Nau

tica

l Mile

s(T

his

ran

ge

may

be

red

uce

d b

y th

e g

lare

of

oth

er li

gh

ts)

AUXNAV OH 1-19

Infin

ite V

isib

ility

8

7

6

5


9

1-7.

1-8.

1-9.

1-10.

AUXNAV OH 1-20

063°T + 027°R = 090°T

335°M + 000°R = 335°M

127° + 197°R = 324° True Bearing of Tower324° – 185°R = 139° True Heading of Vessel

Use Polar Coordinate Plot. (OH 1-21)

Bearings


00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 92

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B

A C090°R1M

000°R1M

135°

AUXNAV OH 1-21

2-1

CHAPTER 2THE COMPASS AND OTHER NAVIGATOR'S TOOLS


Chapter 2

Objective: To acquaint the student with the importance of, and working of thecompass; to emphasize an understanding of compass error and how to determinedeviation for any boat; and to show and briefly discuss various navigators’ tools.

1. Compass

a. Most important piece of equipment

b. Types

Instructors: It would be desirable to have hand-held magnetic and fluxgatecompasses in class. Stress that deviation is not applied to a hand-bearingmagnetic compass and why, and that it’s not a factor in hand-bearing fluxgatecompasses.

(1) Magnetic

* Steering

* Hand bearing

(2) Gyro

(3) Fluxgate

c. Components

Instructors: Emphasize that after a thousand years, the compass is still amagnetized needle floating in a liquid.

(1) Case and fluid

(2) Card and magnets

(3) Quadrantal spheres, heeling magnets, andFlinder's bars

2-2

d. Principles of Operation

OH 2-1 (1) Location of magnetic poles

OH 2-2 (2) Earth as bar magnet

* Horizontal component - direction

* Vertical component - dip

OH 2-3, 2-4, 2-5, 2-6, 2-7 (3) Variation

Instructors: Ensure that students understand that the compass aligns itself withthe earth’s magnetic field and that variation is the angle between the geographicand magnetic poles with the observer’s position as vertex.

(4) Compensation

(4) Deviation

Instructors: Point out that each vessel has its own magnetic field which is afunction of its configuration to include equipment location and that theinteraction of the vessel’s magnetic field with the earth’s is what causesdeviation - the vessel’s magnetic field pulls the compass away from alignmentwith the earth’s field. Use the blackboard to show how the compass aligns on oneheading when the magnetic fields are in alignment and pulls away to a maximumdeviation as the boat swings in a circle, coming back to minimum deviation (0°)roughly 180° from the original alignment when the magnetic fields again alignwith the vessel turned 180° from the original alignment heading before increasingto a maximum deviation in the opposite direction as the vessel continues toswing, coming back to a minimum (0°) as the boat comes again to the originalheading. Compare to the Napier Diagram. See page 2-9

OH 2-8, 2-9 - 2-12 (5) Compass error

Instructors: OHs 2-9 through 2-12 are a series to be superimposed on eachsuccessively. They can be arranged to show different variations, deviations, andvessel headings. You should run through several situations while on theseparticular overheads.

2-3

OH 2-13, 2-14, 2-15 (6) Determining deviation

Instructors: OH 2-15 is a flip to 2-14; that is, it’s superimposed on 2-14 to showdeviation.

* Running ranges

OH 2-16 * Pelorus and single range

OH 2-17, 2-18 (7) Deviation card and Napier diagram

Chalk Board and OH 2-8 (8) Correcting and uncorrecting

Instructors: The sequence for correcting is compass, apply deviation, getmagnetic, apply variation, get true. A mnemonic which helps to remember thesequence is Can Dead Men Vote Twice. The sequence for uncorrecting, ofcourse, is just the opposite; i.e., true, apply variation, get magnetic, applydeviation, get compass. The mnemonic for this is TeleVision Makes DullChildren, add Wisdom. Add Wisdom means that when going from the correct stateof true to the incorrect state of compass, add west variation and deviation.Naturally, east variation or deviation is subtracted; equally naturally, whencorrecting, east variation or deviation is added and west subtracted. Make surethis is firm in the students’ minds.

e. The compass in navigation

(1) Use of the steering compass for LOPs

(2) Use of the hand bearing compass and thehand-held fluxgate compass

2. Navigator's tools (bring to class to show)

a. Sextant

b. Hand bearing compass

c. Hand-held fluxgate compass

d. Pelorus

e. Maneuver board

f. Vectormaster

2-4

g. Parallel rulers and paraline plotters

h. Plotters, three-arm protractors, course protractors

i. Dividers, compasses, beam compasses

j. Stop watch

k. Binoculars

3. The perfect navigator - would have telescopic vision and a built-in timekeeper

a. Fully equipped with the most accurate, reliable navigational tools, instruments, and electronics

b. Deliberate, systematic observation

c. Relentless, organized record keeping

Student Questions:

2-1. (b) A(n) isogonic diagram shows points of equal variation. (2.1.4)

2-2. (a) Variation is the angular difference between the geographical North Pole and the magnetic North Pole . (2.1.4)

2-3. (a) Variation effects all of the compasses in a given area in the samemanner and magnitude. (2.1.4)

2-4. (d) Deviation is the combined effect of the earth's magnetic field and the vessel's magnetic field working on the vessel's compass. (2.1.2.2)

2-5. (c) The combined effect of deviation and variation is compass error . (2.1.4)

2-6. (b) When correcting headings from compass to magnetic to true , deviationand variation are added when East, subtracted when West. (2.1.3.1.2)Instructors: True Virgins Make Dull Company, add Whiskey will no longer beused in teaching uncorrecting. The mnemonic to use is TeleVision Makes DullChildren, add Wisdom

2-7. (a) East is least and west is best means deviation is East when the compass heading is less than the magnetic heading . (2.1.6.2.2)

2-5

2-8. (d) Most small vessels, such as Auxiliary facilities, have only a steering compass, observable from aft looking forward . (2.1.6.4)

2-9. True Except at the magnetic equator, the earth's magnetic field hashorizontal, vertical, and directional components. (2.1.2.1)

2-10. False The location of magnetic north varies predictably. The amount ofchange can be found in the legend printed on navigational charts. (2.1.2) found inthe compass rose

2-11. False The rhumb line is a reference line on the compass aligned with thekeel to facilitate reading the compass. (2.1.1.1) The lubber’s line is...

2-12. False Modern compasses use a card with magnets attached to theunderside and pivoted within a teflon bowl. (2.1.1.1) within a nonmagnetic bowl

2-13. True Vibration and rapid oscillation are damped, and friction is reducedthrough the use of a clear liquid, such as ethyl alcohol and water, in the compassbowl. (2.1.1.1)

2-14. (b) A binnacle is a stand to hold and protect the compass. On large vesselsit contains the adjusting devices, including heeling magnets to adjust for roll andpitch and Flinder's Bars to adjust for the dip of the earth's magnetic field. (2.1.7)

2-15. (c) Deviation can be determined when crossing ranges if the steering compass is mounted so that it can be sighted across from positions other thandirectly aft of the compass. (2.1.6.4)

2-16. (a) The essence of good navigation is systematic observation and detailed record keeping . (2.2.1)

2-17. (a) Two of the most basic and important means of fixing position are keeping a good lookout and accurate timin g of events. (2.2.1)

2-18. (d) It naturally follows that two of the most important navigational aids aregood binoculars and a good watch . (2.2.1)

2-19. (c) The preferred binoculars for navigational use are 7 x 50. The 7 refers tothe magnification of the binocular, in this case 7 powers, and the 50 to the diameter of the objective lens in millimeters. (2.2.1)

2-20. (a) A pelorus , sometimes called a dumb compass, should be mounted sothat bearings may be taken in any direction . (2.1.6.2.3)

°

2-6

2-21. (b) If the card of the pelorus is mounted so that 000° is toward the bow ofthe vessel, it can be used to determine relative bearings . (2.1.6.2.3)

2-22. (c) A convenient navigational aid for determining bearings of navigationalmarks which can't be sighted across the steering compass is the hand bearing compass . (2.1.6.4)

2-23. True The sextant, usually thought of as a precision instrument for celestialnavigation, is particularly useful in measuring horizontal and vertical angles usedfor danger angles or to determine distance from charted objects of known height.(2.2.3)

2-24. False An altimeter measures apparent wind, the combined effect of the realwind and that generated by the movement of the vessel. (2.2.4) An anemometer...

2-25. True The basic navigational tools remain the dividers, for picking off andtransferring distances, parallel rules, or similar devices for transferring lines to orfrom compass roses to measure direction, and pencils with erasers. (2.2.6)

PROBLEMS:

2-1. A vessel is heading 207° by compass on a range established by a "spider"(fixed, with skeletal structure) light and an onshore smoke stack. The chartedbearing of the "range" is 210° Magnetic. The variation in this area is 7° E. What isthe deviation? 3° E

2-2. Fill in the blanks:T 203° V 9° W M 212° D 4° E C

208°

2-3. M 063° D 12° W C

075°

2-4. T 357° V 6°W M 003°

2-5. T

235° V 10° E M 225° D 3° W C 228°

2-6. T 096° V 8°W M 104° D 7° W C 111°

2-7. Variation is 10° W. Deviation on compass heading 045° is 12° E, on 060° it is9° E, on 075° 3° E, on 090° 3° W. A vessel is heading 045° by compass when atower is sighted to starboard bearing 075° across the steering compass. What isthe true bearing of the tower? 077

2-7

2-8. In the Napier diagram on page A-15 Appendix A, what is the compasscourse to be steered to follow a magnetic course of 305°? 310°C

2-9. The compass bearing, using the steering compass, to a lighthouse is 097°.The correct magnetic bearing is 102°. What is the deviation? 5°E

2-10. The magnetic bearing to a radio tower is 224°. The steering compassshows the bearing to be 228°. What's the deviation? 4°W

2-11. Using the deviation table for the USCG Auxiliary Facility Helena (page A-14), what is the deviation for 307°C? 6°W For 307°M? 4°W

Problem Solutions:

OH 2-19 2-1. 210°M. Variation is already includedCompass is least (207°); ∴ deviation is east210° - 207° = 3°E Dev

2-2. Uncorrecting, west is added, east is subtracted203°T + 9° W Var = 212°M - 4° E Dev = 208°C

2-3. Uncorrecting; 063°M + 12° W Dev = 075°C

2-4. Uncorrecting; 357°T + 6° W Var = 363°M = 003°M

2-5. Correcting; 228°C - 3° W Dev = 225°M225°M + 10°E Var = 235°T

2-6. Uncorrecting; 096°T + 8° W Var = 104°MCorrecting; 111°C - 7° W Var = 104°M

2-8

OH 2-20 2-7. Vessel heading is 045°C, ∴ deviation is 12° ETower is bearing 075°CVariation is 10° W075°C + 12° E Dev - 10° W Var = 077°T

OH 2-21 2-8. Use the Napier Diagram for the Helena (work copy inAppendix D): Construct a line parallel to the solid lines through 305° onthe center vertical scale. Where that line intersects thedeviation line, construct a line parallel to the dotted linesback to the center vertical scale. Read 310°, the compasscourse to be steered to maintain a magnetic course of 305°.The deviation is 5° W. Diagram on page 2-10.

OH 2-20 2-9. Charted magnetic bearing is 102°MCompass bearing is 097°CEast is least; ∴, when compass is less than charted bearing deviation is east, 102°M - 097°C = 5° E Dev

OH 2-20 2-10. Steering compass reading, 228°, is higher (better) thancharted magnetic bearing, 224°; therefore, deviation is west.228°C - 224°M = 4° W Dev

2-9

OH 2-22 2-11. Deviation for 300°C = 9° WDeviation for 315°C = 3° WInterval is 6°; 307°C is 7° more than 300°C

x

6 = 7

1515x = 42x = 2.8 = 3°

Deviation is decreasing from 9° W toward 3°W as heading swings from 300°C to 315°; therefore, the change issubtracted from 9° W.Deviation for 307°C is 6° W

Deviation for 300°M = 6° WDeviation for 315°M = 2° WInterval is 4°

x

4 = 7

1515x = 28x = 1.9 = 2°

Deviation decreases, 307° is closer to 300°, deviation is less than deviation for 300°; therefore, the change is subtracted.Deviation for 307°M is 4° W

2-10

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CompassMagnetic

Deviation West North SouthDeviation WestDeviation East Deviation East

CompassMagnetic

Compass Course on Dotted Lines — Magnetic Course on Solid Lines

Deviation Curve for Yacht HelenaUSCG Call Sign 46143

305

310

2-11


70°N

AUXNAV OH 2-1

P

80°N

NorthMagneticPole RegionLat. 73˚ 48'NLo. 101˚ W

MagneticFlux Lines

South AuroralZone

North AuroralZone

MagneticFlux Lines

Pn

N

Ps

AUXNAV OH 2-2

Equator

MA

GN

ETI

C M

ER

IDA

N

TR

UE

ME

RID

AN

AUXNAV OH 2-3

V

★★

•

Geographic North Pole

Magnetic North Pole

13°E4°E

2°W10°W

13°W10°W

16°W

AUXNAV OH 2-4

AUXNAV OH 2-5

30°W

30°W

30°W

30°W

AUXNAV OH 2-6

No VARX

Z

Y

VAR 3°W

VAR 6°W

VAR 9 °W

VAR 12°W

VAR 18°W057°

MAG

051°

MAG

048°

MAG

045°

MAG

042°

MAG

039°

MAG

039°

TRUE

039°

TRUE

150 Miles

•

•

039°

MA

G

AUXNAV OH 2-7

T

CE

D

V

T

CE

D

V

C C

T

CE

D

V

C

M

T

CE

D

V

C

M

ADD (+)WEST

SUB (-)WEST

SUB (-)EAST

ADD (+)EAST

TRUE

VARIATION

MAGNETIC

DEVIATION

COMPASS

CORRECTING

UNCORRECTING

MM

AUXNAV OH 2-8

AUXNAV OH 2-9

0350

330

310

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210

190 180 170

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110

90 70

50

30

10

AUXNAV OH 2-10, 9F1

0

330

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230

210 190 180170

150

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110

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3010

350

AUXNAV OH 2-11, 9F2

0

330

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350

AUXNAV OH 2-12, 9F3

DETERMINING DEVIATION

East Is Least and West Is Best

System of Ranges

AUXNAV OH 2-13

DETERMINING DEVIATION

•0355350

345

05 10 15

VT

359°

AUXNAV OH 2-14

•

AUXNAV OH 2-15, 14F1

0 5 10 15

148°

R

C125°C

C283°C

C335°C

C258°C

045°

M Mon

TR

AUXNAV OH 2-16

DEVIATION TABLECorrecting Uncorrecting

Compass to Magnetic Magnetic to Compass

Compass Magnetic Heading Deviation Heading Deviation000° 6°E 000° 7°E015° 10°E 015° 9°E030° 12°E 030° 10°E045° 13°E 045° 12°E060° 13°E 060° 12°E075° 12°E 075° 12°E090° 11°E 090° 11°E105° 10°E 105° 10°E120° 5°E 120° 7°E135° 1°E 135° 2°E150° 3°W 150° 3°W165° 6°W 165° 8°W180° 9°W 180° 10°W195° 10°W 195° 12°W210° 12°W 210° 14°W225° 14°W 225° 16°W240° 15°W 240° 17°W255° 17°W 255° 16°W270° 17°W 270° 14°W285° 14°W 285° 11°W300° 9°W 300° 6°W315° 3°W 315° 2°W330° 3°E 330° 2°E345° 5°E 345° 5°E000° 6°E 000° 7°E

AUXNAV OH 2-17

DEVIATION TABLEUSCG Auxiliary Facility Helena, USCG Call Sign 46143

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CompassMagnetic


CompassMagnetic


AUXNAV OH 2-18


2-1.

2-2.

2-3.

2-4.

2-5.

2-6.

Range Magnetic Bearing is 210°, Variation is IncludedCompass Bearing of Range (207°) is Less Than 210°,∴ Deviation is East

210° - 207° = 3°E Dev

Uncorrecting: west is added, east is subtracted203°T + 9° W Var = 212°M – 4° E Dev = 208°C

Uncorrecting: 063°M + 12° W Dev = 075°C

Uncorrecting: 357°T + 6° W Var = 363°M = 003°M

Correcting: 228°C – 3° W Dev = 225°M225°M + 10° E Var = 235°T

Uncorrecting: 096°T + 8° W Var = 104°MCorrecting: 111°C – 7° W Var = 104°M


AUXNAV OH 2-19

CHAPTER 2 PROBLEMS(CONTINUED)

2.7 Deviations are: 045°C = 12° E 060°C = 9° E 075°C = 3° E 090°C = 3° W

Vessel is heading 045°C; therefore, deviation is 12° E Variation is 10° W 075°C = 12° E Dev –10° W Var = 077°T

2.9 Charted magnetic bearing is 102°M; compass bearing is 097°C. East is least; therefore, when compas reads less than charted bearing, deviation is east. 102°M – 097° C = 5° E Dev

2.10 Steering compass bearing, 228°C, is greater (better) than charted magnetic bearing, 224°M. West is best; therefore: 228°C – 224°M = 4° W Dev

AUXNAV OH 2-20


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CompassMagnetic



AUXNAV OH 2-21

305

310


2-11. Deviation for 300°C = 9° WDeviation for 315°C = 3° WInterval is 6°307°C is 7° > 300°C

x6

715

=

15x = 42x = 2.8 = 3°

Deviation for 300°M = 6° WDeviation for 315°M = 2° EInterval is 4°307°M is 7° > 300°M

x4

715

=

15x = 8x = 1.9 = 2°

Deviation decreases from 9° W to 3° W (for compass heading), andfrom 6° W to 2° W (for magnetic heading) as vessel heading swingsfrom 300° to 315°. Ratio was established using difference from 300°and heading (307°), ∴ x is difference from deviation at 300°, inthese cases a decrease and the change is subtracted from 9° W forcompass or 6° W for magnetic.Deviation for 307°C = 9° – 3°

= 4° WDeviation for 307°M = 6° – 2°

= 6° W

AUXNAV OH 2-22


3-1

CHAPTER 3DEAD RECKONING


Objective: To present the most fundamental, basic, and important of thenavigational disciplines and definitions to the student, to introduce vectors andvector arithmetic including use of the Maneuvering Board to solve vectorarithmetic problems, and to demonstrate the development and use of a speedcurve.

Chapter 3

1. Dead Reckoning

Instructors: Point out that dead reckoning is a contraction of deduced reckoning- determination of position by deduction, using direction and distance (speed andtime).

a. Defined

b. Terms

(1) Last known position

(2) Vector

(3) Vector arithmetic

(4) Line (or circle) of position

OH 3-1 (5) Fix

(6) Grid (coordinates)

Chalkboard (7) Heading, course, track, intended track

OH 3-2 (8) CMG, SMG, COG, SOG, SOA

OH 3-3, 3-4, 3-5 (9) DR plot, DR position

3-2

Instructors: OHs 3-4 and 3-5 are flips 1 and 2, respectively, to OH 3-3. OH 3-3shows the DR plot with the DR position shown for every 30 minutes. OH 3-4 addsthe DR position and time for each turn. OH 3-5 adds a LOP and the DR positionfor the time of the LOP. Stress to the students that DR positions are shown atevery scheduled time interval (30 minutes for Auxiliarists), for course and speedchange, and for every observation (bearing) taken on an object.

OH 3-6 c. Maneuvering Board

Instructors: Use of the Maneuvering Board looks complicated. It’s not. It’s upto you to convince the student that it’s easy to use, particularly when solvingvector arithmetic problems to determine a resultant. Understanding at this pointis essential; the use of the Maneuvering Board will figure prominently in themore advanced piloting (Chapter 5), in current sailing (Chapter 6), and incollision avoidance (Chapter 10).

(1) Description

OH 3-7 (2) Solve text illustration (pages 3-3 and 3-4)

OH 3-8 d. Conventions

(1) LOPs and course lines

(2) Bearings

(3) Fixes

(4) Estimated and most likely positions

2. Distance

OH 3-9 3. Speed Curves

Instructors: Emphasize strongly that speeds must be averaged, not times. It mayseem intuitively obvious that the result will be the same. This establishes thepoint that intuition is not always correct. It does make a difference; the resultsare not the same and averaging time, then determining speed is incorrect.

Student Questions:

3-1. (a) Dead reckoning is the basic discipline of navigation. (3.1)

3-3

3-2. (d) Dead reckoning is the determination of position by distance and direction from a last known position . (3.1)

3-3. (b) Dead reckoning does not consider current or other external forces actingon the vessel. (3.1)

3-4. (a) A vector is a line which has direction and magnitude (distance);therefore, a dead reckoning plot consists of a series of vectors. (3.1.1.2)

3-5. False The solution of a vector arithmetic problem is called the resonance.(3.1.1.2) is called the resultant

3-6. False The maneuvering board is laid out in ten concentric circles ten unitsapart which allows direct readings of speed or distance in multiples of two.(3.1.2.1) multiples of ten

3-7. False The maneuvering board contains four additional scales of 2:1, 3:1, 4:1,and 5:1 each of which can be expanded in multiples of two. (3.1.2.1) ...of ten

3-8. True The nomogram in the bottom margin of the maneuvering board allowsdirect solution of speed, time, distance problems. (3.1.2.1)

3-9. True A line of position is a line on which the vessel is located, someplace,based on observation or measurement. When based on measurement (distance)from a charted object the line of position can also be called a circle of position.(3.2.1.2)

3-10. (c) A fix is an accurate position determined from two or more lines of position , or circles of position , or combinations determined almost simultaneously.(3.2.1.4)

3-11. (a) A running fix is a position determined from two lines of position determined at different times. (3.2.1.5)

3-12. (d) A running fix is determined by crossing LOPs observed at substantiallydifferent times by advancing the first LOP in the direction and for the distancetraveled to the time of the second LOP. The position is where the two LOPs (theredrawn first and the second) intersect . (3.2.1.5)

3-13. (a) Heading is the direction the vessel points at any given instant. (3.2.1.8)

3-14. (b) Course is the direction of travel, expressed in true degrees unlessotherwise specified. (3.2.1.9)

3-4

3-15. (c) Course line is a graphic representation of the vessel's course plotted ona chart. It is used in the construction of a dead reckoning plot and is the samething as intended or desired track . (3.2.1.10)

3-16. (c) Course made good is the resultant of direction and distance from point of origin to present position . (3.2.1.11)

3-17. (b) Course over the ground is the series of courses actually traveled.(3.2.1.12)

3-18. (a) Track has several meanings:

* Desired direction of travel (in this sense the meaning is the same as course).

* Path of intended travel drawn on the chart.

* Actual path over the ground. (3.2.1.12.1 through 3.2.1.12.3)

Instructors: It does not mean course made good.

3-19. True Intended track is used to make sure desired direction of travel ismeant rather than the opposite meaning: actual path over the ground. (3.2.1.13)

3-5

3-20. (b) Speed is the rate of travel through the water. (3.2.1.14)

3-21. (d) Speed made good is the average speed over the course made good . It isdetermined by dividing the straight line distance between points A and B by thetotal elapsed time it took to get from point A to point B. (3.2.1.15)

3-22. (a) Speed of advance is the average speed that must be maintained toarrive at the destination at a given time. (3.2.1.17)

3-23. (d) A dead reckoning plot always starts from a known position, identified bya dot in a circle labeled with the time of departure, called a fix . (3.2.1.1)

3-24. False Course lines, or vectors are plotted and labeled with the course abovethe line and the time below. (3.2.1.1.1) ...the speed below

3-25. False DR positions are determined for every hour on the hour (every halfhour for Auxiliary purposes), at the time of course or speed changes, when LOPsare established, and when most probable positions are reached. (3.2.4) ...whenfixes or running fixes are determined

3-26. False Speed curves are desirable on all small vessels and are essentialwhen the vessel has no tachometer or speed log. (3.3) ...no speedometer or...

3-27. True In making a speed curve, two timed runs are made in oppositedirections, the speeds are determined for each direction, and the speeds areaveraged for the given RPM setting. Times are not averaged. (3.3.1)

3-28. False Distance traveled is usually determined as a function of directiontraveled for a given period of time. (3.3) ...of speed traveled...

PROBLEMS

St. Albans is 12.8 NM from Westcott at 083°. Idle Rock lies across the straightline path between the two ports. Because of Idle Rock and shoal waters, the trackbetween Westcott and St. Albans consists of a series of legs. The USCGAuxiliary vessel Helena, call sign 46143, left Westcott at 1015 on a course of 083°,speed 12 knots. At 1035 she changed course to 040° and slowed to 9 knots. At1058, Helena turned to course 108° and resumed 12 knots. At 1125 a final coursechange and speed adjustment was made to 083° and 10 knots. Helena arrived atSt. Albans at 1133.

3-1. What was the average speed through the water? 10.9 kts

3-6

3-2. What was the length of the path over the ground? 14.35M

3-3. What was the speed of advance? 10.9 kts

3-4. What was the speed made good? 9.7 kts

3-5. What was the course made good? 083°

3-6. A speed curve is being developed. A run is made at 2500 rpm between twofixed points exactly one nautical mile apart in 3 minutes and 41 seconds. A secondrun is made at the same rpm in the opposite direction in 5 minutes and 29 seconds.What is the speed through the water of the vessel for a power setting of 2500 rpm? 13.6 knots

A vessel travels 3.7 NM on course 148° in 13 minutes. It turns to course 088°while slowing to 14 knots. It reaches its destination in 19 more minutes.

3-7. What is the course made good? 115°

3-8. What is the speed made good? 13.1 knots

3-9. How is the course line for the first leg labeled? C148° above the line andS17.1 below the line

3-10. How far does a vessel travel in 45 minutes at 9 knots? 6.75M

3-11. A vessel tracks 066° for 43 nautical miles (M). It then tracks 093° for 18 M,then tracks 037° for another 36.5 M. How far is it, and in what direction from thestarting point? 91 M, 060°

Problem Solutions:

OH 3-10, 3-11 Depart St. Albans at 1015 on course 083°, speed 12 knots. At 1035, turn to new course 040°, slowing to 9 kts.

First leg is 20m @ 12 kts = 4.0M

At 1058, turn to 108°, increasing speed to 12 kts.Second leg is 23m @ 9 kts = 3.45M

At 1125, turn to 083°, slowing to 10 kts.Third leg is 27m @ 12 kts = 5.4M

3-7

Arrive at Westcott at 1133.Fourth leg is 9m @ 10 kts = 1.5M

(Situation for problems 3-1 through 3-5 plotted on pg. 3-9)

3-1. Average speed through the water is:(total distance)/(total time)

14.05x6078

= 10.8 kts

3-2. Length of path over the ground = 14.05M

3-3. Speed of advance is speed through the water = 10.8 kts

3-4. Speed made good is:(length of CMG)/total time12 8 60

78. x = 9.8 kts

3-5. Course made good is straight line direction betweenSt. Albans and Westcott = 083°

OH 3-13 3-6. Procedure for developing speed curve. Distance = 1MRPM Time Out Speed Out Time In Speed In Avg Speed2500 3.68 16.3 5.48 10.9 13.6

OH 3-12 A vessel runs on course 148°, covering 3.7M in 13 minutes.It turns to course 088°, for 19 minutes at 14 knots

(Situation for problems 3-7 and 3-8 is plotted on page 3-10)

OH 3-13 3-7. The course made good is the resultant of the first leg, 3.7M at

148° and the second leg, 14x1960

= 4.4M at 088°CMG = 115°

3-8. Speed made good is straight line distance from start to finish divided by total time = 7M / 32m = 13.1 kts

3-9. Speed for 1st leg is 3.7M / 13 = 17.1 kts.1st leg is labeled C148° above the line and S17.1 below.

3-8

3-10. 9 kts at 45m = 9x4560

= 6.75M

OH 3-14 3-11. Solution on page 3-11.OH 3-15

Instructors: OH 3-15 is a flip to OH 3-14. It is the resultant of the traversesailing described in the problem. Traverse sailing is nothing more or less than aseries of course or speed changes between the last known position (LKP) and thecurrent position.

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200

DISTANCE in yardsRelative or actualDISTANCE in miles

25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045

SPEED in knotsRelative or actual

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9

TIME BRG RNG TIME BRG RNG

TIME BRG RNGTIME BRG RNG

TO FIND SPEED, place one point of dividers on elapsed time and second point on distance in miles. Without changing spread of dividers or right-left relationship of points, place first point on 60; second point will then indicate speed in knots.

Actual distance and speed units can be used in the same way as relative units.

USE OF 3-SCALE NOMOGRAMGiven any two corresponding quantities, solvefor third by laying rule through points on properscales and read intersection on third scale.

TO FIND DISTANCE OR TIME, place one pointof dividers on 60 and second point on speed inknots. Without changing spread of dividers orright-left relationship of points, place first pointon time; second point will then indicate distancein miles. Or, place second point on distance inmiles; first point will then indicate time.

LOGARITHMIC TIME, SPEED, AND DISTANCE SCALE

Use of miles with logarithmic time, speed, and distance scale

2

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St. Albans

Westcott

3-9

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

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60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









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C148

3.7M C0884.4M

3-10

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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Tr 066 43M060 91M

Tr09318M

037

36.5

M

3-11

3-12


TR

TR

MON

MON

TANK

TANK

FIXES

2.3M0800

0800

08001331000

1000

1000

214

290

1335

1335

236

1335

273

1335

352

AUXNAV OH 3-1

•

•

•

••

•

•

•

CMG 114

SMG 8.3

C065

S 10

C126S 10

0930

0945

1057

BA

AUXNAV OH 3-2

• •

0930

1000

1030

1100

1130

1200C111

C083

S9

C091S6

S9

•

AUXNAV OH 3-3

MON•

•

••

• • •

•

••

1049

1124

•

AUXNAV OH 3-4, 3-3F1

•

•

•• •


41

1141

342

AUXNAV OH 3-6

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

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3456789 3 4 5 6 7 8 9









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AUXNAV OH 3-7

3.5M

FIX

DR POSN

RFIX

EP

RDF FIX

FIX FROM DIFF MEDIA (e.g., VISUAL & RADAR)

•

•

•

•

•

LINE

VECTOR

0916

090

C090

S18

015 015R015C015M

AUXNAV OH 3-8

250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000

20

18

16

14

12

10

8

6

4

2

RPM250500750

100012501500175020002250250027503000

TIME22' 24"20' 18"18' 06"16' 10"12' 24"09' 18"07' 36"06' 12"05' 36"04' 10"03' 36"03' 36"

SPEED2.682.963.313.714.846.457.899.6810.7114.4016.6716.67

TIME20' 48"19' 06"16' 27"14' 08"11' 21"08' 54"07' 15"05' 58"04' 57"03' 53"03' 18"03' 18"

SPEED3.133.354.054.965.837.068.70

10.4313.9516.6719.8919.89

AVGSPEED

2.93.23.74.35.36.88.310.112.315.518.318.3

UPWIND DOWNWIND

AUXNAV OH 3-9

IDLER.

C04

0S9

WESTCOTT

C083

S12 1035

C108 S12

1058

1134

C083

S10 ST ALBANS

1st Leg :2nd Leg :3rd Leg :4th Leg :

4.0M3.45M5.4M1.5M14.35

1015

1125

AUXNAV OH 3-10

•

•

3-1 to 3.5 1st Leg =2nd Leg =3rd Leg =4th Leg =

20m @ 12 kts = 4.0M23m @ 9 kts =27m @ 12 kts = 9m @ 10 kts =

3.45M5.4M1.5M

14.35M79m

3-1.

3-2.

3-3.

3-4.

3-5.

Average speed through the water:14.35x60 79

= 10.9 kts

Length of path over the ground = 14.35M

Speed of advance = speed through the water = 10.9 kts

Speed made good = = 9.7 kts

Course made good is straight line direction from Westcott to St Albans = 083°

12.8x6079

AUXNAV OH 3-11

Chapter 3 ProblemsChapter 3 Problems

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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C148°

3.7M C088°4.4M

AUXNAV OH 3-12

A vessel runs on course 148°, covering 3.7M in 13 minutesIt turns to course 088°, running 14 kts for 19 minutes

Course made good is the resultant of the first leg, 3.7M at 148° and the secondleg, = = 4.4M at 088° CMG = 115°

Speed made good = = 13.1 kts

Speed for 1st Leg is = 17.1 kts1st Leg is labeled C148° above the line and S17.1 below

45m at 9 kts = 6.75M

14x1960

7x6032

3.7x6013

3.6

3-7 to 3-9.

3-7.

3-8.

3-9.

3-10.

Procedure for developing speed curve. Distance = 1MRPM1250

Time Out3.68

Speed Out16.3

Time in5.48

Speed In10.9

Avg Speed13.6

AUVNAV OH 3-13

Chapter 3 Problems(Continued)


8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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AUXNAV OH 3-14


CMG 060 91M

4-1

CHAPTER 4PILOTING I


Objective: To introduce the student to the fundamentals of piloting toinclude definitions and development of lines of position, circles ofposition, and determination of location under the most basic circumstances.

Chapter 4

1. Piloting I

a. Redefine: Piloting is navigation by reference to charted objects.

OH 4-1 b. Piloting is near-shore

(1) Vigilance

(2) Alertness

(3) Knowledge

c. Most demanding discipline

(1) Experience

(2) Judgment

(3) Reaction

2. Concepts and definitions

OH 4-2 a. Lines and vectors

(1) Course line

(2) LOPs

OH 4-3 b. Fix

4-2

Instructors: Point out the dangers of a two LOP fix such as plotting 13°instead of observed 31° and that such an error would be revealed with athree LOP fix because the position triangle would be relatively large.Also point out that for cutter navigation, the Coast Guard considers a twoLOP intersection to be an estimated position, accepting only three LOPsfor a fix. They relax this rule on their small boats, accepting a two LOPintersection as a fix, but reluctantly.

OH 4-4 (1) Intersection

OH 4-5, 4-6 (2) Position triangle

OH 4-7 (3) Two solutions with COPs

(4) Ranges

c. Estimated Position and Most Probable Position

OH 4-8 (1) One LOP = EP

OH 4-9 (2) Additional information may = MPP

OH 4-10 d. Bearings

(1) Use of steering compass

(2) Use of hand bearing compass

(3) Use of pelorus

(4) Priority (fast changers vs. slow changers)

e. Soundings

Student Questions:

4-1. (c) Piloting is the most demanding discipline of navigation,requiring the greatest experience , soundest judgment , and quickest reaction . (4.1)

4-3

4-2. (b) The coastal navigator must be constantly vigilant , mentally alert ,and with thorough knowledge to avoid grounding or collision with objects.(4.1.2)

4-3. False A line of position runs to and from an object. The object lieson a bearing from the vessel, the vessel lies on the refractional bearingfrom the object. Both bearings define the line of position. (4.2) ...lies onthe reciprocal

4-4. (d) When using a hand bearing compass , deviation is notconsidered. (4.3.1)

4-5. (c) When using the steering compass to determine the bearing toobjects, the deviation of the compass for the heading of the vessel at themoment of the sighting is considered. (4.3.1)

4-6. (a) When using relative bearings to determine the bearings toobjects, the deviation of the steering compass for the heading of the vesselat the moment of the sighting is considered. (4.3.2)

4-7. (c) Lines of position should cross each other at angles between 60° and 120° . (4.2.3)

4-8. True Bearin gs to objects, to be used as LOPs, should fall between60° and 120° to the vessel's course. (4.2.3)

4-9. False When only one LOP can be established, one fact is known: thevessel lies somewhere on the course line. (4.4.1) ...somewhere on theLOP

4-10. False A single LOP is used in conjunction with the DR plot todetermine a fix. (4.4.1) ...determine an estimated position

4-11. (d) A range is the alignment of two charted objects . (4.2.1)

4-4

4-12. (a) Most probable positions result from info rmation better than thatfor an estimated position but not as good as that for a fix . (4.4.2.1)

4-13. (d) A fix is the intersection of two or more LOPs, COPs, ranges, orcombinations. (4.4.4.3.1)

4-14. False The intersection of three LOPs forms a triangle. The fix is atthe point where the three LOPs intersect. (4.4.3.1) ...at the center of thetriangle

4-15. (c) A position determined through soundings should be called an estimated position instead of a fix . (4.4.2.1)

4-16. (b) A position established through proximity to a floating aid, orthrough a bearing to the floating aid is a most likely position . (4.4.2.2)

4-17. False Because a navigator cannot sight two objects at the same time(except for a range), the first sighting should be taken on the object whosechange in relative bearing is fastest, saving the one whose change is slowestfor last. (4.5) ...bearing is slowest...change is fastest

4-18. False Fast, efficient plotting is the sign of a good navigator. (4.5)Fast, accurate visual observations

PROBLEMS

In the following problems, use the deviation table and the speed curve forthe USCG Auxiliary Facility Helena (page A-13 and A-15). Variation inthe area is 10°W.

4-1. A vessel is heading 057°C. The relative bearing to a light house tostarboard is 062°. What is the true bearing of the light house? 122°

4-2. A vessel is heading 126°M. An object is sighted bearing 237°across the steering compass. What is the true bearing of the object? 232°

4-5

At 0926 a vessel is heading 304°C with throttles set to 2100 rpm. Oneobserver sights a charted monument bearing 015° across the steeringcompass. A second observer sights a tower bearing 082° by handbearing compass.

4-3. What is the true bearing of the monument? 358°

4-4. What is the true bearing of the tower? 072°

4-5. How far will the vessel have traveled in 23 minutes? 4.1M

Problem Solutions:

OH 4-11 4-1. Vessel heading is 057°C, deviation for 045°C = 13° E, for 060°C = 13°E. By examination, deviation for 057°C = 13° E.Variation = 10° W. Bearing of lighthouse = 062°R

057°C + 13° E - 10° W + 062°R = 122°

4-2. Vessel heading = 126°M, deviation for 120°M = 7° E, for 135°M = 2° E

x

5 =

615

, 15x = 30, x = 2° change

Deviation for 126°M = 5° E.237°C + 5° E - 10° W = 232°

V ess el head i ng = 30 4°C, sp eed = 10. 6 kts. Vari ati o n = 10° W. Deviation for 300°C = 9° W, for 315°C = 3° W;

x

6 =

415

, 15x = 24, x = 1.6 = 2° change

Deviation for 304°C = 7°W

4-3. Monument bears 015°C.015°C - 7° W - 10° W = 358°

4-4. Tower bears 082°M (disregard deviation)082°M - 10° W = 072°

4-5. Speed at 2100 rpm = 10.6 kts10.6x23

60 = 4.1M

4-6

Hard copies of Chapter 4 overhead projection transparencies (12)follow

AUXNAV OH 4-1

PILOTING CHARACTERISTICSPILOTING CHARACTERISTICS

• Piloting Is Near-shore Activity– Lots of Hazards– Requires:

• Extreme Vigilance• Constant Alertness• Thorough Knowledge

• Most Demanding Navigational Discipline– Experience– Judgment– Quick Reaction

LINES AND VECTORS

AUXNAV OH 4-2

LINES AND VECTORS

Lines Run To and Fro

LOPs

Vectors Have Dimension

Course Lines

Currents

FIXES

AUXNAV OH 4-3

Fixes Can Be Obtained From:Intersection of 2 or More LOPsIntersection of LOP and RangeIntersection of 2 or More RangesIntersection of 2 or More Time Difference LOPs (LORAN)Intersection of LOP and COPIntersection of 2 or More COPsIntersection of Distance (COP) and Bearing (LOP)

To Same Object

Fixes Involving COPs Often Have Two SolutionsAdditional Information Is Needed

FIXES

AUXNAV OH 4-4

TROSPREY PT

C120S12

1610FIX1610FIX

047

1610335

1610

AUXNAV OH 4-5

1045 121

1045

3321045

013

C079S10

1045

031

AUXNAV OH 4-6, 5F1

AUXNAV OH 4-7, 6F1

1045

031

2.7M

1123

047

1123

JESSICA LT

MON

?

?

AUXNAV OH 4-8

AUXNAV OH 4-9

1020EP1020EP1020

C108S9

1020347

25

20

15

WITH ADDED INFO, 1020EP BECOMES 1020MPP

AUXNAV OH 4-10, 9F1

AUXNAV OH 4-11

Using Steering CompassTurning Towards Object Is Slow, No SimultaneousBearings, Vessel Moves Out of Position

Sighting Across Steering Compass, Use Deviationfor Vessel’s Heading.

Using Hand Bearing CompassDisregard Deviation

Using PelorusKnow Vessel’s Heading at Time of Observation

BEARINGSBEARINGS

4-1.

4-2.

4-3.

4-4.

4-5.

Vessel heading is 057°C. Deviation for 045°C = 8° E, for 060°C = 7°E.By inspection, deviation for 057°C = 7° EVariation = 10°W Bearing of lighthouse = 062°R

Vessel Heading is 126°M. Deviation for 120°M = 10° W, for 135°M = 8°W.Variation = 10°W x = 6 , 15x = 12, x = 0.8 = 1° change 2 15Deviation for 126°M = 10° W – 1° = 9° W

Vessel heading = 304°C, speed = 10.6 kts. Variation = 10° WDeviation for 300°C = 8° W, for 315°C = 8° W; therefore, 304°C = 8°W

Monument bears 015°C (across steering compass)

Tower bears 082°M (with hand-bearing compass)

Speed at 2100 rpm = 10.6 kts.

057°C + 7° E – 10° W + 062°R = 116°

237°C – 9° W – 10° W = 218°

082°M – 10° W = 072°

015°C – 8° W – 10° W = 357°

10.6x2360

= 4.1M

AUXNAV OH 4-12


5-1

CHAPTER 5PILOTING II


Objective: To present the true essence of coastal piloting: the running fix with allof its ramifications, and the danger bearing.

Instructors: Both running fixes and danger bearings have proven to be difficultfor many students. Be prepared to spend extra time on these subjects, includingdevelopment and use of some problems of your own to help get the point across.Part B of the Navigation Specialty Course (Annex I) uses several running fixproblems of several types. The foundation must be laid here.

Chapter 5

1. More advanced piloting, the true essence.

OH 5-1, 5-2, 2. Running fixes5-3

a. Only one observation, 2d observation comes later.

b. Simplistic approach

Instructors: BS&S and S&S classes take a very simplistic approach to runningfixes. They completely ignore the effects of time. It’s important to impress onthe students the fact that time has a definite effect. For many reasons, thevessel may have to change course between the first and second observations.The student must know how to handle this common and realistic occurrence.Regardless, external forces, current, work on the vessel constantly. Point out tothe student that a one knot current will move a vessel a half mile off the courseline in 30 minutes. This must be taken into account (Chapter 6). It is alsoimportant to divorce the student from the course line in working running fixes.It’s not necessary to determine running fixes any more than it is for fixes. Thecourse line on the chart is probably the single greatest source of error indetermining how to advance the first observation.

c. The effects of time

(1) Current: next class

(2) Bearings on different objects

5-2

OH 5-4 (3) Bearings on the same object

OH 5-5 (4) COPs

OH 5-6, 5-7 d. Turns

Instructors: Use vector arithmetic terminology in solving running fixes with turnsbetween observations. The vessel effectively moves along the resultant of all thecourses and distances traveled between observations (each course steered anddistance traveled on that course is a separate vector)

3. Doubling the angle on the bow

Instructors: Doubling the angle on the bow is actually the simplest form ofrunning fix; consequently, thorough explanation of the geometry is veryimportant. It boils down to the fact that, at the time of the second observation,the vessel is on the second LOP at a distance from the object equal to thedistance traveled from the first observation. This is true whether current isacting or not. The position established is a bearing and distance from the object(polar coordinates).

OH 5-8 a. Geometry

b. Simple solution

c. 78

rule

d. 710

rule

4. Danger bearings

Instructors: Point out that every one of us uses danger bearings whetherconsciously or not. Whenever we say to ourselves, “I’m steering for Bouy #1 at190°; therefore, I’m steering through safe water” we are using a danger bearing.The corollary is, “If I steer for Buoy # 1 at 175°, I’ll go right into ‘walkingwater’.”

OH 5-9, 5-10 a. Bearing to a reference object

Instructors: OH 5-10 is an arrow that can be positioned to show various headingsto the reference object upon which the danger bearing is based. This can be usedto effectively show that headings toward the object which are less than a NLTdanger bearing or more than a NMT danger bearing will bring the vessel intodanger, while courses more than the NLT bearing or less than the NMT bearingwill lead to safe water. It can also be used to show that changing course so that

5-3

the vessel is no longer heading for the reference object even though less than aNLT or more than a NMT bearing will lead to safe water. This helps make clearthe point that the danger bearing requires a reference object and that the vesselmust be headed for that object for the danger bearing to apply.

b. Pass by or between dangerous areas

OH 5-11, 5-12 (1) Horizontal angles

OH 5-13, 5-14 (2) Vertical angles

OH 5-15 5. Distance by vertical angle

6. Soundings

Student Questions:

5-1. (b) A running fix is established when near-simultaneous observation of twoobjects is impossible or impractical. (5.1.1)

5-2. True Moving the LOP along the course line at a constant angle to the DR plotand moving the LOP parallel to itself along the course line mean the same thing.(5.1.3)

5-3. False In establishing a running fix, the first LOP is moved perpendicular toitself in the direction the vessel travels between sightings. (5.1.2) ...movedparallel to itself...

5-4. True An important difference between a fix and a running fix, besides thetime difference between observations, is the fact that both observations may be ofthe same object. (5.1.1)

5-5. (c) The advanced LOP is labeled with time of the first and second sightings above the line and the bearing below. (5.1.3)

5-6. (d) A running fix can be determined by advancing circles of position. This isdone by moving the center of the circle in the direction of travel a distance equal tothat traveled between observations and redrawing the circle segment. (5.1.4)

5-7. True When course changes are made between observations, the first LOP ismoved parallel to the course line for a distance equal to that traveled between theobservation and the turn. It is then moved parallel to the new course line for a

5-4

distance equal to that traveled between the turn and the second observation or thenext turn. (5.1.5)

5-8. (a) Another method of advancing the first LOP is to move it parallel to the resultant of all the course changes and time between observations. (5.1.5)

5-9. (c) This is done by advancing the LOP in the direction of the CMG betweenthe DR position at the time of the first sighting and the DR position at the time ofthe second sighting, and for a distance equal to the distance between the two.(5.1.5)

5-10. (b) A mathematical solution to advancing a position is a technique called doubling the angle on the bow . (5.1.6.2)

5-11. (d) This technique is based on the geometric principal that the sides of atriangle that are opposite equal angles of the triangle are equal . (5.1.6.2)

5-12. False In applying this technique, the governing principal is that when theobject is observed at an angle off the bow that is double the angle at the firstsighting, the object is as far from the vessel as the vessel traveled from the secondsighting. (5.1.6.2) ...traveled between the two observations

5-13. False The seven-tenths rule means that when the object is abeam of thevessel it's distance from the vessel will be 0.7 of the distance from the object at thefirst sighting. (5.1.6.3) ...the distance the vessel traveled between sightings.

5-14. (a) Doubling the angle on the bow is a good, precise method of establishing a running fix but is not practical without a good pelorus . (5.1.6.4)

5-15. (c) A bearing used to keep a vessel clear of an offshore area of shoal waterthat must be passed closely is a danger bearing. Danger bearings should be basedon a reference that can be seen far ahead. (5.2.1)

5-16. (a) A danger bearing is marked NLT 180°. This means that a vesselheaded for the object on a heading of 175° is standing into danger. (5.2.2)

5-17. (a) Danger can be indicated by horizontal or vertical angles. Horizontaldanger angles are based on the geometric principal that all angles formed betweenthe ends of an arc of a circle and points any where on the circumference of the circle (outside of the arc, itself) are equal . (5.2.3.1)

5-5

5-18. (c) A vessel which measures a larger angle than the horizontal dangerangle is inside the circle, in the danger area. A smaller angle means the vessel isin safe water, outside the circle. (5.2.3.1)

5-19. False A vertical angle between the top and bottom of an object of knownheight is used to estimate the distance to the object and forms a circle of position.(5.2.3.2) ...is used to determine the distance...

5-20. False A vessel wants to pass between two dangerous areas. Verticalangles representing the distance from the dangerous areas to a prominent objectcan be determined. A vessel can safely pass between the two dangerous areas ifangles measured from the vessel are less than the predetermined angle for the off-shore area and greater than the angle for the near-shore area. (5.2.3.2) less fornear- shore and greater for off-shore

5-21. False A vessel is navigating without fixes by steering to objects seenahead. If the heading decreases the vessel has drifted left of the course line.(5.3.1) ...has drifted right of the...

5-22. True A less precise means of determining position is to use soundings. Thismethod produces an estimated position, which is slightly better than a DR position.(5.3.3)

5-6

PROBLEMS

5-1. A lighthouse bears 330°R. What is its relative bearing when the angle on thebow is doubled? 300°

5-2. The USCG Auxiliary facility Helena is on course 212° at 10 knots. At 1406Osprey Point Light is observed bearing 177°. Thirteen minutes and twelveseconds later the light bears 142°. How far away is the light? 2.2M

5-3. At 1019, while on course 068°, speed 15 knots, a navigator sights amonument bearing 294°R. At 1027 the vessel turns to course 089°, stillmaintaining 15 knots. At 1033 she turns to 110° and slows to 10 knots. At 1051the navigator sights a radio tower bearing 303°R. In what direction is the firstLOP moved to establish a running fix? 092°

5-4. How far is the first LOP advanced? 6.2M

5-5. A yacht is heading 273° at 20 knots. At 1047 she sights an antenna bearing30° off the port bow. At 1111, while still heading 273° at 20 knots, the antennabears 60° off the port bow. How far away will the antenna be when the relativebearing is 270°? 7.0M

5-6. The danger bearing to the lighted buoy marking the north-eastern end ofMarl Bank is NMT 288°. A vessel approaches from the Southeast on heading312°. The buoy bears 000°R at 1.6M. The vessel turns to heading 325°. Is shestanding into danger? No, not from Marl Bank.

5-7. The chart shows Jessica Point Light to be 112 feet high with a nominal rangeof 24M. A navigator measures the angle from the base of the light to the center ofthe light housing with a sextant. She determines the angle to be 22'. How faraway is she from the light? 2.9M

5-8. How far can Jessica Point Light be seen by an observer whose eye is 14 feetabove the water? 16.8M

5-9. How high would the eye of the observer have to be to see the light for itsnominal range if the atmospheric conditions are normal? 116.6 ft

5-7

Problem Solutions

OH 5-16 Problems 5-1, 5-2, 5-3, 5-4

5-1. 330°R is 30° off the port bow (000°R = 360°R is dead ahead)Double the angle off the bow = 60° Left of 360°R = 300°R

OH 5-17 5-2. Helena on course 212°, speed 10 kts; Osprey Point Lightbears 177°. Relative bearing of the light is 325°R or 35° Left.13m 12s later light bears 142°. Relative bearing is 290°R =70° Left. Angle on the bow is doubled.

Helena travels 13.2x1060

= 2.2M between sightings.

Distance from the Light at the second sighting is equal to the distance traveled between sightings.

Light is 2.2M away. Diagram on page 5-9

OH 5-18 5-3. 1st leg, C068°, speed 15 kts for 8 minutes = 2M2nd leg, C089°, speed 15 kts for 6 minutes = 1.5M3rd leg, C110°, speed 10 kts for 18 minutes = 3M

Resultant lies 092°. Diagram on page 5-10

5-4. Distance over CMG = 6.2M

OH 5-19 Problems 5-5, 5-6, 5-7, 5-8

5-5. Vessel travels 24 minutes at 20 knots between observationson the same object, an antenna. The angle on the bow of the second observation is twice the first. 270° is abeam,vessel traveled 8.0M. 7/8 rule applies. Antenna is 7.0M away.

OH 5-20 5-6. The vessel is in danger while on heading 312° heading for thebuoy (bearing 000°R). Once the vessel turns away, itis no longer standing into that danger.

5-8

5-7. d = h/(6076 tanø) ø = 22' = 0.3667° tanø = .0064 6076 tanø = 38.88d = 112/38.88 = 2.9M

5-8. d = 1.17( h + h' )d = 1.17( 112 + 14 ) = 1.17(10.58 + 3.74) = 1.17(14.32) = 16.8M

OH 5-21 5-9. Nominal range is 24M. Work in reverse.24 = 1.17( 112 + h' )24 = 1.17(10.58 + h' )24 = 12.38 + 1.17 h'1.17 h' = 24 - 12.38 = 12.62

h' = 12 62

1 17

.

. = 10.79

h’ = 10.792 = 116.5 ft

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

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3456789 3 4 5 6 7 8 9









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1419

RFI

X

Osprey Pt Lt

1419:12

142

1406

177

C21

2S1

0

177 + 360 -212 = 325°R325°R = 35° left

142 + 360 -212 = 290°R290°R = 70° Left

∠ on Bow is Doubled

5-9

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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C089S15

10331027 1051

053

C110S10

1019

002

C068

S15

5-10

5-11


0759

039

C18

3S

9

AUXNAV OH 5-1

Round Hill Point

WestIsland

AUXNAV OH 5-2 5-IFI

0809306

Round Hill Point

WestIsland


0759-0809

039

0809 RFIX

C048

S10

MON

0940276

0940 RFIX

0940 RFIX

0925-0940

0925-0940

331331

0925331

•

AUXNAV OH 5-4

•

C102S12

10151.5M

1015-1035

1015-10351.5M1.5M

MON

Center Moved 4M @ 102°

1015 RFIX

1035

018

AUXNAV OH 5-5

•

•

•

C260

S12

1400

1350

1340

1340

023

1400327

TR

C282S12

AUXNAV OH 5-6

•

•


1340

-140

002

3

1400 RFIX•

•

•

AUXNAV OH 5-8

180-2α2α

db

α

α

A B

C

Elisha LedgeNLT288

AUXNAV OH 5-9

•

•

•

AUXNAV OH 5-10

X

XXX

X

X

XXX

X

XXX

X X

XX

XX

XX X X

X

αα

ββ

MON

TV Antenna

α = β

AUXNAV OH 5-11

•

•

θ

φ < θ < α = Safe Passage


•

•

AUXNAV OH 5-13

ßßαα

β < θ < α = Safe Passage


θ

ChartedLighthouse

hø

d = h6076 tan ø

AUXNAV OH 5-15

d in Nautical Miles

h in feet

5-1.

5-2.

330°R is 30° off the port bow (000°R = 360°R is dead ahead)Double the angle off the bow = 60° Left of 360°R = 300°R

Helena on course 212°; Osprey Point Light bears 177°Relative bearing of the light is 325°R or 30° Left.13m 12s later light bears 142°. Relative bearing is 290°R = 70° Left.Angle on the bow is doubled.

Helena travels = 2.2M between sightings.

Distance from the Light at the second sighting is equal to the distancetraveled between sightings.Light is 2.2M away. Diagrammed on OH 5-17

1st leg, C068°, speed 15 kts for 8 minutes = 2M2nd leg, C089°, speed 15 kts for 6 minutes = 1.5M3rd leg, C110°, speed 10 kts for 18 minutes = 3MResultant lies 092°. Diagrammed on OH 5-18.

Distance over CMG = 6.2M

13.2x1060

5-3.

5-4.

AUXNAV OH 5-16

Chapter 5 ProblemsChapter 5 Problems

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

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230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

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9

3

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3456789 3 4 5 6 7 8 9









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1419

RFI

X

Osprey Pt Lt

1419:12

142

1406

177

C21

2S1

0

177 + 360 -212 = 325°R325°R = 35° left

142 + 360 -212 = 290°R290°R = 70° Left

RFIX is 2.2M From

Light at 322°

∠ on Bow is Doubled

AUXNAV OH 5-17

AUXNAV OH 5-18

C068

1st Leg = 8M @ 15kts = 2M

2nd Leg = 6M @ 25kts = 1.5M

3rd Leg = 18M @ 10kts = 3M

068 110294 303362 = 002° 413 = 053°

Resultant 6.2M @ 092°

AUXNAV OH 5-19

5-5.

5-6.

5-7.

5-8.

Vessel travels 24 minutes at 20 knots between observations on the sameobject, an antenna. The angle on the bow of the second observation is twicethe first. Vessel traveled 8.0M; the antenna is 8.0M away.

The vessel is in danger while on heading 312° heading for the buoy (bearing000°R). Once the vessel turns away, it is no longer standing into that danger.Diagrammed on OH 5-20.

d = h/(6076 tanø)ø = 22' = 0.3667°tanø = .00646076 tanø = 38.88

d = 112/38.88 = 2.9M

d = 1.17 ( h + h')d = 1.17 ( 112 + 14)

= 1.17 (10.58 + 3.74)= 1.17 (14.32)= 16.8M



X XXXXX X

XX

XX

XXX

XXX XX XX

X

X

X

XX

X

X

X

XX

X

XX

X

XX

XX

XX

XXX

X

X X

XX

XX

X

X

Marl Bank

NMT 288

C325

C325

C312

AUXNAV OH 5-20

2

12.621.17

AUXNAV OH 5-21

Nominal range is 24M. Work in reverse.

d = 1.17 ( h + h' )

24 = 1.17 ( 112 + h' )

24 = 1.17 (10.58 + h' )

24 = 12.38 + 1.17 h' )

1.17 h' = 24 – 12.38 = 12.62

h' = = 10.79

h' = 10.79

h' = 116.5 ft

5-9



6-1

CHAPTER 6CURRENT SAILING


Objective: To instruct the student in the ever present external forces that act on avessel whenever it’s underway, to introduce the current triangle, help the studentunderstand the various ways in which current works on a vessel, and to show thestudent how to solve current problems graphically with the maneuvering board.

Chapter 61. Definitions

a. Current

Instructors: Be sure the students understand the difference between current inthe navigational sense; i.e., all external forces acting on a vessel, and in thesense of movement of water as in tides and currents.

b. Current sailing

Instructors: Point out that navigation under the influence of currents (thenormal state) involves extensive work with vector arithmetic and that thisportion of the course will provide considerable practice in the use of themaneuvering board to determine resultants which are needed to determineposition.

c. Types of current

Instructors: Emphasize that this section deals with, and defines movement ofwater

(1) Ocean

(2) Tidal

* Reversing

* Rotary

* Hydraulic

6-2

(3) Wind driven

Instructors: Because of fetches and times involved, wind-driven currents are oflittle interest in coastal navigation; nevertheless, they must be understood, toinclude the coriolis effect. Point out the difference between wind-driven currentand leeway as an element of current.

(4) River

2. Use of the maneuvering board

Instructors, this is a review. The maneuvering board was described in Chapter 3.

OH 6-1 a. Board description

OH 6-2, 6-3 b. Traverse sailing

OH 6-4 c. Current

(1) Fair or foul

(2) Impact on vessel; i.e., pushed off course

OH 6-5 3. Current triangle

Instructors: The current triangle can be drawn in several ways. The currentvector can be drawn to or from the origin or from the head of the course vector tothe head of the track vector. To avoid confusion, this course establishes aconvention; i.e., the current vector will always be drawn from the head of thecourse vector to the head of the track vector, with one exception (case 5e,below). If the course to be steered is the unknown, the course vector is drawnfrom the origin to the tail of the current vector. If the track is the unknown, thetrack vector is drawn from the origin to the head of the current vector. In case 5e,the knowns are the current vector (set and drift), the track direction and thecourse length (speed). Neither track nor course are vectors because only one ofthe defining parameters are known, direction in one case and magnitude in theother. Use this to reinforce student understanding of vectors and vectorarithmetic.

4. Set and drift

a. Set

6-3

Instructors: Ensure that students understand that set is the direction towardwhich the current flows. This is the opposite of wind direction which is alwaysgiven as the direction from which the wind blows.

b. Drift

5. Current sailing; the six cases

OH 6-6, 6-7 a. Movement from DR plot

OH 6-8, 6-9, 6-10 b. Allowing for current

OH 6-11, 6-12 c. Effect of current when running course and speed OH 6-13, 6-14, 6-15 d. Actual current different than expected

OH 6-16, 6-17 e. Track at given speed through the water

Instructors: This is the case that is the exception to our convention that thecurrent vector is always drawn from the tail of the course vector to the head ofthe track vector. In this case, stress that only the current component is a vector,the other two components lack one element - one the magnitude, the other thedirection. For this reason the current vector is drawn from the origin, the tail ofthe track vector, and an arc equal to the magnitude of the course (speed) is swungfrom its head. Where the arc intersects the track line defines the magnitude ofthe track and the direction of the course.

OH 6-18, 6-19 f. Current applied to original DR plot

OH 6-20, 6-21, 6. Running fix with current considered6-22

Instructors: Remove OH 6-21 before using 6-22. OH 6-22, shows the current of6-21 setting in the opposite direction. It serves to point out that, regardless ofwhat the current is doing or whatever else intervenes between observations, thevessel is on the 2d LOP. The running fix must fall on that LOP.

Student Questions:

6-1. (c) Current is the external forces working on a vessel. (6.1.1)

6-2. Some of the factors comprising current are:

6-4

a. Current: ocean, tidal, river b. Wind direction and strength c. Wave and swell action d. Inaccurate steering e. Compass error not neutralized f. RPM calibration inaccuracies g. Knot meter inaccuracies h. Fouled hull or propel ler i. Nonstandard condition of trim of vessel j. Propeller slip k. Set of sails l. Any other force affecting speed or direction of motion (6.1.1)

6-3. (b) Although many factors make up current, the greatest is water movement . (6.1.2.2)

6-4. False Ocean currents are well-defined, predictable, charted, and extendover large areas; they have significant impact on coastal navigation. (6.1.2.3)...have little or no impact...

6-5. False Wind driven currents are caused by steady winds over long fetchesfor at least ten hours. (6.1.2.4) ...for more than twelve hours.

6-6. False Leeway is caused by the ratio of the sail area to the wetted area asimpacted by the wind. (6.1.2.4) ...by the wind acting on the vessel as a sail.

6-7. True A given wind will not yield a given sea state. This is determined bythe length of time the wind blows. (6.1.2.4)

6-8. (c) Set is the direction towards which the current flows. (6.1.4.1)

6-9. (a) Drift is the velocity of the current. (6.1.4.2)

6-10. (c) Current problems are solved using vector arithmetic, usually on maneuvering boards . (6.2.1)

6-11. (d) The maneuvering board helps prevent cluttering the chart, which canlead to serious navigational errors. (6.2.1)

6-12. (d) The current vector is drawn to the head of the track vector and from thehead of the course vector. (6.2.2)

6-13. (a) Current causes a vessel to be in a location other than where it waspredicted to be on the DR plot. (6.2.3.2.1)

6-5

6-14. (c) The current triangle is used to solve two basic types of currentproblems; first, the course to steer to make good the intended track when runningthrough the current at a given speed, and second, finding the course and speed required in a current to arrive at the destination on time. (6.2.3.2.5/6.2.3.2.4)

6-15. True You lay out an intended track and plot dead reckoning positions on thetrack line. You are aware of a current running which will impact your progress.You plot this information to determine a course to steer and a speed to run to makegood your intended track and arrive at your destination on time. The DR positionson the intended track become estimated positions and new DR plots are made onthe course line. (6.2.3.2.6)

6-16. True A course and speed to run in order to make good an intended trackand time of arrival at the destination are determined based on an estimatedcurrent. A fix is obtained. The actual current set is the direction of the fix from theDR position plotted on the course line and the drift is the distance between the twodivided by the time since the last fix. (6.2.3.2.4)

6-17. True The current vector is drawn from the tail of the track line (origin of themaneuver board) when determining the course to steer to make good the intendedtrack at a specified speed (number of turns, or rpm) through the water. (6.2.3.2.5)

6-18. Steering into the current to follow an intended track is called crabbing .(6.2.3.2.2)

6-19. (b) When a running fix is determined, the vessel is on the LOP establishedat the time of the fix. The salient fact when allowing for current in determining thevessel's position is that the vessel is still on the LOP . (6.3)

6-20. False The inexperienced navigator is likely to make certain errors inworking with current: making no allowance for it, applying the allowanceincorrectly, or expecting a demonstrated current to change. (6.4.1) ...current toendure unchanged.

6-21. False Small craft are more susceptible to wind-driven currents than heavy,deep-draft vessels. (6.4.2) ...susceptible to leeway...

6-22. True For a given size vessel, the more freeboard and top hamper relative todraft, the greater the leeway potential. (6.4.2)

6-23. (b) Poor steering is sometimes the real source of apparent current. (6.4.5)

6-6

6-24. (a) Running fixes taken in current-infested waters must be viewed withskepticism for they can present a false impression of having room to spare whenthere is none. (6.4.5)

PROBLEMS

6-1. A vessel leaves point A at 0900 and sails on course 100° at 9 kts. At 0940 afix places the vessel 6.8M from point A at 113°. What is the set and drift of thecurrent encountered? Set 167°, drift 2.5 kts

6-2. Same situation, except speed is 6 kts and time of the fix is 1000. Set 167°,drift 1.7 kts.

6-3. The navigator of a vessel wishes to track 160° to arrive at a destination 14M away in two hours. A current is running 280° at 2.2 kts. What course musthe steer and at what speed must he sail in order to make good his desired trackand arrive at his destination on time? C147°, S 8.3 kts.

6-4. A skipper determines that the most economical power setting for his vesselis 2200 rpm which produces 9 kts through the water. He wishes to track 317° atthat power setting. A 1.8 kt current is setting 085°. What course must he steerand what is his speed of advance along his intended track? C308°, SOA 7.8 kts.

6-5. A navigator intends to track 233° with a SOA of 5 kts. A 1 kt current isreported running 022° in the area. In order to make good her desired track andspeed she steers 228° at a speed of 5.9 kts. One hour and 17 minutes afterdeparture she obtains a fix which places her 7 miles out, bearing 217° from thedeparture point. What was the actual current encountered? Set 112°, drift 1.2 kts

6-6. A radio antenna on a promontory is located 5.0 miles from a vessels lastknown position (LKP), bearing 300°. The vessel is steaming on course 235°,speed 9 kts. At 0900 the antenna is sighted bearing 333° from the vessel. At 0930it is observed again, now bearing 023°. A 2.4 kt current is running 270°. What isthe position of the vessel relative to its LKP? 8.2 M at 240°

6.7 What would its position have been if there was no current? 7.2 M at 247°

Problem Solutions:

OH 6-23 6-1. Solution on page 6-8


6-7




Instructors: This problem, as much as any other, illustrates the importance ofreading tbe question. Intended track, SOA, and current information are ofinterest in visualizing the scenario, but have no bearing on the solution to theproblem. The problem is nothing more or less than a vessel steering a specifiedcourse at a specified speed that, at a given time, finds itself off course. All thatis needed to solve the problem is the course steered,the DR position at the timeof the fix, and the location of the fix.



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0900C100S9 S

167

D2.5

0940 FIX

0940

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MANEUVERING BOARD

TIME in minutes

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90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

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7

8

9

3

4

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3456789 3 4 5 6 7 8 9









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C100S9 S

167

D1.7

0940 FIX

1000

6-9

Problem 6-2

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

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220

210

200190 180 170

160

150

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130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

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3456789 3 4 5 6 7 8 9









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S280D2.2

C147

S8.3

Tr 1

60

S7

6-10

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

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1 00

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200

1 40

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600

1 80

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1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

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SCALES4:1 5:1

100

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45

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35

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25

20

15

10

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80

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00350

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2010 0 350

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190

5090

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C308S9

Tr 317

SOA 7.8

SO85

D1.8

Radius 9.0K

TS

6-11

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

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1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

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130

120

110

100

9080

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180170

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130

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8070

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2010 0 350

340

330

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300

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270260

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220

210

200

190

5090

22

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Problem 6-5

S112D1.2

C228

S5.9

I+1

7

I+17FIX

6-12

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

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260250

240

230

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210

200190 180 170

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150

140

130

120

110

100

9080

70

60

50

40

30

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180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

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290

280

270260

250

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210

200

190

5090

22

2

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3

4

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9

3456789 3 4 5 6 7 8 9









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LKP

Antenna

0930

023 0900

333

Problems 6-6 and 6-7

0900-0930

333

0930RFIX

w/o Current

1.2M @ 270

Adv LOP 4.5M@2350930RFIX

Problem 6-6, 8.2 @ 240Problem 6-7, 7.2 @ 247

6-13

6-14


AUXNAV OH 6-1

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

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180170

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90

8070

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2010 0 350

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270260

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5090

22

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8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

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40 0

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50 0

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000

70 0

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000

90 0

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0 00

0

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200

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14 0

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000

10 0

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2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









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.

.

0300C109S15

C063

S15

1140

0700

C01

0S

10

C097S10

2152

1616

AUXNAV OH 6-2

SMG = = 10.2kts192 x 60

1132


CMG 074

SMG 10.2

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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.

.

AUXNAV OH 6-4

Current is Foul andMoves Vessel S ofCourse

1440 C248

S11.1 Tr 231

SMG 9.2

1400

1440 FIXSET 122DFT 3.3

A D

B

Point APoint DPoint BSide ADSide ABSide DB

Present Position (FIX)DR position at future timeEstimated position at future timeCourse and speed vectorTrack and speed of advance (SOA) vectorAnticipated or expected current vector

Former Position (FIX)DR position at present timePresent position (FIX)Course and speed vectorCMG and SMG vectorActual current encountered vector

BEFORE MOVEMENTUSING ESTIMATED CURRENT

AFTER MOVEMENTUSING ACTUAL CURRENT

PART

AUXNAV OH 6-5

Current TriangleCurrent Triangle

• •

•B 0900

•

•

MONTR

0800C270S 10

0900

0900

00509

0003

7

CMG 256

SMG 7.9

A

AUXNAV OH 6-6

AUXNAV 6-7, 6-6F1

SET 127DFT 3.2

•

• •

•

TR 090S0A 8A

B• •

SET 152

DFT 2

AUXNAV OH 6-8

•

•

C076˚

S7.3

C


•

• •


•

•

•

A

EXPECTED

CURRENT

RUNNING

180 AT 4 kts

SE

T 180

DF

T 4

AUXNAV OH 6-11

• • •

•

••

C090S10


• • •

EXPEC TR 108S0A 10.8

•

•

•

•

•A

0900

FIX

B

1000

EP

TR 090

SOA 20

C

1000

C075

S16.3EST SET 135

EST DFT 6

AUXNAV OH 6-13

•

•

•

•

•

CMG 104SMG 16.2

1000

FIX

D•

•

•

•

•

AUVNAV OH 6-14, 6-13F1

•

•

•

•


•

8

6

4

2

0

MANEUVERING BOARDSCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9


SET 169

DFT 2.2S9

Tr 302

AUXNAV OH 6-16


SOA 7.2

C310S9

Intended Track DR Plot

Desired SOA

Course Actually Steered

Speed Actually Run

App

lied

Cur

.

AUXNAV OH 6-18

••

•••


•

•

•

•

•

•

1520

Adv

ance

3M

@ 0

12°

1500-1520

1500S

ET

030

DFT

4

1520 RFIXw/o ConsideringCurrent

C012, S12

AUXNAV OH 6-20

•

1500-1520

1520

RFI

X

•

••

AUVNAV OH 6-21, 6-20F1


1500-1520

1520 RFIX1.

3M@

210°

SE

T 21

0D

FT 4

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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0900C100S9 S

167

D2.5

0940 FIX

0940

AUXNAV OH 6-23

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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AUXNAV OH 6-24

1000

1000 FIX

S167

D1.7

0900

•

C100S6

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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.

.

Problem 6-3

S280D2.2

C147

S8.3

Tr 1

60

S7

14M in 2h = 7kts

AUXNAV OH 6-25

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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Problem 6-4

C308S9

Tr 317

SOA 7.8

SO85

D1.8

Radius 9.0K

TS

AUXNAV OH 6-26

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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Problem 6-5

5.9kts FOR 77m = 7.6M

1.5M in 77m = 1.2kts

AUXNAV OH 6-27

S112D1.2

C228

S5.9

I+1

7I+17FIX

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

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1 00

01

200

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600

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0

20 0

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30 0

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40 0

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50 0

0060

000

70 0

0080

000

90 0

0010

0 00

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150

000

200

000

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0016

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0012

000

10 0

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2 00

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0

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08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

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27

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48

51

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57

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100

95

90

85

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70

65

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55

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35

30

25

20

15

10

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0

80

76

72

68

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56

52

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32

28

24

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16

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00350

340

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210

200190 180 170

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180170

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130

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110

100

90

8070

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40

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2010 0 350

340

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290

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270260

250

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210

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190

5090

22

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Antenna

0930

023 0900

333

6-6 8.2M @ 240

6-7 7.2M @ 247

Problems 6-6 and 6-7

0900-0930

333

0930RFIX

w/o Current

1.2M @ 270

Adv LOP 4.5M@235

AUXNAV OH 6-28

LKP

0930RFIX

7-1

CHAPTER 7TIDES AND CURRENTS - TIDES


Objective: To familiarize students with the vertical movement of water: the typesof tide, the influences upon it, and how to determine the height of the tide and thedepth of water at any time.

Chapter 7

Instructors: Be sure you have at least three Sunrise/Sunset and four Height ofTide worksheets per student. There are two of each type of problem included inthe problems for this lesson; however it’s a good idea to do a couple of more,letting the class pick the date, time, and substation.

1. Tides

a. Tide Tables

Instructors: Be sure you have a NOAA Tide Tables book in class (if possible, usethe 1994 East Coast of North and South America including Greenland volumesince that is the one used in the text and for the problems, including NAV B). Gothrough the book, pointing out the tables, what they’re for, and the instructionsthat accompany them.

(1) 4 Vol., 198 Ref Sta, 6000 Sec Sta

(2) Vol 2, EC of N & S Amer., 48 RS, 2000 SS

(3) 7 tables

b. Definitions

(1) Neap tide

(2) Spring tide

OH 7-1 (3) Quadrature

OH 7-2, 7-3, 7-4 (4) Alignment

(5) Datum

7-2

Instructors: Explain that datum is based on an 18.6 year moving average.Explain what a moving average is - that whenever new data is added, the oldest isdeleted.

Instructors: Use OH 7-5 to explain the following, including diurnal, semidiurnal,and mixed tides

OH 7-5 * MLW

OH 7-5 * MLLW

OH 7-5 * MHW

OH 7-5 * MHHW

OH 7-5 (6) Diurnal, semidiurnal, mixed tides

OH 7-5 2. Cyclical nature of tides

Instructors: Sine waves were explained in conjunction with deviation. Point outthat the cyclical tide follows a sine wave, which occurs in nature for everythingthat floods and ebbs, varies from east to west to east to...in a cyclical manner.Because the sine wave is a natural occurrence, many - most - cyclical events maybe mathematically modeled. This allows predictions of future cyclical behavior.Since the sine waves in the overhead transparency are tight, use the chalkboardto elaborate.

OH 7-6 3. Sunrise and sunset

Instructors: Points A through E can be used to explain the position of aparticular locality at different times during the day or five different localities atthe same time. Use it both ways. Stress that the sun rises and sets earlier as theobserver moves further to the east of the standard meridian. Diagram the 15°width of time zones and point out that the standard, or time meridian for eachtime zone is the central meridian of the zone. For the extracted tables and fortraining chart 1210 Tr, used in this course, the time meridian is 75°W.

OH 7-7 a. Extracted Tide Table 4

Instructors: Remind students that interpolation is not used except for deviation.Use the data for the date and latitude closest to the site and time of observation.

OH 7-8 b. Extracted Tide Table 5

7-3

Instructors: Use a mask to work through the problems (7-1 and 7-5) step-by-step.

OH 7-9 c. Prob 7-1

OH 7-10 b. Prob 7-5

4. Determination of height of tide and depth of water

OH 7-11 a. Datum

b. Depth of water

OH 7-12 c. Height of Tide

d. Range of tide

e. Duration of rise and fall

OH 7-13 f. Time from nearest high or low water

Student Questions:

7-1. False Volume 2 of the NOAA Tide Tables contains tide data for 50reference stations and about 6500 subordinate stations. (7.2.1) ...about 2000subordinate...

7-2. True Tide data for the reference stations is based on an 18.6 year movingaverage of mean low water or mean lower low water. (7.2.3)

7-3. (c) Datum for the east coast of the United States is based on mean lower low water. (7.2.4)

7-4. (d) Spring tides occur when the sun and moon are in alignment and havethe greatest tidal ranges. (7.3.2)

7-5. (a) Neap tides occur when the sun and moon are in quadrature and havethe smallest tidal ranges. (7.3.1)

7-6. (c) Diurnal tides occur on the Gulf coast of the United States and have onlyone high water and one low water in each lunar day. (7.2.3)

7-7. (b) The lunar day is 24h 50m long. (7.3.3)

7-3

Instructors: Use a mask to work through the problems (7-1 and 7-5) step-by-step.

OH 7-9 c. Prob 7-1

OH 7-10 b. Prob 7-5

4. Determination of height of tide and depth of water

OH 7-11 a. Datum

b. Depth of water

OH 7-12 c. Height of Tide

d. Range of tide

e. Duration of rise and fall

OH 7-13 f. Time from nearest high or low water

Student Questions:

7-1. False Volume 2 of the NOAA Tide Tables contains tide data for 50reference stations and about 6500 subordinate stations. (7.2.1) ...about 2000subordinate...

7-2. True Tide data for the reference stations is based on an 18.6 year movingaverage of mean low water or mean lower low water. (7.2.3)

7-3. (c) Datum for the east coast of the United States is based on mean lower low water. (7.2.4)

7-4. (d) Spring tides occur when the sun and moon are in alignment and havethe greatest tidal ranges. (7.3.2)

7-4

7-5. (a) Neap tides occur when the sun and moon are in quadrature and havethe smallest tidal ranges. (7.3.1)

7-6. (c) Diurnal tides occur on the Gulf coast of the United States and have onlyone high water and one low water in each lunar day. (7.2.3)

7-7. (b) The lunar day is 24h 50m long. (7.3.3)

7-8. (a) Height of tide is the difference in depth of water from datum at anygiven time. (7.5.3.1)

7-9. (d) Depth of water is datum plus the height of tide at any given time.(7.5.3.1)

7-10. (b) Datum is the charted depth of water at any point. (7.5.3.1)

7-11. False Diurnal tides occur on the east and west coasts of the United Statesand have two high waters and two low waters in each lunar day. (7.2.3)Semi diurnal tides…

7-12. False Mixed tides are a variation of semidiurnal tides in which the lows arefairly close in height while the highs are far apart. (7.2.3) ...the highs are fairlyclose while the lows are far apart.

7-13. (d) If the longitude of a location in the western hemisphere is less than thelongitude of the standard (time) meridian of the time zone, the location is east ofthe time meridian and sunrise or sunset is earlier than at the time meridian.(7.4.5 and Sunrise/Sunset Worksheet)

7-14. (d)If the longitude of a location in the eastern hemisphere is greater than thelongitude of the standard (time) meridian of the time zone, the location is east ofthe time meridian and sunrise or sunset is earlier than at the time meridian.(Sunrise/Sunset Worksheet)

7-15. (b) Range of tide at a given location is the difference between adjacent highand low waters at that location. (7.5.3.1)

7-5

7-16. True Duration of rise or fall is the time for the tide to go out , starting at highwater, or to come in , starting at low water. (7.5.3.1)

7-17. False An in-coming tide is ebbing. (7.5.3.1) ...tide is flooding.

7-18. True An out-going tide is ebbing. (7.5.3.1)

PROBLEMS

7-1. What time is sunrise at Little Harbor at Woods Hole, on 1 April (EST is ineffect)? (use tables in Appendix A) 0526

7-2. What is the maximum range of tide at Newport, Rhode Island, on 6 April?3.4 ft

7-3. What is the maximum duration of tide at Newport on 7 April? 6h 25m

7-4. What is the height of tide at Tarpaulin Cove at 1506 on 6 Apr (EDT is ineffect)? (Use tables in Appendix A) +0.8 ft

7-5. What time is sunset at Tarpaulin Cove on 6 April? 1914

7-6. What is the depth of water at Little Harbor at 1100 on 2 April if the charteddepth is 24 feet? 24.6 ft

Problem Solutions:

7-1. Worksheet on page 7-7

OH 7-14 7-2. From extracted Table 1, pg A-2, Appendix A: the ranges are 3.2 ft, 3.3 ft, and 3.4 ft. Maximum range is 3.4 ft

Instructors: Discuss Tide Table 1. Point out that the overhead and the tables inAnnex A are extracted and enlarged because the purpose of the exercise is todetermine how to find the height of tide, not to test the student’s ability to readfine print or to locate obscure substations.

7-3. From Table 1, pg A-2, Appendix A: durations are 6h 25m, 5h 56m, and 6h 25m. Longest duration is 6h 25m

7-6

OH 7-15 Extracted Tide Tables 2

OH 7-16 Extracted Tide Table 3

Instructors: Go over Tide Tables 2 and 3. Point out that asterisked heightdifferences are ratios and are used to multiply the values (heights of tide) for thereference station to obtain the high or low water values for the substation.

OH 7-17 Height of Tide Worksheet

Instructors: Explain the worksheet, linking the stub items to the appropriatetables and parts of tables. Point out that the worksheet is designed to lead thestudent to the proper table by requesting data according to the table entries(column and row designations).

OH 7-18 7-4. Worksheet on page 7-8

Instructors: Use masks in going through the problems step-by-step.

7-5. Worksheet on page 7-9


TIME OF SUNRISE OR SUNSET WORKSHEET

Location:Position latitude: Date:Position longitude:

From Table 4 - Nearest date: Nearest latitude:Time of sunrise or sunset at nearest date and latitude:

Longitude of time meridian:Position longitude:Difference in longitude:

From Table 5- Correction to Local Mean Time fordifference in longitude between time meridian andposition (local meridian):

Time of sunrise or sunset at position:

Note: If local meridian is east of standard (time) meridian (longitudinal difference is - in the western hemisphere, + in the eastern), subtract the correction (event occurs earlier). If local meridian is west of standard meridian, add the correction.

Table 5 says to subtract or add corrections to local mean time. Local mean time in each time zone is the time of the standard meridian as given in Table 4; therefore, applying the correction provides the time of the event at the local meridian (position).

For Daylight Savings Time, add one hour to the time.

Woods Hole, Little Harbor41º 31' N 1 April

1 Apr

75º W70º 40' W4º 20'

17m

0526

DST in effect 1st Sunday in April, 3 AprilEST in effect 1 April

42º0543

70º 40' W

7-7

HEIGHT OF TIDE WORKSHEET

Substation Date

Reference Station

HW time difference Diff. in height of HW

LW time difference Diff. in height of LW

Ref. Sta. Sub Sta.

LWHWLWHWLWHW

Height of tide at any timeLocation Time DateDuration of Rise or FallTime from Nearest TideRange of TideHeight of Nearest TideCorrection from Table 3Height of Tide at

Depth of water at any timeCharted Depth of WaterHeight of Tide atDepth of Water at

Tarpaulin Cove

Newport

+0 11 * 0.54

* 0.54+1 23

Newport

0413=0513 3.4

0.2

3.5

0.1

1150

1737

07 0020

0524 1.8

0.1

1.90.1

1313

1748

070143

Tarpaulin Cove

6 April

Tarpaulin Cove 1506 6 April

4h 35m

1h 53m

1.8

0.1

0.7

0.81506

7-8

TIME OF SUNRISE OR SUNSET WORKSHEET

Location:Position latitude: Date:Position longitude:

From Table 4 - Nearest date: Nearest latitude:Time of sunrise or sunset at nearest date and latitude:

Longitude of time meridian:Position longitude:Difference in longitude:

From Table 5- Correction to Local Mean Time fordifference in longitude between time meridian andposition (local meridian):

Time of sunrise or sunset at position:

Note: If local meridian is east of standard (time) meridian (longitudinal difference is - in the western hemisphere, + in the eastern), subtract the correction (event occurs earlier). If local meridian is west of standard meridian, add the correction.

Table 5 says to subtract or add corrections to local mean time. Local mean time in each time zone is the time of the standard meridian as given in Table 4; therefore, applying the correction provides the time of the event at the local meridian (position).

For Daylight Savings Time, add one hour to the time.

Tarpaulin Cove41º 28' N 6 April

6 Apr

75º W70º 46' W4º 14'

17m

1814

DST in effect on 3 AprilSunset at Tarpaulin Cove, 6 Apr: 1914 EDT

42ºN1831

70º 46' W

7-9

HEIGHT OF TIDE WORKSHEET

Substation Date

Reference Station

HW time difference Diff. in height of HW

LW time difference Diff. in height of LW

Ref. Sta. Sub Sta.

LWHWLWHWLWHW

Height of tide at any timeLocation Time DateDuration of Rise or FallTime from Nearest TideRange of TideHeight of Nearest TideCorrection from Table 3Height of Tide at

Depth of water at any timeCharted Depth of WaterHeight of Tide atDepth of Water at

Woods Hole, Little Harbor

Newport

+0 32 * 0.40

* 0.40+2 21

Newport

0009 3.9

0.1

3.2

0.2

0609

1242

1819

0041 1.6

0

1.3

0.1

0830

1314

2040

Little Harbor

2 April

Little Harbor 1100 2 April

4h 44m

2h 14m

1.3

1.3

0.7

0.6

24ft

0.6

24.6ft1100

1100

1100

7-10

7-11


EARTH SUN

QUADRATURE

AUXNAV OH 7-1

MOONMOON

AUXNAV OH 7-2

EARTH SUN


MOON

ALIGNMENT


MOON

ft.

1110

9876543210

654321

321

-1

0-1

0

876543210

-1

210

-1

210

-1

210

-1

TYPICAL TIDE CURVES FOR UNITED STATES PORTS

10 11 12 13 14 15 16 17 18 19 20DAY

A EBOSTON

NEW YORK

HAMPTON ROADS

SAVANNAH RIVER ENTR.

KEY WEST

PENSACOLA

GALVESTON

AUVNAV OH 7-5

E

BAC

R

D

• ••

•

•

DARK

SUNLIGHT

DARK

AUXNAV OH 7-6

AUXNAV OH 7-7

AUXNAV OH 7-8

AUXNAV OH 7-9

AUXNAV OH 7-10

4.0

3.0

2.0

1.0

0

–1.01700 1800 1900 2000 2100 2200 2300 2400

(1747, 0.3)

MLWDATUM

(2341, 3.9)

HW

LW

18

16

14

12

10

8

6

4

2

0 BOTTOM

AUXNAV OH 7-11

AUXNAV 7-12, 7-11F1

Duration of Tide

HEIGHT OF TIDEAT LOW WATER

RANGEOF TIDE

HEIGHT OF TIDEAT HIGH WATER

DEPTH ATLOW WATER

DEPTH ATHIGH WATER

HW

LW

CHARTEDDEPTH

AUXNAV 7-13, 7-11F2

TIME FROM CLOSESTHIGH OR LOW WATER

CORRECTION TOHEIGHT

HEIGHT OF TIDEAT 1916

DEPTH AT1916

AUXNAV OH 7-14

AUXNAV OH 7-15

AUXNAV OH 7-16

AUXNAV OH 7-17

AUXNAV OH 7-18

AUXNAV OH 7-19

8-1

CHAPTER 8TIDES AND CURRENTS - CURRENTS


Objective: To familiarize the student with the horizontal movement of water; thecauses and types of current; and how to determine the speed and direction of tidalcurrents, durations of current speeds, and the use of current diagrams

Chapter 8

Instructors: Ensure that you bring to class the Atlantic Coast of North Americavolume of the NOAA Tidal Currents, 1994; and at least three Tidal Currentsworksheets and two Current Diagrams per student.

1. Current

a. Horizontal movement of water

Instructors: This is the time to stress that tides are vertical movement of waterand tidal currents are horizontal movement. This is a current definition differentfrom that used in navigation where current is all of the external forces working ona vessel.

b. Tidal Current Tables

(1) 2 vol., Atl Cst of NA, Pac Cst of NA & Asia

(2) 5 tables

Instructors: Go through the tables and additional information, using the book.Also, point out that the extracts in Appendix A show Tables 1 through 5 for bothTides and Tidal Currents. This can cause confusion (using Tide Table 2 whenTidal Current Table 2 was the one needed) and care must be exercised.Regardless, it was done deliberately to label the tables in this course as they arelabeled in the NOAA publications.

(3) Additional data

* Gulf Stream

* Wind-driven currents

8-2

2. Current classification

a. Tidal (gravitational interactions)

(1) Reversing

(2) Rotary

(3) Hydraulic

b. Non tidal

(1) Permanent currents in general circulatory system of the seas

(2) Temporary caused by meteorological variations

OH 8-1 3. Currents compared to tides

Instructors: Point out the similarity in the tidal current curves and the tidecurves used in Chapter 7.

a. Diurnal and semidiurnal

b. Double floods and ebbs equivalent to mixed currents

OH 8-2 4. Cyclical nature of currents

5. Determination of current speeds and durations

Instructors: Be sure to define slack water and maximum current speed. Point outthat, contrary to intuition and perception, slack waters do not occur at the sametime as high or low waters because the sites where current data are collected arenot the same as the sites where tidal data are collected. Use Tide Table 2 andTidal Current Table 2 to illustrate this fact.

OH 8-3 a. Definitions

Instructors: OH 8-3 is a flip to OH 8-2. It illustrates the meaning of the termsused in determining the speed of the current at any time.

(1) Duration of flood or ebb

(2) Minimum before flood or ebb

8-3

(3) Flood or ebb

(4) Interval between slack and desired time

(5) Interval between slack and maximum current

OH 8-4 (6) Duration of slack

OH 8-5, 8-6, 8-7 b. Tidal Current Tables 1, 2, and 3

OH 8-8 c. Speed of current at any time (Problem 8-1)

OH 8-9, 8-10 d. Period of slack water (Problem 8-3)

OH 8-11 e. Rotary current

Instructors: Point out that a rotary current is a tidal current that would bereversing, most likely, if it came in contact with the shore. Since it doesn’t, it is acontinuous current setting in every direction through 360° with a velocitychanging from a minimum to a maximum to a minimum to a ... in manner similar tothe change from the minimums before the flood, to the floods, to the minimumsbefore the ebb, to the ebbs, and so on.

OH 8-12 f. Wind-driven current

Instructors: Wind driven current is of little interest to coastal navigation. This ispresented to show the relatively small current generated by a large wind. This isa good time to remind students that turning to the right always increases theheading. The same thing is true if the Coriolis effect moves the current right ofthe direction toward which the wind is blowing (a NE wind blows toward the SWor 225°; a current 20° right of the wind flows 245°)

OH 8-13 6. Current diagrams

a. Description

OH 8-14 b. Problem 8-6

OH 8-15 c. Problem 8-7

8-4

Student Questions:

8-1. (d) Currents may be classified as tidal and nontidal . (8.2.3)

8-2. (a) Tidal currents are caused by the gravitational interaction of the Sun , Moon , and Earth . (8.2.3)

8-3. False Permanent nontidal currents are part of the gravitational interactionof the seas. (8.2.3) ... currents are caused by the general circulatory systems ...

8-4. True Temporary nontidal currents are caused by meteorological variability,such as wind. (8.2.3)

8-5. False A tidal current with a single flood and a single ebb in a lunar day isdiurnal; one with two floods and two ebbs is compound. (8.2.4) ...ebbs issemidiurnal.

8-6. False A double ebb or double flood current corresponds roughly to asemidiurnal tide. (8.2.4) ...roughly to a mixed tide.

8-7. False An ebb current is the movement of water toward shore or down atidal river. (8.2.4) ...of water away from shore...

8-8. (b) A hydraulic current is a current in a channel with a difference in surface levels at each end . (8.2.4)

8-9. (c) A tidal current which flows alternately in approximately oppositedirections with a slack water at each change of direction is a reversing current.(8.2.4)

8-10. (c) A tidal current that flows continuously with the direction of flowchanging through all the points of the compass during the tidal period is a rotary current. (8.2.4)

8-11. (a) True slack water occurs when current speed drops to zero at the time of a reversal in direction . It is instantaneous. (8.2.5.2)

8-12. (b) Minimum before the flood and minimum before the ebb is used for thedifferences from the reference station in Table 2 because the current does notalways drop to zero in some locations. (8.2.5.2)

8-13. (c) The set of a rotary current at one maximum is approximately 180° fromthe set at the next maximum and the set at one minimum is approximately 90° from the set at the maxima and 180° from the set of the next minimum. (8.3.4)

8-5

8-14. (c) Rotary current speeds will be increased about 15 -20% when the moonis new , full , or in perigee . (8.3.4)

8-15. (c) Rotary current speeds will be reduced 30 - 40% when the moon is in quadrature and in apogee . (8.3.4)

8-16. True Wind driven currents move to the right of the wind (direction towardswhich the wind is blowing) in the Northern Hemisphere because of the effect ofthe rotation of the Earth. (8.3.5)

8-17. False Leeway is the most important effect of wind driven current to thenavigator. (8.3.5.1) Leeway is not wind-driven current

8-18. False The Coriolis Effect is the name given to gyroscopic precessioncaused by the combination of the rotation of the earth and the gravitational pull ofthe sun and the moon. (8.3.5.2) ...caused by the rotation of the earth.

8-19. True Currents acting in the same place at the same time are combinedthrough vector arithmetic to obtain a resultant current. (8.4)

8-20. False Current Diagrams are mathematical tables that show velocities offlood and ebb currents and the times of slack and strength over a considerablestretch of the channel of a tidal waterway. (8.5.1) Current Diagrams are graphictables...

PROBLEMS

8-1. What is the set and drift of the current 1.4M SW of Brenton Point (onPollock Rip Channel) at 1015, 3 April? 347° at 0.2 knots

8-2. What is the maximum current at Tarpaulin Cove (on Pollock Rip Channel)on 6 April? 2.2 kts (1.6 x 1.4 = 2.24)

8-3. What is the time period during which the current will be 0.3 kts or less 1Msoutheast of West Island (on Pollock Rip Channel) during the morning of 1 April(EST is in effect)? 0509 - 0619

8-4. What is the speed and set of the current 2M SSE of the Buzzards BayEntrance at Gooseberry Neck at the time of the last slack water in Pollock RipChannel on 2 April? 0.2 kts at 321°

8-5. What is the speed and direction of current from a Nor' Easter (wind is NEat 50 mph and has been blowing in excess of 12 hours) at the old Brenton Reef Lightship station (uses "most" stations data)? 0.6 kts at 247°

8-6

8-6. A trawler type yacht traveling westbound through Pollock Rip Channel at 7knots departs Cross Rip Channel at 0710 on 6 April (Daylight Savings Time is ineffect). What is the yacht's average speed over the ground from Cross RipChannel to Gays Head? 7.8 knots (current averages about 0.8 knots fair)

8-7. What is the best time for the yacht to leave Cross Rip Channel? 1000 or2200 EDT

Instructors: Three hours before the flood or three hours after the ebb will giveapproximately equal results. Note that 0900 EST is 1000 EDT and is both threehours before the flood and three hours after the ebb.

Problem Solutions:


OH 8-16 8-2. From Table 1 (pg A-7, Appendix A), Tidal Current Predictions, maximum currents in Pollock Rip Channel on 6 April are 2.1 knots flooding and 1.6 knots ebbing. From

Table 2 (pg A-8), speed ratios for Tarpaulin Cove are 1.0 for the flood and 1.4 for the ebb. 2.1 x 1.0 = 2.1; 1.6 x 1.4 =

2.24 = 2.2 kts maximum current


OH 8-16 8-4. Rotary CurrentLast slack water on 2 April occurs at 2010, maximum flood occurs at 1059, 9 hours earlierFrom Table 5, the current at Gooseberry Neck 9 hours after the maximum flood is 0.2 kts at 321°

OH 8-16 8-5. NE wind is 045°, blowing towards 225°. Current sets 22° tothe right of the wind. From page 8-12 of the student text,current resulting from a 50 mph wind is 0.6 kts

Current is 0.6 kts at 247°

OH 8-14, 8-6. Worksheet on page 8-108-16 Flood or ebb begin at the preceding slack water. The slack

closest to 0710 EDT in Pollock Rip Channel on 6 April occursat 0657 EDT and the current is ebbing. The vessel leavesCross Rip Channel about when the ebb begins. Using parallelrulers, transfer the 7 kt west bound speed line to the diagramfrom the point where the 28 mile horizontal line (Cross Rip

8-7

Channel) intersects the 0 hour before or after the web beginsvertical line. Slightly more than half the trip to Gay Head isagainst a foul flood current and the rest is with a fair ebbcurrent. More time is spent with a foul current, but the faircurrent is stronger and the two should just about balance. Average SOG should equal speed through the water = 7 kts

OH 8-15, 8-7. Worksheet on page 8-11OH 8-16 Three hours before the flood or three hours after the ebb will

give approximately equal results. Note that 0900 EST is boththree hours before the flood and three hours after the ebb.

1000 or 2200 EDT

8-8

8-9

CURRENT DIAGRAMVINEYARD AND NANTUCKET SOUNDSReferred to predicted times of slack water at Pollock Rip Channel (Butler Hole)

HOURS BEFOREFLOOD BEGINS

AT POLLACKRIP CHANNEL

HOURS AFTERFLOOD BEGINS


HOURS BEFOREEBB BEGINSAT POLLACKRIP CHANNEL

HOURS AFTEREBB BEGINSAT POLLACKRIP CHANNEL















3h 2h 1h 0h 1h 2h 2h 1h 0h 1h 2h 3h 2h 1h 0h 1h 2h 3h

3h 2h 1h 0h 1h 2h 3h 2h 1h 0h 1h 2h 3h 2h 1h 0h 1h 2h 3hPOLLACK RIP

CHANNEL (East End)

0

4

8

12

16

20

24

28

32

36

40

44

48

POLLACK RIPCHANNEL

(Butler Hole)

HANDKERCHIEFLIGHTED WHISTLE

BOUY "H"

CROSS RIPCHANNEL

HEDGE FENCELIGHTED GONG BOUY

EAST CHOP

WEST CHOP

NOBSKA POINT

TARPAULIN COVE

GAY HEAD

Nau

tica

l Mile

3h SPEED LINES

Eas

tbo

un

d

KNOTS6 7 8 9 10 11 12 13 14 15

Westb

ou

nd

KNOTS6789101112131415

1 • 1

1 • 8 1 • 3 0 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4

1 • 0 1 • 7 0 • 0 0 • 8 1• 1 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0 0 • 8

1 • 7 1 • 0 0 • 7 0 • 0 1 • 20 • 8 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0

0 • 6 0 • 9 0 • 6 0 • 0 0 • 9 1 • 3 0 • 9 0 • 0 0 • 6 0 • 9 0 • 6 0 • 0

0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0

0 • 8 1 • 2 0 • 8 0 • 0 1• 0 1 • 4 1 • 0 0 • 0 0 • 8 1 • 2 0 • 8 0 • 0

1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0• 0

1 • 7 2 • 4 1 • 7 0 • 0 1 • 8 2 • 6 1 • 8 0 • 0 1 • 7 2 • 4 1 • 7 0 • 0

1 • 6 2 • 3 1 • 6 0 • 0 1 • 3 1 • 9 1 • 3 0 • 0 1 • 6 2 • 3 1 • 6 0 • 0

1 • 4 2 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4 2 • 0 1 • 4 0 • 0

1 • 4 0 • 0 1 • 4 2 • 01 • 31 • 81 • 30 • 02 • 00 • 01 • 3 1 • 4

2 • 0 1 • 4

1 • 6 1 • 1 0 • 0 1 • 1 1 • 5 1 • 1 0 • 0 1 • 1 1 • 6 1 • 1 0 • 0

1 • 0 1 • 0 0 • 0 1 • 0 1 • 0 0 • 0 1 • 01 • 41 • 4 0 • 0 1 • 0 1 • 4

F L O O D

E B B

E B B

3h3h

8-10
























CHANNEL (East End)

0

4

8

12

16

20

24

28

32

36

40

44

48

POLLACK RIPCHANNEL

(Butler Hole)


BOUY "H"

CROSS RIPCHANNEL


EAST CHOP

WEST CHOP

NOBSKA POINT

TARPAULIN COVE

GAY HEAD

Nau

tica

l Mile

3h SPEED LINES

Eas

tbo

un

d

KNOTS6 7 8 9 10 11 12 13 14 15

Westb

ou

nd

KNOTS6789101112131415

1 • 1

1 • 8 1 • 3 0 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4

1 • 0 1 • 7 0 • 0 0 • 8 1• 1 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0 0 • 8

1 • 7 1 • 0 0 • 7 0 • 0 1 • 20 • 8 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0

0 • 6 0 • 9 0 • 6 0 • 0 0 • 9 1 • 3 0 • 9 0 • 0 0 • 6 0 • 9 0 • 6 0 • 0

0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0

0 • 8 1 • 2 0 • 8 0 • 0 1• 0 1 • 4 1 • 0 0 • 0 0 • 8 1 • 2 0 • 8 0 • 0

1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0• 0

1 • 7 2 • 4 1 • 7 0 • 0 1 • 8 2 • 6 1 • 8 0 • 0 1 • 7 2 • 4 1 • 7 0 • 0

1 • 6 2 • 3 1 • 6 0 • 0 1 • 3 1 • 9 1 • 3 0 • 0 1 • 6 2 • 3 1 • 6 0 • 0

1 • 4 2 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4 2 • 0 1 • 4 0 • 0

1 • 4 0 • 0 1 • 4 2 • 01 • 31 • 81 • 30 • 02 • 00 • 01 • 3 1 • 4

2 • 0 1 • 4

1 • 6 1 • 1 0 • 0 1 • 1 1 • 5 1 • 1 0 • 0 1 • 1 1 • 6 1 • 1 0 • 0

1 • 0 1 • 0 0 • 0 1 • 0 1 • 0 0 • 0 1 • 01 • 41 • 4 0 • 0 1 • 0 1 • 4

F L O O D

E B B

E B B

3h3h

8-11

8-12


1012

21012

THE NARROWS, N.Y. HARBOR

CHESAPEAKE BAY ENTRANCE

SAVANNAH RIVER ENTRANCE210123

3210123

21012

HELL GATE, EAST RIVER

Kn. A E

4321012345

TYPICAL CURRENT CURVES FOR REFERENCE STATIONS

10 11 12 13 14 15 16 17 18 19 20DAY(Flood: Solid line, Ebb: Broken Line.)

MOBILE BAY ENTRANCE

GALVESTON BAY ENTRANCE

AUXNAV OH 8-1

..

.

EBB

1.4

1.6

1.6

1.2

1.0

.8

.6

.4

.2

0

.2

.4

.6

.8

1.0

1.2

1.4

FLOOD

0400 0500 0600 0700 0800 0900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200

0429

HW

1106 1652

LW

MAX F 1.4 KTS

0755 2008

1343

MAX EBB 1.2 KTS

TIME

SP

EE

D O

F T

HE

CU

RR

EN

T

MAX F 1.4 KTS

LW

AUXNAV OH 8-2


0610

Flood

Ebb

Duration of EbbDuration of Flood

Interval btw.Slack andDesired Time

Interval between Slackand Maximum Current

Min before Ebb Min before Flood


Duration

of Slack

AUXNAV OH 8-5

AUVNAV OH 8-6

AUXNAV OH 8-7

AUXNAV OH 8-8

AUXNAV OH 8-9

TABLE 4. -- DURATION OF SLACK

Duration of weak current near time of slack water

Table ATable A

Maximumcurrent

1.0 23 46 70 94 1201.5 15 31 46 62 782.0 11 23 35 46 583.0 8 15 23 31 384.0 6 11 17 23 295.0 5 9 14 18 236.0 4 8 11 15 197.0 3 7 10 13 168.0 3 6 9 11 149.0 3 5 8 10 13

10.0 2 5 7 9 11

The predicted times of slack water given in this publication indicate the instant of zero speed, which is only momentary. There is a period each side of slack water; however, during which the current is so weak that for practicable purposes it may be considered negligible.

The following tables give, for various maximum currents, the approximate period of time during which weak currents not exceeding 0.1 to 0.5 knot will be encountered. This duration includes the last of the flood or ebb and the beginning of the following ebb or flood, that is, half of the duration will be before and half after the time of slack water.

Table A should be used for all places except those listed below for table B.

Table B should be used for Cape Cod Canal, Hell Gate, Chesapeake and Delaware Canal, and allPlaces in Table 2 which are referred to them.

(NOTE: TABLE B NOT USED SINCE NO EXERCISES REQUIRE IT).

When there is a difference between the speed of the maximum flood and ebb proceeding andfollowing the slack for which the duration is desired, it will be sufficiently accurate for practical purposesto find a separate duration for each maximum speed and take the average of the two as the duration of the weak current.

Period with a speed of not more than

0.1 knots 0.2 knots 0.3 knots 0.4 knots 0.5 knots

MINUTES MINUTES MINUTES MINUTES MINUTESKNOTS

AUXNAV OH 8-10

AUXNAV OH 8-11

TABLE 5. ROTARY TIDALCURRENTS

TABLE 5. ROTARY TIDALCURRENTS

Gooseberry Neck, 2 Miles SSE ofBuzzards Bay Entrance

Lat 41° 27’ N, Long 71° 01’ W

Time Direction Velocity(True)

Degrees Knots0 52 0.6

Hours 1 65 0.4After 2 108 0.2

Maximum 3 168 0.3Flood 4 210 0.5

Pollock Rip 6 232 0.5Channel 7 249 0.3

See Page 28 8 274 0.29 321 0.2

10 16 0.311 38 0.5

AUXNAV OH 8-12

AVERAGE DEVIATION OF CURRENTTO THE RIGHT OF WIND DIRECTIONAVERAGE DEVIATION OF CURRENTTO THE RIGHT OF WIND DIRECTION

[A Minus Sign (–) Indicates That the Current Sets to the Left of the Wind]

Wind From N NNE NE ENE E ESE SE SSE S SSW SW WSW W WNW NW NNW

Brenton Reef 34 25 22 19 25 1 –7 8 27 48 23 41 41 31 21 24
























CHANNEL (East End)

0

4

8

12

16

20

24

28

32

36

40

44

48

POLLACK RIPCHANNEL

(Butler Hole)


BOUY "H"

CROSS RIPCHANNEL


EAST CHOP

WEST CHOP

NOBSKA POINT

TARPAULIN COVE

GAY HEAD

Nau

tica

l Mile

3h SPEED LINES

Eas

tbo

un

d

KNOTS6 7 8 9 10 11 12 13 14 15

Westb

ou

nd

KNOTS6789101112131415

1 • 1

1 • 8 1 • 3 0 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4

1 • 0 1 • 7 0 • 0 0 • 8 1• 1 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0 0 • 8

1 • 7 1 • 0 0 • 7 0 • 0 1 • 20 • 8 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0

0 • 6 0 • 9 0 • 6 0 • 0 0 • 9 1 • 3 0 • 9 0 • 0 0 • 6 0 • 9 0 • 6 0 • 0

0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0

0 • 8 1 • 2 0 • 8 0 • 0 1• 0 1 • 4 1 • 0 0 • 0 0 • 8 1 • 2 0 • 8 0 • 0

1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0• 0

1 • 7 2 • 4 1 • 7 0 • 0 1 • 8 2 • 6 1 • 8 0 • 0 1 • 7 2 • 4 1 • 7 0 • 0

1 • 6 2 • 3 1 • 6 0 • 0 1 • 3 1 • 9 1 • 3 0 • 0 1 • 6 2 • 3 1 • 6 0 • 0

1 • 4 2 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4 2 • 0 1 • 4 0 • 0

1 • 4 0 • 0 1 • 4 2 • 01 • 31 • 81 • 30 • 02 • 00 • 01 • 3 1 • 4

2 • 0 1 • 4

1 • 6 1 • 1 0 • 0 1 • 1 1 • 5 1 • 1 0 • 0 1 • 1 1 • 6 1 • 1 0 • 0

1 • 0 1 • 0 0 • 0 1 • 0 1 • 0 0 • 0 1 • 01 • 41 • 4 0 • 0 1 • 0 1 • 4

F L O O D

E B B

E B B

3h3h

AUXNAV OH 8-13
























CHANNEL (East End)

0

4

8

12

16

20

24

28

32

36

40

44

48

POLLACK RIPCHANNEL

(Butler Hole)


BOUY "H"

CROSS RIPCHANNEL


EAST CHOP

WEST CHOP

NOBSKA POINT

TARPAULIN COVE

GAY HEAD

Nau

tica

l Mile

3h SPEED LINES

Eas

tbo

un

d

KNOTS6 7 8 9 10 11 12 13 14 15

Westb

ou

nd

KNOTS6789101112131415

1 • 1

1 • 8 1 • 3 0 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4

1 • 0 1 • 7 0 • 0 0 • 8 1• 1 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0 0 • 8

1 • 7 1 • 0 0 • 7 0 • 0 1 • 20 • 8 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0

0 • 6 0 • 9 0 • 6 0 • 0 0 • 9 1 • 3 0 • 9 0 • 0 0 • 6 0 • 9 0 • 6 0 • 0

0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0

0 • 8 1 • 2 0 • 8 0 • 0 1• 0 1 • 4 1 • 0 0 • 0 0 • 8 1 • 2 0 • 8 0 • 0

1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0• 0

1 • 7 2 • 4 1 • 7 0 • 0 1 • 8 2 • 6 1 • 8 0 • 0 1 • 7 2 • 4 1 • 7 0 • 0

1 • 6 2 • 3 1 • 6 0 • 0 1 • 3 1 • 9 1 • 3 0 • 0 1 • 6 2 • 3 1 • 6 0 • 0

1 • 4 2 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4 2 • 0 1 • 4 0 • 0

1 • 4 0 • 0 1 • 4 2 • 01 • 31 • 81 • 30 • 02 • 00 • 01 • 3 1 • 4

2 • 0 1 • 4

1 • 6 1 • 1 0 • 0 1 • 1 1 • 5 1 • 1 0 • 0 1 • 1 1 • 6 1 • 1 0 • 0

1 • 0 1 • 0 0 • 0 1 • 0 1 • 0 0 • 0 1 • 01 • 41 • 4 0 • 0 1 • 0 1 • 4

F L O O D

E B B

E B B

3h3h

AUXNAV OH 8-14
























CHANNEL (East End)

0

4

8

12

16

20

24

28

32

36

40

44

48

POLLACK RIPCHANNEL

(Butler Hole)


BOUY "H"

CROSS RIPCHANNEL


EAST CHOP

WEST CHOP

NOBSKA POINT

TARPAULIN COVE

GAY HEAD

Nau

tica

l Mile

3h SPEED LINES

Eas

tbo

un

d

KNOTS6 7 8 9 10 11 12 13 14 15

Westb

ou

nd

KNOTS6789101112131415

1 • 1

1 • 8 1 • 3 0 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4

1 • 0 1 • 7 0 • 0 0 • 8 1• 1 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0 0 • 8

1 • 7 1 • 0 0 • 7 0 • 0 1 • 20 • 8 0 • 8 0 • 0 0 • 7 1 • 0 0 • 7 0 • 0

0 • 6 0 • 9 0 • 6 0 • 0 0 • 9 1 • 3 0 • 9 0 • 0 0 • 6 0 • 9 0 • 6 0 • 0

0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0 0 • 8 1 • 1 0 • 8 0 • 0

0 • 8 1 • 2 0 • 8 0 • 0 1• 0 1 • 4 1 • 0 0 • 0 0 • 8 1 • 2 0 • 8 0 • 0

1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0 • 0 1 • 6 2 • 2 1 • 6 0• 0

1 • 7 2 • 4 1 • 7 0 • 0 1 • 8 2 • 6 1 • 8 0 • 0 1 • 7 2 • 4 1 • 7 0 • 0

1 • 6 2 • 3 1 • 6 0 • 0 1 • 3 1 • 9 1 • 3 0 • 0 1 • 6 2 • 3 1 • 6 0 • 0

1 • 4 2 • 0 1 • 4 0 • 0 1 • 3 1 • 8 1 • 3 0 • 0 1 • 4 2 • 0 1 • 4 0 • 0

1 • 4 0 • 0 1 • 4 2 • 01 • 31 • 81 • 30 • 02 • 00 • 01 • 3 1 • 4

2 • 0 1 • 4

1 • 6 1 • 1 0 • 0 1 • 1 1 • 5 1 • 1 0 • 0 1 • 1 1 • 6 1 • 1 0 • 0

1 • 0 1 • 0 0 • 0 1 • 0 1 • 0 0 • 0 1 • 01 • 41 • 4 0 • 0 1 • 0 1 • 4

F L O O D

E B B

E B B

3h3h

AUXNAV OH 8-15

AUXNAV OH 8-16

9-1

CHAPTER 9ELECTRONIC (RADIO) NAVIGATION


Objective: To instruct the student in the workings and use of LORAN, to acquaintthe student with GPS and DGPS, and to briefly discuss RDF in the process of de-emphasizing it.

Instructors: Bring to class colored water soluable pens suitable for drawing onoverhead transparencies. Have wet and dry paper towels available to clean offthe vu-graphs. Bring LORAN plotters and inerpolators. Also bring a hand-heldLORAN and hand-held GPS, if available.

Chapter 9

1. Radio Direction Finder

Instructors: There is an examination question on RDF; it deals with RDFdeviation. Other than that, down play RDF and spend minimum time on it. Thereis nothing concerning RDF in NAV-B. Point out that RDF is quite expensive,relatively inaccurate, and rapidly disappearing from the waterways.

a. Great circle (N of rhumb line in northern hemisphere)

b. Deviation

Instructors: Unlike compass deviation, which is a function of the vessel’smagnetic field interacting with that of the earth, RDF deviation is a function ofthe vessel’s radio interference; i.e., caused by the vessel’s electrical fields andchanges with the direction of the radio signal.

c. Relative bearing

d. Radio LOP

e. Direct or reciprocal bearing

f. Accuracy

g. Plotting convention2. LORAN

9-2

OH 9-1 to 9-3 a. What it is

Instructors: OH 9-1 and 9-2 are identical, consisting of concentric circles withradii increasing in increments of 100 miles. OH 9-3 is a blank transparency onwhich you draw hyperbolic curves after placing OH 9-2 over OH 9-1 so that thecenters are 1000 miles apart (the 500 mile circles are tangent). A line connectingthe circle intersections that are equidistant apart is a straight line. A lineconnecting all circle intersections that are 100 miles closer to one center that theother is a shallow hyperbolic curve. A line connecting all circle intersections thatare 200 miles closer to the same center is a steeper hyperbolic curve, etc. Threecurves, the straight line and two others are usually sufficient to describe howLORAN works. This demonstration is key to simplifying LORAN for easyunderstanding.

OH 9-4 b. Pulses and intervals

Instructors: Point out that LORAN receivers know that there is a master-secondary pair because the receiver recognizes the 9 pulses of the master andthe eight pulses of each secondary station. Without the master, there is nothing;that is, the receiver will not provide TDs based on two secondaries. This will onlyhappen if one of the stations is the master.

c. Hyperbolic curves

OH 9-5 d. LORAN LOPs

Instructors: Discussion of LORAN LOPs will be more effective if a mask is usedso that only one LOP is shown at a time.

e. TDs vs. geographic coordinates

Instructors: Emphasize the fact that LORAN receivers are designed to measuretime differences in the receipt of signal pulses (the hyperbolic curves) and thatany decent LORAN will give the same time differences in the receipt of signalsas any other set in the same location. Conversion of TDs to latitude andlongitude, on the other hand, are a function of algorithms built in by each setmanufacturer. Consequently geographical coordinates can be different in setsthat are side-by-side. TDs should always be used when precision is required,such as in Search and Rescue operations under conditions of poor visibility.

OH 9-4 f. Group repetition interval

Instuctors: Put OH 9-4 back up to show what the GRI measures.

9-3

g. Position accuracy

OH 9-6 h. LORAN overprints

Instructors: OH 9-6 is a chart segment with LORAN overprint (the hyperboliccurves representing 5 µsec or 10 µsec time differences, depending on the master-secondary pair)

OH 9-7, 9-8 i. LORAN positions

Instructors: OH 9-6 and 9-7 are flips 1 and 2 to 9-5 to show the location of anobject by time differences

j. Linear interpolator and plotter

Instructors: A transparent plastic linear interpolator and plotter can be used inconjunction with chart segment transparencies to make a very effectiveinstructional aid in the use of TDs.

k. Repeatability

l. Future of LORAN

OH 9-9 3. Global Positioning System

a. Principles of operation

OH 9-10 * Space segment

* Control segment

* User segment

b. Selective availability

OH 9-11 c. Differential GPS

OH 9-12, OH 9-13 * Accuracy of DGPS

OH 9-14 * Control of DGPS

OH 9-15, 9-16 d. Currant status of GPS

e. DGPS broadcastStudent Questions:

9-4

9-1. (c) The null is obtained when the RDF loop antenna is perpendicular to thesignal and is used in radio direction finding because it is more sharply defined thanthe maximum strength signal. (9.1.2)

9-2. (b) RDF deviation is caused by the electrical fields of the vessel. (9.1.3.2)

9-3. (b) RDF bearings are relative . (9.1.3.3)

9-4. False RDF variation must be applied to the RDF bearing to the transmitterbefore adding the relative bearing to the true heading of the vessel to obtain thetrue bearing. (9.1.3.3.1) RDF deviation must be applied...

9-5. True RDF Bearings are less accurate at night than in the daytime. This isparticularly true during morning and evening nautical twilight (the half hour beforesunrise and the half hour after sunset). (9.1.3.4)

9-6. True Being less precise, fixes obtained with RDF must be labeled "RDFFix" or "EP." (9.1.3.5)

9-7. True LORAN stations transmit on a frequency of 100 khz. (9.2.2)

9-8. False A LORAN LOP is a catenary curve reflecting every location wherethe time difference between receipt of the signal from the master station and asecondary station is the same. (9.2.2) ...hyperbolic curve reflecting...

9-9. (c) LORAN sets provide accurate determination of time differences . Twosets side-by-side will provide very similar indications. (9.2.4)

9-10. (a) Latitude and longitude provided by side-by-side sets may be differentbecause of the difference in care used in handling additional secondary phasefactor information within the sets of different manufacturers. (9.2.4)

9-11. (a) LORAN chains are identified by the group repetition interval , the timerequired for all stations in the chain to transmit their signals. (9.2.5)

9-12. (c) If a chain is identified as 7980 (the Southeast United States Chain), ittakes 79800 µsec or 79,800 millionths of a second (both are correct, they are thesame) for the entire chain to transmit. (9.2.5)

9-13. (b) LORAN provides an accuracy as close as 50 feet , depending ondistance from the stations and other factors. (9.2.6)

9-14. (b) LORAN overprints are provided on charts of scales 1:80,000 and larger .(9.2.8)

9-5

9-15. (d) Repeatability is the characteristic of LORAN that permits a vessel toreturn to a location previously entered into the LORAN set. (9.2.7)

9-16. True LORAN-C is the designated, federally provided radionavigation forcivil marine use in US coastal waters. (9.2.9)

9-17. False Global Positioning System consists of three segments, the Air Forceoperated space segment, the Coast Guard operated control segment, and the usersegment. (9.3.1) ...Air Force operated space and control segments, and theuser...

9-18. False Global Positioning System will use 21 operational satellites plus fourspares orbiting at 10,898 miles above the earth to provide continuous coverageworldwide. (9.3.1) ...plus three spares...

9-19. False GPS will eventually provide an accuracy of 15 feet horizontally and33 feet vertically for military users. (9.3.2) ...accuracy of 25 feet...

9-20. False GPS will be accurate to 50 feet for civilian users. (9.3.2) ...accurateto 300 feet...

9-21. True As a military system, GPS can be turned off or deliberately degradedat any time in the interest of National Security. (9.3.2)

9-22. (a) Differential GPS can provide accuracy's to 15 feet . (9.3.3)

9-23. (b) DGPS requires a receiver mounted directly over a precisely known location so it can correct data received from the satellites. The corrections aretransmitted to ship-board receivers. (9.3.3)

9-24. (b) The integrity monitor verifies the signal received and the computed correction . (9.3.3.2)

9-6

PROBLEMS

9-1. What is found at 9960-X-25593.4 and 9960-Y-43932.5? Buzzards Light

9-2. What is the location of Chickadee Ledge, in TDs? W-14267 and Y-43962

9-3 What is the location by TDs of buoy "6" in the Hen and Chickens area? W-14282.8 and Y-43965.0

9-4. What is the best set of Time Difference curves to use to locate "1" ISO,north of Buzzards Light? W and Y

Problem Solutions

OH 9-17, 9-18 9-1. Chart segment on page 9-7

9-2. Chart segment on page 9-8



2559

3.4

43932.5

9-7

43962

14267

9-8

43965.0

14282.8

9-9

w

y

9-10

9-11


00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

22

2

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9

AUXNAV OH 9-1

5

4

3

2

6

7

8

9

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9

AUXNAV OH 9-2

AUXNAV OH 9-3

99600 µsec from 1st Master Pulse to 1st Master PulseGRI

9960 Northeast North America Chain

M W X Y

AUXNAV OH 9-4

M

X

W

M

X

W

M

X

W

56433.4

2120

8.7

W-56433.4X-21208.7

FIX

AUXNAV OH 9-5

AUXNAV OH 9-6

43950

43946.59960-y-43945


ISO

9960-W-14275

14277.814280

AUXNAV OH 9-8, 9-6 F2

•

•

•

•

•

AUXNAV OH 9-9

AUXNAV OH 9-10

BRUNSWICK

CHATHAM

PORTSMOUTHHARBOR

MONTAUK POINTSANDY HOOK

CAPE HENLOPEN

CAPE HENERY

FORT MACON

CHARLESTON

CAPE CANAVERAL

MIAMI

KEY WEST

AUXNAV OH 9-11

UPOLU POINT

KOKOLE PT

COLD BAY

KODIAK

KENI

POINT LOMA

POINT ARGUELLO

PIGEON POINT

POINT BLUNT

CAPE MENDOCINO

FORT STEVENSROBINSON POINT

WHIDBEY IS

GUSTAVUS

ANNETTE ISLAND

*POTATOPOINT

*CAPEHANCHINBROOK

*PWS VTS SITE; NOT USABLE FOR NAVIGATION UNTIL LATE FY96.

PUERTORICO

- EXSISTING DGPS SITES (UNMONITORED

- PLANNED DPGS SITES

- USACE DPGS SITES (UNMONITORED

DGPS BROADCAST SITES(JUL 95)

-100-100

-50

-50

0

(meters)0

50

50

100

100

ASHTECH ALL-IN-VIEW WITHOUT DGPS CORRECTIONSNORTH

10m = 10.1%

100m = 88.2%

>100m = 1.6%

Total = 1701

AUXNAV OH 9-12

-100

-100

-50

-50

0

(meters) 0

50

50

100

100

ACCUNAV / USCG DGPS REFERENCE STATION NORTH

10m = 100.0%

100m = 0.0%

>100m = 0.0%

Total = 3488

Data File (A5895g90) (EXPER) - GRAPHICAL ANALYSIS SOFTWARE - DEVELOPED BY USCG R&D C GPS PROJECT Revision 11.18

AUXNAV OH 9-13

Control StationUSCG Navigation Center, Alexandria, Virgina

X.25 FTS 2000PACKET SWITCHED SERVICE

Reference Station / Integrity Monitor DGPS UserEquipment

RadiobeaconBroadcast

GPS Satellites

To West CoastControl Station

AUXNAV OH 9-14

JANUARY 1996JANUARY 1996

AUXNAV OH 9-16

JANUARY 1997

AUXNAV OH 9-17

Problem 9-1

43932.5

2559

3.4


Problem 9-2

Problem 9-3

43965.0

14282.8


Problem 9-4


X

X

W

Y

W

Y

W-X @~40°

W-Y @~82°

X-Y @~60°

10-1

CHAPTER 10RADAR PILOTING AND RELATIVE MOTION


Objective: To acquaint students with the working of radar, the makeup of radarsets, and its use in piloting and collision avoidance.

Chapter 10

1. Radar description

Instructors: Stress that radar is a sophisticated piloting device rather than aform of electronic navigation. Piloting is navigation using observations of visiblecharted objects. Radar navigation uses electronic observations of visual chartedobjects as they appear on the scope of the radar set.

a. Piloting and collision avoidance

Instructors: Point out that radar is such an effective device for collisionavoidance that sections of the Navigation Rules are devoted to the use of radar,going so far as to require its use by vessel’s having operable equipment whenvisibility is restricted. This chapter will introduce the determination of theclosest point of approach of both moving and stationary targets and will describedetermination of the true course and speed of a target.

b. Navigation rules as applicable to radar

2. The radar set

a. Self-contained unit

b. Components

(1) Transmitter

(2) Modulator

(3) Antenna

(4) ReceiverOH 10-1

(5) Plan Position Indicator

10-2

* Radar bearings

* Radar distances

3. Beam width and pulse width

a. Beam width

OH 10-2 b. Bearing discrimination - the bearing ambiguity

c. Pulse width

OH 10-3 d. Range discrimination - the range ambiguity

e. Antenna

* Bar

* Circular radome

4. The radar in navigation

a. Line of sight

Instructors: Discuss the radar horizon relative to the visible horizon (the effectsof refraction. Be sure to point out the distortions in radar presentation oftargets, such as low-lying land behind higher ground.

b. Radar visibility

OH 10-4 c. Radar fixes

OH 10-5 - OH 10-8 d. Use of the maneuvering board in plotting radar information

Instructors: OH 10-5 is a chart segment showing the position of the radar vessel.OH 10-6 is a representation of the PPI scope set to a ten mile range, OH 10-7 isthe same representation on the scope set to a five mile range, and OH 10-8 is thetarget area plotted on a maneuvering board. Point out the change in perspectivecaused by the orientation of the vessel; i.e., radar targets on the PPI scope arerelative.

10-3

e. Advantages and disadvantages of using radar for navigation

OH 10-9 (1) Advantages

OH 10-10 (2) Disadvantages

5. Collision avoidance and relative motion

a. Relative motion

OH 10-11 (1) The relative display on the PPI scope

Instructors: OH 10-12 shows the first sighting (situation of OH 10-11) plotted asa true bearing on the maneuvering board. OH 10-13 shows all four observationsplotted; OH 10-14 is a flip of 10-13; that is, it is superimposed on 10-13. It showsthe relative motion line drawn through the plotted observations and the closestpoint of approach.

OH 10-12 to OH 10-14 (2) Relative motion line and closest point of approach

Instructors: OH 10-15 is the second flip to OH 10-13 and shows thedetermination of the true course and speed of the target. It follows theconvention established in the text of showing course lines in black, additionalinformation such as LOPs and relative motion lines in blue, and solutions in red.This makes it relatively simple to show successive steps on one transparency;i.e., first step is black (starting information), second is blue (additionalinformation), and third step (desired information) is red. It is superimposed ontop of OH 10-13 and OH 10-14.

OH 10-15 (3) True course and speed of the target

OH 10-16 (4) Bird’s eye view of the situation

Instructors: OH 10-16 is a true plot of the situation. It is a good device forshowing the students that the maneuvering board, with the relative motion plot,the CPA solution, and the erm plot, provides a correct solution to determinationof CPA and target true course and speed.

OH 10-17 (5) Relative motion of a stationary target

10-4

Student Questions:

10-1. (b) Radar is both a piloting and a collision avoidance device. (10.1.2)

10-2. (b) Working radar must be used when in poor or restricted visibility .(10.1.3, comment following Rule 7)

10-3. (a) Altering course to avoid collision should be to starboard when a vesselis detected by radar alone, is forward of the beam, is not being overtaken, and thepossibility of collision exists. (10.1.3, comment following Rule 19)

10-4. (d) A radar set is both a transmitter and a receiver . (10.2.1)

10-5. Radar sets have five basic components, the transmitter , modulator , antenna , receiver , and indicator . (10.2.2)

10-6. The indicator is the radar information display. It is a cathode ray tube calleda Plan Position Indicator , or PPI scope. (10.2.2)

10-7. False The transmitter sends out pulses which are reflected back to thereceiver. The reflected signal is called a blip. (10.2.2) ...called an echo.

10-8. True An echo on the PPI scope represents an object painted by the beamprojected by the rotating antenna. (10.2.3.1)

10-9. False A range strobe, a movable spot of light, or a fixed range ring, both ofwhich can be manually positioned, is used to provide more accurate ranges.(10.2.3.2) ...light, or a variable range ring...

10-10. (c) Radar bearings are relative . (10.2.3.1)

10-11. (a) The narrower the horizontal beam width , the greater the resolution inbearing. (10.3.1.2)

10-12. (b) The shorter the pulse width the greater the resolution in range.(10.3.1.4)

10-13. (d) The wider the vertical beam width the better able the radar on arolling, pitching vessel is to hold the target in the beam. (10.3.1.1)

10-14. (d) Radar requires training and experience to operate it properly. (10.4.1)

10-5

10-15. (c) The distance to the radar horizon in nautical miles is 1.22 times thesquare root of the height of the antenna, in feet. The distance to the eye’s horizonis 1.17 times the square root of the height of the eye, in feet. (10.4.1)

10-16. (b) Radar can see further than the eye because of the refraction of radiowaves. (10.4.1)

10-17. (b) Blowing spray can obscure targets. It is known as sea return . (10.4.2)

10-18. False The bright lighted area at the center of the PPI scope is close-in seareturn and sea scatter. (10.4.2) ...sea return and clutter.

10-19. False Radar ranges are quite accurate; radar bearings are less accuratethan visual eyeballing. (10.4.2) ...than visual bearings.

10-20. True Radar fixes can be obtained with radar ranges to two or moretargets, with a radar range and a visual bearing, with a radar range and a radarbearing to the same target, and with radar bearings to two or more targets.(10.4.3)

10-21. False Fixes obtained with two radar ranges are most accurate; thoseobtained with two radar bearings are least accurate. (10.4.3.1) ...obtained with aradar range and a visual bearing are most...

10-22. False Relative bearings are converted to radar bearings before plotting ona maneuvering board. (10.4.4) ...converted to true bearings...

10-23. True The target area, as presented on the PPI scope, changes as theobserving vessel moves through the area. (10.4.4)

10-24. (b) Short range scales provide greater detail. (10.4.4)

10-25. (d) Radar can be used at night and during restricted visibility when mostother methods are limited. (10.4.5.1)

10-26. (c) Fixes may be available at a greater distance from land using radar.(10.4.5.1)

10-27. (c) Radar is subject to electrical and mechanical failure. (10.4.5.2)

10-28. (a) Interpretation of information on the PPI scope is not always easy.(10.4.5.2)

10-6

10-29. (d) The movement of a vessel in relation to another or to a stationaryobject is relative motion . (10.5)

10-30. True The relative motion plot is used to find the closest point of approach(CPA) of the target. (10.5.2)

10-31. False The relative motion plot is also used to find the true course andspeed of the target through the use of an erm diagram, which is a graphicalsolution of an arithmetic problem. (10.5.3) ...solution of a vector arithmeticproblem.

PROBLEMS

At 1305 you detect a target bearing 322° relative at 9.0 miles. Eight minutes laterit bears 324° at 6.5 miles. Continued observation yields the following:

1305 322°R 9.0M1313 324°R 6.5M1320 327°R 4.4M1325 331°R 3.0M

You are on course 280° at 9 knots

10-1. What is the closest point of approach of the target? 3.7M @ 328°

10-2. When does this occur? 1335

10-3. What is the relative course of the target? 058°

10-4. What is the relative speed of the target? 18.3 kts

10-5. What is the true course of the target? 030°

10-6. What is the true speed of the target? 13 kts

Problem Solutions:

All problem solutions are diagrammed on page 10-9.

OH 10-18, 10-19 10-1. Vessel is steaming 280° at 9 kts. Convert allradar bearings to true.

10-7

1305 322°R 9.0M = 242° 9.0M1313 324°R 6.5M = 244° 6.5M1320 327°R 4.4M = 247° 4.4M1325 331°R 3.0M = 251° 3.0M

Instructors: OH 10-18 is the plot of the observation. OH 10-19 is a flip to OH10-18. It shows the relative motion line plotted, with the CPA determinedgraphically (a perpendicular dropped from the origin of the maneuvering board tothe relative motion line).

CPA is 0.7M @ 328°

OH 10-18, 10-19 10-2. Relative speed of target is 6.1M in 20 minutes = 18.3 ktsDistance to CPA is 9M from 1st sighting.

9M @ 18.3 kts = 30 minTime of CPA is 1335

OH 10-19 10-3. Relative course is 058°

OH 10-19 10-4. Relative speed is 18.3 kts

Instructors: OH 10-20 is the erm plot. It is the 2d flip to OH 10-18 and issuperimposed on OH 10-18 and OH 10-19

OH 10-20 10-5 True course of the target is 030°

OH 10-20 10-6. True speed of the target is 13 kts

10-8

10-9

Hard copies of Chapter 10 overhead projection tansparencies (20) follow

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RADAR FIXESRADAR FIXES

• Radar Range and Visual Bearing

• Two Radar Ranges

• Radar Range and Radar Bearing

• Two Radar Bearings

in Order of Preference

•FIX

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AUXNAV OH 10-8

RB"VS"

Buzzards LT R"2S9xP"S tangent

MON

N tangent RGN

R"2"ISO"I"

WR"I""3"GONGR"4"

C"I"

N"6"

R"6"

G"5"

N"3"N"2"

Cuttyhunk I

AUXNAV OH 10-9

AUXNAV OH 10-10

• Electrical and Mechanical Failure

• Minimum and Maximum Range Limitations

• Interpretation and Training

• Identification of Echoes If Not Charted

• Less Accurate Than Visual Piloting

• Small Objects Not Always Detected

• Power Limitations

DISADVANTAGES OF RADARIN NAVIGATION

DISADVANTAGES OF RADARIN NAVIGATION

00350

340

330

320

310

300

290

280

270

260250

240

230220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

5040

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

5040

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230220

210

200

190

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9

C 075˚S12

AUXNAV OH 10-11

••

••

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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0930

C 075˚

AUXNAV OH 10-12

062˚ R 137˚

•

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









1000

0950

0940

0930

AUXNAV OH 10-13

C 075˚

135˚ 130˚ 115˚060˚R 055˚R 040˚R

•

•

•

•


CPA 1008@ 045O

Relative Course 323°

Relative Speed: 7.5M in 30min

CPA: From 1000 Obs (Tgt Posn)

to CPA is 2M

2M at 15 kts = 8 min

= 15kts


r

m

e

e-r Own Course 075˚ 12 kts

r-m Relative Course 323˚ 15 kts

e-m Target True Course 010˚ 15.5 kts

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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1008

1008100009500940

0930

AUXNAV OH 10-16

••••

•

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









2

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C 255˚S 9 kts

0950 1000 1010 1020338˚R 322˚R 278˚R 226˚R255593˚

= 233˚T 217˚ 173˚ 121˚3.5M 2.25M 1.4M 1.9M

Relative Course 075˚Relative Speed 9 kts

AUXNAV OH 10-17

me

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0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


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300

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Rel Brg 322 = 242T 9.0M324 = 244 6.5M327 = 247 4.4M331 = 251 3.0M

1305

1313

13201325

AUXNAV OH 10-18

•

•

••

Problem 10-1 thru 10-4

AUXNAV OH 10-19, 18FI

CPA 1335

Relative Course = 058˚

Relative Speed = 18.3 kts

CPA = 0.7M @ 328˚

Problem 10-3 and 10-6


Own Course 280˚

Own Speed 9 kts

Tgt True Course 030˚

Tgt True Speed 13 kts

11-1

CHAPTER 11CONSIDERATIONS AND CONCLUSIONS


Objective: To wrap up AUXNAV A

Chapter 11

Instructors: Chapter 11 is a brief wrap-up. It’s a period for philosophising andgeneral discussion. The most important aspect is the Ten Principles ofNavigation. The principles are directly lifted from Advanced CoastalNavigation’s Reflections chapter, and that publication should be acknowledgedand credited. Each principle is worth a few minutes time. Real life incidentsshould be used when you can to illustrate points but don’t take this as anopportunity to tell your personal sea stories unless something happened to youthat makes a teaching point.

OH 11-1 1. Discussion outline

a. Calculators

Instructors: This course takes a unique approach for Auxiliary courses, but it’san approach based on precedent. Most courses allow the use of non-programablecalculators for examinations. This course allows programmable calculators in theAUXNAV B exam, and the use of programs that are solely the examinees'. Nocommercial programs or navigation calculators may be used. Our philosophy isthat if the examinee is smart enough to write a program that will solve navigationproblems AND THAT HE OR SHE DID IT ENTIRELY ON THEIR OWN, theprogram may be used in the exam. The Coast Guard conducted National Searchand Rescue School set this precedent.

b. Computers

(1) On-board - linked to electronic navigationequipment.

(2) At home - for practice and training

c. Dangers of sophistication

d. Publications

11-2

(1) Bowditch, The American Practical Navigator , 1995

(2) Dutton, Navigation and Piloting, 14th Edition

(3) Shufeldt, Piloting & Dead Reckoning , 3rd Edition

(4) Bonnie Dahl, Loran C Users Guide

(5) Chapman, Piloting, Seamanship and Small Boat Handling

(6) Norman Dahl, The Yacht Navigator’s Handbook

(7) Tver, The Norton Encyclopedic Dictionary of Navigation

(8) Burch, Emergency Navigation

(9) Eyges, The Practical Pilot

(10) Bauer, The Sextant Handbook

(11) Local Notices to Mariners

Instructors: The foregoing are listed more to show what’s available and whatshould be in the navigator’s library. All of the above were consulted in writingthe text, though all were not used. Use your own choices of navigation texts indiscussing this aspect.

3. The prudent navigator

Instructors: Point out that mariners must know the limitations of their vesselsas well as their own limitations. They must pre-plan.

4. Reflections, the ten principles of navigation

OH 11-2 a. The first five principles

OH 11-3 b. The last five principles

Instructors: This chapter has no student questions or problems. It will not beexamined.

11-3


AUXNAV OH 11-1

OUTLINEOUTLINE

Calculators

Computers

Dangers of Sophistication

Publications

The Prudent Navigator

The 10 Principles of Navigation

Voyage Planning

AUXNAV OH 11-2

10 PRINCIPLES OF NAVIGATION10 PRINCIPLES OF NAVIGATION

Principle 1. Professional navigation is as much an attitude of mind as an art or science.

Principle 2. Practice is essential and can also be fun.

Principle 3. Do not rely on any one technique for determining the vessel's position.

Principle 4. Be alert to anomalies.

Principle 5. Emphasize routine in times of stress.

AUXNAV OH 11-3

10 PRINCIPLES (CONTINUED)10 PRINCIPLES (CONTINUED)

Principle 6. Slow down or stop the vessel if necessary and circumstances permit.

Principle 7. Preplan as much as possible.

Principle 8. Be open to data or information at variance with your understanding of the situation.

Principle 9. Know and operate within your limits.

Principle 10. Maintain a DR plot.

I-1

ANNEX INAVIGATION SPECIALTY COURSE - PART B

The Cruise Problem - Introduction

Outline for classroom presentation

Objective: To introduce the student to AUXNAV B and to outline what this partof the Navigation Specialty Course is about.

Instructors: Use this outline as a brief introduction before you start Section 1 ofAnnex I, the 1st leg of the cruise exercise. Pass out Time of Sunrise or Sunsetand Height of Tide Worksheets before you start.

1. Review concepts and disciplines of navigation

a. Concepts

(1) Location

(2) Direction

b. Disciplines

(1) Dead Reckoning

(2) Piloting

(3) Electronic (Radio) Navigation

(4) Celestial Navigation

OH I-1 2. Precision required in NAV B chart work

a. Direction: 1 degree (°)

b. Distance: 0.1 nautical mile (M)

c. Speed: 0.1 knots (kts)

I-2

d. Time: 1 minute (m)

e. Position: 0.1 minute of Latitude (‘)0.1 minute of Longitude (‘)0.1 microsecond of Time Diff ( µ sec)

Instructors: You will probably be asked why such precision is required when wecan’t steer or set speed that close or navigate with that degree of precision.First, the precision is a Coast Guard standard, used in their Mariners Licenseexaminations. Second, knowledge cannot be adequately measured if the chartwork is too loose. If one plots only to the nearest 5°, then steers that course onlyto the nearest 5°, the error, at that point, is already 10°. One minute of latitudeis 6076 feet; one tenth of a minute is 607.6 feet. At Latitude 40°N, a minute ofLongitude is about 5060 feet and a tenth of a minute is 506 feet. The areadefined by 0.1’ of L and 0.1’ of λ is more than 300,000 square feet. Even at thatdegree of precision, locating the object of a search, in poor visibility, even withlocation pinpointed to 0.1’ in each coordinate, would not be easy.

3. The conduct of the cruise

a. Five sections, each a leg of the continuous cruise.

(1) Questions and answers are interdependent.

Instructors: Point out that every leg has problems whose proper solutiondepends upon correct answers to earlier problems. This is deliberate; it parallelsreal world cruising or voyaging. The examination, on the other hand, containsonly totally independent problems. No problem requires the correct solution toan earlier problem.

(2) Each leg contains at least one fix or other means of restarting the situation from a known position.

(3) There is at least one type of every problem on the exam in the cruise exercise; in most cases

there are two or more.

I-3

(4) Both the cruise exercise and the examcontain answers that will fit common incorrectsolutions; that is, if you make one of the usualmistakes, you will find an answer to fit it.

b. Section 6 is a series of review questions.

I-4

Hard copies of the Introduction to the cruise exercise overhead projectiontransparencies (1) follow

NAVIGATION SPECIALTY COURSE - PART BNAVIGATION SPECIALTY COURSE - PART B

PRECISION REQUIREDPRECISION REQUIRED

Direction: 1 Degree ( )Distance: 0.1 Nautical Miles (M)

Speed: 0.1 Knots (kts)Time: 1 Minute (m)

Position: 0.1 Minute of Latitude (')0.1 Minute of Longitude (')0.1 Microsecond of Time

Difference (µ sec)

OHI-1

I-1-1

ANNEX IFIRST LEG OF THE CRUISE EXERCISE


Objective: To provide experience with the more basic practices of navigation; i.e.,time of sunrise, height of tide, dead reckoning plots, location by latitude andlongitude, lines of position, estimated position, and simple running fixes.

Instructors: If your overhead projection transparencies are made precisely 1:1from the hard copies provided, you may use them to check your students chartwork. Just lay one over his or her work, line up the tic marks, and see if his or herplot coincides with yours. Most solutions to chart problems are provided step-by-step through the use of flips to the basic overhead transparency. It is stronglyrecommended that you work the complete cruise problem and thoroughlyunderstand it before you attempt to teach it.

I-1. First Leg of the Exercise

a. Review dead reckoning and basic piloting

(1) Dead reckoning

Instructor: A reminder; dead reckoning is the basic discipline of navigation. Theother disciplines cannot be properly understood without understanding thisdiscipline. The key is that the DR plot is based on what is actually done insteadof what is intended. It is the advancement of the last known position by distanceand direction traveled since, WITHOUT REGARD FOR ANY EXTERNALINFLUENCES.

(2) Lines of position

(3) Relative bearings

(4) Estimated position

Instructors: Make sure students understand that when a LOP is determined, thevessel is on that LOP. No other condition is possible. The EP is the point on theLOP closest to where the vessel should have been if there were no externalinfluences acting on the vessel (the DR position for the time of the LOP)

I-1-2

(5) Fixes and running fixes

(6) Sunrise and sunset

(7) Height of tide

PROBLEMS

On 5 April you intend to depart your marina in New Bedford for Dutch IslandHarbor, Conanicut Island. After conducting some personal business you will headfor Tarpaulin Cove in Vineyard Sound where you plan to anchor for the night.Your vessel is a 46 ft twin engine trawler yacht, the Helena, call sign: Coast GuardAuxiliary Vessel 46143.

Daylight Savings Time is in effect. You plan to pass under the Acushnet RiverBridge (between the two islands) at sunrise, 5 April. You want to follow theindicated channel to green buoy "11", marked by a green light flashing at foursecond intervals. Upon reaching G "11" you intend to leave the channel and headsouth direct to R "8" Fl R 4sec GONG. You would like to hold your speed to 5kts while in the narrow channel to G "11".

You are equipped with RADAR, LORAN, a high-quality hand-bearingcompass, and you have a pelorus to determine relative bearings. Variation for thewhole area of the cruise is 15°00' W.

1. (c) What time is sunrise in New Bedford? 1619

2. (a) What is the height of the tide at sunrise? 2.9 ft

3. (b) You find you cannot hold speed to 5 kts using both engines so you opt for asynchronized 1600 rpm power setting. This results in a speed of: 6.0 kts

4. (b) You pass under the bridge behind schedule at 0700 at a steady speed of6.0 kts. What is your 0730 dead reckoning position and what is your ETA at G"11"? 41° 35.7’ N, 70° 53.3’ W, 0733

5. (b) You depart G "11" at 0735 with both throttles set to 1950 rpm. What isyour speed? 9.0 kts

6. (d) What compass course do you steer for R "8"? 210°

I-1-3

7. (d) At 9 kts, how far is your 0800 DR position from G "11" and where is it? 3.75M, 41° 31.6’ N, 70° 53.4’ W

8. (b) What is your ETA at R "8"? 1818

9. (d) At 0759 you take a bearing on the tower on West Island, reading 054°directly off your hand-bearing compass. What is your estimated position?

41° 31.6’ N, 70° 53.0’ W

10.(d) At 0809 you spot the windmill near Round Hill Point and measure itsrelative bearing to be 122°. You cross check your steering compass and find thatyour heading at that moment is 214°C. What is your position and what kind ofposition is it? 41° 30.3’ N, 70° 53.0’ W, Running fix.

11.(b) What is your new course to R "8"? 197°

12.(b) What time will you arrive at R "8", maintaining your 9 kt speed? 1818

Problem solutions:

OH I-1-1 This transparency pictures the situation of the first leg.

OH I-1-2, -3 are the tables necessary to work the time of sunrise problem.

OH I-1-4 1. Solution on page I-1-6

OH I-1-5, -6, -7 are the tables necessary to work the height of tide at sunriseproblem.

OH-I-1-8 2. Solution on page I-1-7


OH I-1-10 4. The course through the narrow channel from New Bedford tobuoy G “11” has a series of small course changes. They must be taken intoaccount. The distance from the 0730 DR position to G “11” is 0.28 M which willtake 2.8 m at 6 kts. The 2.8 is rounded to 3 minutes for an ETA of 0733.


I-1-4

OH I-1-12, 6. OH I-1-12 shows the plot with the true course measured off theOH I-1-13 compass rose to be 183°. OH I-1-13 is the deviation table for

the Helena.183° + 15° W variation = 198° MUsing the table, set up to interpolate

195° 12° W198° x

215° 14° W3

15 = x

215x = 6, x = 0.4 = 0°; deviation for 198° M = 12° W198° M = 12° W deviation = 210° C

Instructors: OH I-1-13 should be removed and OH I-1-12 returned to theprojector.

OH I-1-12 7. Departing G ”11” at 0735, it is 25 minutes to the 0800 DRposition.

25 m @ 9 kts = 3.75 M

OH I-1-12 8. Distance from the 0800 DR Position to R “8” is 2.7 M.2.7M @ 9 kts = 18 minutes. 0800 + 18 = 1818.

Instructors: OH I-1-14 and OH I-1-15 are flips to OH I-1-12

OH I-1-14 9 After establishing the LOP, the first step in determining the OH I-1-15 estimated position is to determine the DR position for the time

of the sighting. 0759 is 24 minutes from G “11”.24 m @ 9 kts = 3.6 M

The next step is to determine the closest point on the LOP to the 0759 DR positionby dropping a perpendicular from the DR position to the LOP. That’s the EP.

Instructors: OH I-1-16 is the Napier Diagram for the Helena. It corresponds tothe deviation table and deviation for specific magnetic or compass headings canbe determined directly from it or by interpolation from the table. To use theNapier Diagram: enter at 214° on the center vertical scale. Draw a line parallelto the dotted (compass) diagonal lines from the vertical scale to the deviationcurve. From the point of intersection with the curve, draw a line parallel to thesolid (magnetic) diagonal lines back to the center scale. Read 201° as themagnetic heading for a compass heading of 214°.

I-1-5

OH I-1-17 10. Remove OH I-1-15 and replace with OH I-1-17 overlaid on -12 and -14. Determine true heading:

214°C - 13°W dev = 201°M - 15°W var = 186°Determine true bearing of 0809 LOP on the windmill

186° + 122°R = 308°OH I-1-18 Advance the 0759 LOP on the monument on West Island by

plotting a point that lies 183° from any point on the 0759 LOP at a distance equal to that traveled by the Helena in the ten minutes between sightings; i.e. 10 m @ 9 kts = 1.5 M.Redraw the 0759 LOP through the plotted point. Running fix is

where the redrawn 0759 LOP intersects the 0809 LOP.

OH I-1-19 11. Draw a new course line from the running fix to R “8”.

12. The running fix is 1.4 M from R “8”. 1.4 M @ 9 kts = 9.33 m 1809 + 9 = 1818

Instructors: It is important to note that the time between observations in therunning fix problem was only 10 minutes, yet Helena would have been almost amile off the destination buoy had one of the common errors been made with thefirst LOP, with everything else being done correctly. In low visibility conditions,one mile off is the same as being lost. Point out to the students that a simplesmall error can be compounded into a real problem.

I-1-7

I-1-8

I-1-9

I-1-10

Hard copies of 1st Leg overhead projection transparencies (19) follow

AUXNAV OH I-1-1

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G"11"

0730

C18

3S

9

0800

R"8"

Tank

Round Hill PtWindmill

New Bedford

AUXNAV OH I-1-2

AUXNAV OH I-1-3

AUXNAV OH I-1-4

AUXNAV OH I-1-5

AUXNAV OH I-1-6

AUXNAV OH I-1-7

TABLE 3. – HEIGHT OF TIDE AT ANY TIME

Dur

atio

n of

Ris

e an

d Fa

llR

ang

e o

f Tid

e

Time from the nearest high water or low water

h. m. h. m. h. m. h. m. h. m. h. m. h. m. h. m.4 20 1 18 1 27 1 35 1 44 1 53 2 01 2 104 40 1 24 1 33 1 43 1 52 2 01 2 11 2 20

5 00 1 30 1 40 1 50 2 00 2 10 2 20 2 305 20 1 36 1 47 1 57 2 08 2 19 2 29 2 405 40 1 42 1 53 2 05 2 16 2 27 2 39 2 50

6 00 1 48 2 00 2 12 2 24 2 36 2 48 3 006 20 1 54 2 07 2 19 2 32 2 45 2 57 3 106 40 2 00 2 13 2 27 2 40 2 53 3 07 3 207 00 2 06 2 20 2 34 2 48 3 02 3 16 3 30

8 00 2 24 2 40 2 56 3 12 3 26 3 44 4 00

Correction to height

Ft. Ft. Ft. Ft. Ft. Ft. Ft. Ft.

1.5 0.3 0. 4 0.4 0. 5 0. 6 0. 7 0.2.0 0.4 0.5 0.6 0.7 0.8 0.9 1.02.5 0.5 0.6 0.7 0.9 1.0 1.1 1.2

3.0 0.6 0.8 0.9 1.0 1.2 1.3 1.53.5 0.7 0.9 1.0 1.2 1.4 1.6 1.84.0 0.8 1.0 1.2 1.4 1.6 1.8 2.04.5 0.9 1.1 1.3 1.6 1.8 2.0 2.25.0 1.0 1.2 1.5 1.7 2.0 2.2 2.5

5.5 1.1 1.4 1.6 1.9 2.2 2.5 2.8

Obtain from the predictions the high and low water, one of which is before andone after the time for which the height is required. The difference between the times ofoccurrence of these tides is the duration of rise or fall, and the difference between theirheights is the range of tide for the above table. Find the difference between thenearest high or low water and the time for which the height is required.

Enter the table with the duration of rise or fall, printed in heavy face type,which most nearly agrees with the actual value, and on that horizontal line find thetime from the nearest high or low water which agrees most nearly with corresponding actual difference. The correction sought is in the column directly below,on the line with the range of tide.

When the nearest tide is high water, subtract the correction. When the nearest tide is low water, add the correction.

the

I-1-7

AUXNAV OH I-1-8

AUXNAV OHI 1-9

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West Island0733

0730

Round Hill Pt

New Bedford

AUXNAV OH I-1-10

Clark P

t

Sconticut N

eck

Stack

0700

AUXNAV OHI 1-11

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C18

3°S

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0800

Tank

Round Hill PtWindmill

AUXNAV OH I-1-12

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AUXNAV OH I-1-13

183 15°W198M 12°W210C

195198

210

12°Wx

14°W

315

x2

15x = 6 = 0.4Dev for 198° = 12W

=

0759

039

AUXNAV OH I-1-14, 12F1

•

07590759EP


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AUXNAV OH I-1-16

0809308 AUXNAV OH I-1-17, 12F3

210°

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214°225°

415

= x2

15x = 8x = 0.53 = 1°

Dev 214° = 13°W

x14°W

12°W

201M-15W

186+122R

308°

0809RFIX

0759

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0903

9


ETA0818

C19

7S

9


I-2-1

ANNEX ISECOND LEG OF THE CRUISE


Objective: To provide additional practice in fundamental coastal piloting, toinclude dead reckoning positions, fixes, running fixes, estimated positions, and useof ranges as LOPs. To provide practice in slightly more advanced piloting,including determination of deviation, location of objects with LORAN timedifferences, and to use Radar to establish fixes.

I-2. Second leg of the cruise

a. Lessons learned on the first leg.

(1) Interpolation is applied in determining deviation but not time ofsunrise or height of tide.

(2) Deviation is not applied when an observation is made with ahand-bearing compass.

(3) Heading must be determined for the instant a relative bearing istaken.

(4) Relative bearings are measured clockwise from dead ahead(over the bow) as 000°. Relative bearings are added to true headings to determinetrue bearings to observed objects.

(5) Navigational errors are carried through until a fix can beestablished.

b. Review

(1) Ranges

(2) Electronic and Radar fixes

Instructors: Remind students that Radar is piloting, not electronic or radionavigation. It is navigation using visible (albeit electronically visible), chartedobjects.

(3) Magnetic fields and deviation and variation

I-2-2

Instructors: It is important that students become very comfortable with the ideathat deviation is caused by the interaction of the vessel’s magnetic field with theearth’s. As the alignment of the vessel’s field swings away from the alignment ofthe earth’s field, the vessel’s field pulls the compass away from the earth’s field.Use the discussion and demonstration of Chapter 2 of the text to illustrate thispoint. It also supports the shape of the deviation curve on the Napier Diagram.

PROBLEMS

The Situation. Section I took us to R "8". Section II continues the cruise from thatpoint WSW to buoy "1" ISO G 6sec. At 0816 you round R "8" and set a newcourse for "1" ISO, maintaining your speed of 9 kts.

13. (d) What is your new course? 244°

14. (c) What is your ETA at "1" ISO? 0904

15. (b) You decide to let your LORAN help you navigate so you set up "1" ISO asa waypoint. You select 9960-W and 9960-Y as your secondaries in the NortheastUS 9960 chain. What time differences do you set into your LORAN?

9960-W-14288.8 µsec, 9960-Y-43946.9 µsec

16. (b) At 0838 you notice you are exactly on the range formed by the tower onGooseberry Neck and the tank at Acoaxet. What is your estimated position?

41° 27.2’ N, 70° 57.7’ W

17. (a) At 0848 you sight Buzzards Light bearing 231°M. What is your position? 41° 26.6’ N, 70° 59.4’ W

You arrive at "1" ISO at 0904. You decide to stay there to check your navigationequipment. You take bearings of 359° on the tower on Gooseberry Neck and104° on the monument on Cuttyhunk Island.18. (d) Is "1" ISO on station? Regardless, what kind of position was defined bythe two LOP? Yes, FIX

19. (b) You turn your vessel to sight the Gooseberry Neck tower over thesteering compass lubber's line and read 011°. What is your deviation? 3° E

20. (d) Still holding a heading toward the Gooseberry Neck tower, what shouldyour radar show as the bearing of the abandoned lighthouse off Sakonnet Point? 281° R

I-2-3

21. (b) What will the radar show the distance to the lighthouse to be? 7.6 M

22. (c) The radar showed the correct range and bearing to the lighthouse. Doesthis establish your position? If so, what kind? Yes, FIX

Problem solutions:

OH I-2-1 pictures the initial situation of the second leg.

OH I-2-1 13. Move the R “8” to ISO G ‘1” course line to the nearest compass rose with parallel rulers or the equivalent.

14. Distance from R “8” to ISO G “1” is 7.2 M.7.2 M @ 9 kts = 48 m0816 + 48 = 0904

OH I-2-2 15. Use a LORAN-C plotter to determine the W and Y time differences for “1” ISO G

9960-W-14288.8 µsec, 9960-Y-43946.9 µsec

Instructors: OH I-2-3 is the base overhead transparency for problems 16 and 17.It includes a LOP based on a range formed by two observable charted objectswhich are in line from the vessel at the time of observation. A LOP so formed isidentified only by the time of the observation. This is because the two objectsdefine the LOP. A LOP formed by the bearing to a single object is defined by thebearing which explains why the time and the bearing are required to identify it.

OH I-2-3, -4 16. Determine the DR position at 0838. The vessel hastraveled for 22 minutes at 9 kts. The DR position is 3.3 Mfrom R “8”. The 0838 EP is found by dropping aperpendicular from the 0838 DR position to the LOP.

41° 27.2’ N, 70° 57.7’ W

Instructors: Remove OH I-2-4 and replace with OH I-2-5

OH I-2-3, -5, -6 17. The observation on Buzzards Light (OH I-2-5) is made 10minutes after the observation of the range. The first LOPmust be advanced 1.5 M (10 m @ 9 kts) at 244°. Theintersection of the advanced first LOP with the secondLOP is the 0848 running fix.

41° 26.6’ N, 70° 59.4’ W

I-2-4

OH I-2-7, -8 18. Normal fix. The LOPs are identified by bearing onlybecause the time of sighting was not given.

“1” ISO G is on station

Instructors: For problem 19, overlay OH I-2-10 on -9, then calculate thedeviation using the mnemonic East is Least and West is Best. Stress that thisapplies to the compass; i.e., if the compass bearing is less than the plottedmagnetic bearing, deviation is east. Overlay OH I-2-11 to show that thecalculated solution is correct. Ensure that tick marks line up. The north arrow of-10 should lie on 345° on -9. The north arrow of -11 should indicate 003° on-10. The LOP will fall under 011° on -11.

OH I-2-9, -10, 19. 359° + 15° W Var = (374 - 360) = 014° M-11 Compass reads 011° < 014° M.

East is least, west is best. Deviation is 3° E

OH I-2-12, -13, 20. Tower on Gooseberry Neck bears 359°; the abandoned -14 light house off of Sakonnet Point bears 280°. Relative

bearings are added to true headings to obtain true bearings. 359° + x = 280°;

x = 280° - 359° + 360° = 281°

Instructors: OH I-2-13 shows the relative bearing. OH I-2-14 is overlaid with000° R (dead ahead) over the LOP from “1” ISO G to the Gooseberry Necktower. The LOP from “1” ISO G to the abandoned light house falls under the281° mark on the large scale PPI scope representation.

Instructors: Remove OHs I-2-13 and -14

OH I-2-12 21. Measure the distance on the 280° LOP to the abandoned light house.

7.6 M

OH I-2-15 22. A radar bearing and a radar range to one object constitutes a fix.

This section has given the more practice in determining DR positions, estimatedpositions, and running fixes. They have also been introduced to determination ofan objects location using time difference overlays and radar bearings and ranges.Determination of compass deviation by comparison of compass bearings to anobject with plotted (on a chart) magnetic bearings has been introduced. If the

I-2-6

Hard copies of 2nd Leg overhead projection transparencies (15) follow

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I-3-1

ANNEX ITHIRD LEG OF THE CRUISE EXERCISE


Objective: To introduce more advanced piloting experience to include runningfixes with turns between observations, danger bearings, and relative motion.

I-3. Third leg of the cruise

a. Lessons learned on the second leg

(1) Two charted objects in alignment constitute a range. A LOPbased on a range is defined by the range itself, not by the bearing of the range;therefore, the LOP is identified only by the time of observation.

(2) Compass deviation can be determined by heading towards acharted object and comparing the compass heading with the plotted magneticheading. If the compass heading is less than the magnetic heading deviation iseast; if more, deviation is west.

(3) Location of objects can be determined by time differences, usingthe LORAN overlay on the chart.

(4) Radar bearings must be converted to true before establishing aRadar fix.

b. Review

(1) Running fixes with turns

Instructors: Regardless of the number of turns between observations(establishment of LOPs), the first LOP is advanced in the direction of, and for adistance equal to the straight line distance and direction of the straight linebetween the DR position at the time of the first LOP and the DR position at thetime of the second LOP. It is not necessary to plot the two DR positions, in fact,it would be best not to - to avoid chart clutter. Have the students usemaneuvering boards to determine the resultant of all the turns. That is the sameas the straight line distance and direction between the DR positions.

(2) Danger bearings

I-3-2

Instructors: Remind students that the danger bearing requires a reference objectand the vessel must be heading for the object for the bearing to apply.

(3) Relative motion and collision avoidance

* Relative course and speed of a target

* Closest point of approach

* True course and speed of a target

* Maneuvering to avoid collision

PROBLEMS

The Situation. Helena decides to leave "1" ISO at 0930 and the skipper willpractice coastal navigation for the rest of the trip to Dutch Island Harbor. Helenaheads 277° for 30 minutes, then turn towards WOr " F" BELL where she willintersect the range formed by the two towers on Beavertail Point. The skipperwants to avoid Elisha Ledge and does not want to pass over the unexploded depthcharge at 41° 23.4' N, 71° 20.4' W. Helena continues to cruise at 9 kts.

23. (d) What is the 1000 DR turning point?41° 26.5’ N, 71° 08.2’ W

24. (b) What is the ETA at WOr "F"?1122

At 0950 the radar is checked and the green and red buoy C that marks ElishaLedge, which should be 2.5 M almost dead ahead (slightly off the starboard bow),does not show up on the scope. The skipper checks the NOTAMs and learns thatthe buoy has been removed for repairs. The NOTAMs also show that there aresome uncharted rocks between the ledge and Sakonnet point. Concerned aboutthe proximity to Elisha Ledge, Helena attempts to establish her position.

25. (a) At 0955, in patchy fog, the tower on Gooseberry Neck is observedbearing 071°M. Nothing else is visible. What is Helena’s estimated position?

41° 26.6’ N, 71° 07.3’ W

26. (d) The skipper recognizes that if Helena continues on course 277° for muchlonger, she will be standing into danger. How far is she from Elisha Ledge?

You don’t know, but no closer than 0.9 M

I-3-3

27. (a) Considering that the skipper does not want to pass over Elisha Ledge orthrough the waters between it and Sakonnet Point, what is the danger bearing forElisha Ledge, using the abandoned lighthouse as a reference.

No less than 288°

28. (b) Looking at the EP and the probable distance from the Ledge, the skipperdecides to continue on course for four minutes, then turn to the preplannedheading of 254° for WOr "F". At 0959 Helena makes the turn and at 1005 theabandoned lighthouse is observed bearing 308°M. Where does the running fixlocate Helena?

9960-W-14331.3 µsec, 9960-X-25667.7 µsec

29. (c) What is your new course to, and ETA at WOr "F"?253°, 1121

At 1010, the position from LORAN is 41° 26.1' N, 71° 10.4' W, on course and ontime.

At 1020, a fast moving blip is seen on radar. Your skipper watches this target andplots its movement as follows. Helena’s heading at each plot time is 253°.

1020 301°R 11.4 M 1030 301°R 7.6 M 1040 302°R 3.8 M

30. (a) What time will the closest point of approach (CPA) occur and how closewill it be?

1050, 0.1 M

31. (a) What is the true course and speed of the target vessel?350°, 19.7 kts

Considering that the CPA of the overtaking vessel allows no room for error,Helena takes evasive action. At 1040 she turns 60° to starboard and slows to 6kts. The new situation is plotted and the target will cross Helena’s track at 1057,almost a mile ahead.

Problem solutions:

OH I-3-1 and OH I-3-2 combine to picture the initial situation of the third leg.

I-3-4

OH I-3-1 23. Departure from “1” ISO G is at 0930 at 9 kts. The turning point is at 1000, 30 minutes later or: 4.5 M from “1” ISO G at 277°

OH I-3-1, -2 24. Measured distance from the 1000 DR position(the turning point) WOr “F” is 12.3 M12.3 M @ 9 kts = 82 m; 1000 + 1h 22 m = 1122

OH I-3-3 and OH I-3-4 present the situation described in the comment followingproblem 24.

Instructors: Remove OHs I-3-1 and -2. The depiction of the situation in thecomment is as seen in the PPI scope with the vessel heading 277° (000° in thescope).

OH I-3-1, -5, -6 25. The LOP to the tower on Gooseberry Neck is 071° M071° M - 15° W var = 056°

Instructors: Remind the students that the vessel has to be on the LOP and thatthe convention says it is most likely at the closest point on the LOP to the 0955DR position. Finding the 0955 DR position is the first step in determining theestimated position.

In 25 minutes the vessel traveled 3.75 miles at 9 knots. Drop a perpendicular from the DR position to the LOP.

Remove OH I-3-6

OH I-3-1, -5, -7 26. The vessel is on the LOP. It’s distance from ElishaLedge is unknown because it could be anywhere on theLOP (the EP is not a fix, it’s an estimation), but it can’t beany closer to the Ledge than the closest point on theLOP to the Ledge. Drop a perpendicular from the ledgeto the LOP and measure the distance as:

> 0.9 M.

Remove OHs I-3-1, -5, and -7

OH I-3-8 27. Draw a line from the abandoned light house to theedge of the Ledge (not to the buoy).Measure the bearing of the line to the light house as288°.

I-3-5

Instructors: Remind the students that the vessel must be headed for thereference object, in this case the light house, when determining the dangerbearing. Using a pencil or arrow similar to the one used in NAV A, show that thevessel will be standing into the dangerous waters if its heading straight to thelight house is less than 288° and it will be heading for safe waters if its heading ismore than 288°

The danger bearing is NLT (not less than) 288°

OH I-3-1, -5, -9, 28. The second LOP bears 308° M - 15° W var = 293°-10, -11 Helena travels 277° for 0.6 M (4 m @ 9 kts). She then

travels 254° for 0.9 M (6 m @ 9 kts). The resultant (CMG and distance traveled in 10 minutes) is 262° for1.5 M.

Instructors: Students can plot the DR position at 0955 and at 1005, plot thedistance and direction traveled before and after the turn, or determine theresultant on a maneuvering board and use only the resultant to determine how farand in what direction to advance the first LOP. OH I-3-10 shows distance anddirection traveled before and after the turn as well as the resultant to determinethe point through which the first LOP is advanced. The preferred method is todetermine the resultant on a maneuvering board and to lay off the distance anddirection of the resultant. The use of the maneuvering board helps to preventchart clutter, a major source of error. OH I-3-11 shows the time differencecoordinates of the 1005 running fix.

9960-W-14331.3 µsec, 9960-X-25667.7 µsec

OH I-3-12 29. Distance from the 1005 fix to WOr “F” is 11.4 M11.4 M @ 9 kts = 76 m; 1005 + 1h 16 m = 1121

OH I-3-13, -14, 30. Diagrammed on page I-3-8-15 Convert the radar relative bearings to true, as:

253° 253° 253° 301° R 301° R 302° R554° 554° 555°

- 360° - 360° - 360°194° 194° 195°

I-3-6

Instructors: OH I-3-13 shows the target blips as they would appear on a PPIscope with the radar range set to 20 miles. Point out that each blip would appearten minutes after the next further out one. They would not all appear at thesame time. OH I-3-14 is the maneuvering board representation of what is seenon the PPI scope (OH I-3-13). OH I-3-15 overlays -14 and shows the relativemotion line drawn through the data points on -14.

Relative course is 013°Relative speed is 7.6 M in 20 m = 22.8 ktsDistance from 1020 sighting to CPA point on the relative motion line is 11.4 M. 11.4 M @ 22.8 kts = 30 m. Measured distance to CPA is 0.1 M. 1020 + 30 = 1050.

CPA is 0.1 M, occurring at 1050

OH I-3-14, -15, 31. Diagram on page I-3-8-16, -17 The true course and speed of the target is determined

through use of an erm diagram, drawn on the same maneuvering board as the relative motion plot. OHI-3-16 shows the true course and speed of the Helena and the relative course and speed of the target, plottedat 2:1. Helena’s course and speed are laid off from the maneuvering board origin (point e). Relative courseand speed uses the relative motion plot (line rm),scaled down and moved to point r with parallel rulers,the reason for doing the erm diagram on the samemaneuvering board. OH I-3-17 shows the true course and speed as the vector connecting point e to point m and drawn in red to continue the convention of using red as problem solution vectors.

Target course is 350°Target speed is 19.7 kts

Considering that the CPA of the overtaking vessel allows no room for error,Helena takes evasive action at 1040 hours, turning 60° to starboard and slowing to6 kts. Helena will intersect the target’s track at 1108, almost 4 miles behind thetarget.

OH I-3-18 is a bird’s eye view (true plot) of the situation of problems 30 and 31.including the evasive maneuver and its results.

I-3-7

The 3rd leg has introduced three difficult concepts; danger bearings, turns in themiddle of a running fix, and relative motion. Danger bearings should becomesecond nature, depending on where the navigator operates. Almost all of us haveshoal water areas that we want to avoid. On the lower Chesapeake Bay there areareas with heavy concentrations of crab pots. Danger bearings are the surestmeans of avoiding these and other hazards. We teach running fixes withoutcomplications of currents and maneuvers; however, the real world includes thosecomplicating factors and it's necessary to know how to deal with them. As radarbecomes more common on Auxiliary vessels, a knowledge of these very basicradar practices will become increasingly valuable. Navigation, including coastalpiloting, often involves practices and procedures not taught routinely. TheNavigation Specialist needs to be comfortable with the unexpected and theunusual.

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.

1020

1030

1040

eCPA

m

r

Relative Course: 013o

Relative Speed: 22.8ktsCPA 0.1M at 1050 hoursTrue Course of Target: 350o

True Speed of Target: 22.8kts

I-3-8

I-3-9

Hard copies of the 3rd leg overhead projection transparencies (18) follow

C254

S9

C277S9

"1"ISO G

0930

1000

••

•

••

•

•

•

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•

•

•

•

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•

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•

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AUXNAV OH I-3-1

TR

A BANDLT HO

Saho

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Pt

•

C254

S9

WOr "F"

•

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AUXNAV OH I-3-2

••

•

•

•

1100

AUXNAV OHI I-3-3

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

70

60

50

40

30

20

10

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

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9

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00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

70

60

50

40

30

20

10

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9


•

•


0955

056

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•

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•

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•


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•

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"1"ISOG

TR

ABANDLT HO

Sako

nnet

Pt

•

•

AUXNAV OH I-3-8

NLT288

•

•

•

1005293


0955-1005

056

1005 RFIX

.6.9

•

•

•

•


W-14331.3

X-2

5667

.7

•

•

•

•


•

•

•

•

•

C253

S9

1010


00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 92

.............................................................................................................................................................................................................

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.

.

AUXNAV OH I-3-13

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

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1040

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AUXNAV OH I-3-14

•CPA 1050


Relative Course = 013°Relative Speed: 7.6M in 20m = 22.8kts

e

r


True Course of Target = 350°True Speed of Target = 19.7kts


8

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MANEUVERING BOARD

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.7

AUXNAV OH I-3-18

I-4-1

ANNEX IFOURTH LEG OF THE CRUISE EXERCISE


Objective: To provide the student practice in determining visibility distance oflights considering geographical, nominal and luminous ranges. To provide practicein handling all types of current situations as used in navigation.

I-4. Fourth leg of the cruise

a. Lessons learned on the third leg.

(1) Time has an impact. For various reasons, events such asavoidance of hazards, collision avoidance, preplanned turns on the dead reckoningplot, combined with limited visibility may dictate that turns will occur betweenobservations of charted objects. A running fix can be established despiteintervening events by determining the resultant of all the turns and advancing thefirst LOP in that direction for that distance.

(2) Relative motion is the relationship of one moving object toanother.

Instructors: Remind students that a stationary object will appear to be movingwhen observed on the PPI scope of a moving vessel. The stationary objectapparently moves relative to the observing vessel. It has a relative course andrelative speed which are 180° to the true course of the observer and equal to theobserver, respectively.

(3) Relative bearings taken from the radar must be converted totrue bearings for the relative motion plot.

(4) Reducing distance on a relatively constant bearing indicatesdanger of collision.

(5) Drawing the erm diagram, used to determine true course andspeed of a radar target, can be done on the same maneuvering board used for therelative motion plot. If scales are changed, care must be exercised to ensure thenew scales are carried throughout; i.e., used for all three legs of the diagram.

b. Review

I-4-2

(1) Napier diagrams and determination of deviation

(2) Luminous range diagrams

(3) Determination of distance at which a light can be seen

* Geographical range

* Luminous range

* Nominal range

(4) Current sailing

* Vessel moved off course by current

* Compensating for anticipated current

* Determination of actual current different from expected

* Following intended track at a specified speed through the water in face of current

PROBLEMS

The Situation: Following your evasive maneuver to avoid the fast mover you areheading away from your pre-planned course to WOr "F" at 6 kts. At 1100 you fixyour position using radar ranges to the cupola on Brenton Point (4.8 M) and theWADK transmitter tower (4.0 M). You confirm your fix with a LORAN positionof 41° 25.9' N, 71° 15.1' W. You turn to intercept the Beavertail Point tower"range" at WOr "G", instead of WOr "F" as originally planned, resuming yourspeed of 9 kts.

I-4-3

32. (a) What compass course do you steer to WOr "G"? 281°

33. (b) What is your ETA at WOr "G"? 1147

34. (c) Where will you be when your bow lookout (height of eye 8 ft) sights PointJudith Light, which is on because of reduced visibility of only 5.5 M. Disregard theeffects of current. 41° 25.5’ N, 71° 16.5’ W

35. (a) What time should you sight the light? 1107

36. (d) At 1142, while heading 252°, you sight Brenton Reef Light bearing 083°relative, and Pt. Judith Light bearing 355° relative. What is your position?

41° 23.8’ N, 71° 22.2’ W

37. (d) What was your course made good (CMG) and you speed made good(SMG)? 248°, 8.3 kts

38. (a) What is the total current that moved you off course? 112° set, 1.0 drift

39. (d) What is your new course to WOr "G"? 266°

40. (a) Considering the current, what true course must you steer at 9 kts in orderto maintain the desired track to WOr "G"? 269°

41. (a) What is your new ETA at WOr "G"? 1152

42. (a) You cross the Beavertail Point towers "range" at 1155 with the tank on Pt.Judith Neck bearing 269°. What actual current did you encounter?

115° set, 3.6 kts

43. (c) At 1155 you turn north on the "range". You wish to track the range with aspeed of advance (SOA) of 9 kts. What true course must you steer, and at whatspeed to do this? 343°, 11.0 kts

44. (c) You decide to turn to go up the West Passage when the spire north of TheBonnet bears 345° true. What will the relative bearing of the spire be when youreach the turning point? 002°R

45. What is your ETA at the turning point? 1205

You reach your turning point on schedule, make the turn, and proceed on to DutchIsland Harbor. You are moored and shut down at 1300.

I-4-4

Problem solutions:

OH I-4-1 presents the initial situation of the 4th leg.

OH I-4-2 32. Diagrammed on page I-4-7True course is 252°. 252° + 15° W = 267° MUsing the Napier diagram: at 267° on the vertical scalelay off a line to the deviation curve parallel to the soliddiagonal lines. From the intersection of the laid off lineand the deviation curve, construct a line parallel to thedotted diagonal lines back to the vertical scale.

Read 281°C

OH I-4-3 33. Distance from the 1100 fix to WOr “G” = 7.0 M7.0 M @ 9 kts = 47 m. 1100 + 47 = 1147

OH I-4-4, -3 34. Diagram on page I-4-8

Instructors: Determine the luminous range first, then replace OH I-4-4 with -3.Use -3 to determine position at point of first possible observation.

Distance is the shortest of the geographical range and the nominal range as affected by visibility (luminous range). Nominal range from the chart is 16 M. Enter the luminous range diagram at 16 M on the bottom nominal range scale. Construct a vertical line from 16 M up to the 5.5 M visibility curve. From the intersection of the vertical line with the visibility curve, construct a horizontal line to the left luminous range scale. Read 10 M.Geographical range is: d = 1.17( 65 + 8 )

= 1.17(8.06 + 2.83)= 1.17(10.89) = 12.7 M

The light can be seen for 10 M. The 10 M distance circle intersects the DR plot at:

41° 25.5’ N, 70° 16.5’ W

OH I-4-3 35. Point of first possible observation of the light is 1.1 M from the 1100 fix. 1.1 M @ 9 kts = 7 m

1100 + 7 = 1107

OH I-4-3, -5 36. 252° + 083°R = 335°;252° + 355°R = 607° - 360° = 247°

I-4-5

Bearings on Brenton Reef Light and Point Judith Light are 335° and 247°, respectively. Plot a two LOP fix.

41° 23.8’ N, 71° 22.2’ W

OH I-4-3, -5, -6 37. OH I-4-6 is a flip to -3 and -5. It is not necessary to solve the problem, but helps to illustrate the CMG. Helena has traveled 5.8 M in 42 m. SMG is 8.3 kts

248°, 8.3 kts

Instructors: In this and several other problems, the flips are provided for youruse in illustrating solutions. Students should be encouraged to makemeasurements from fixes to observed objects, the next fix, and so on, withoutdrawing unnecessary lines on their charts.

OH I-4-7, -8 38. Diagrammed on page I-4-9112° set, 1.0 kts drift

OH I-4-3, -5, -9 39. OH I-4-9 is not necessary, but illustrates the CMG.266°

OH I-4-10 40. Diagrammed on page I-4-10This is the special case where the current vector is drawnfrom the origin. The Track line is not a vector becausedirection is known, but speed of advance is not. TheCourse is not a vector because speed is known, butdirection is not. The speed of travel through the water islaid off as the radius of a circle with its center at the headof the current vector. An arc is struck, using the speedradius. The arc’s intersection with the Track line providesthe missing information necessary to convert both thetrack and course into vectors. SOA is measured from theorigin to the arc’s intersection with the Track line. Thecourse direction is that of the line from the head of thecurrent vector to the arc’s intersection with the Track line.

269°

OH I-4-10 41. Diagram shows speed of advance along the track is OH I-4-3, -5 8.1 kts. Remove OH I-4-10 and return to chart

representation. Distance from 1142 fix to WOr “G” is 1.3 M.

1.3M @ 8.1 kts = 10 m; 1142 + 10 = 1152

I-4-6

OH I-4-3, -5, -11 42. Diagrammed on page I-4-11 OH I-4-11 is necessary to locate the 1155 fix and allow

measurement of actual CMG and SMG. CMG is 254°. Helena travels 1.3 M in 13 m = 6.0 kts

OH I-4-12 Maneuvering board shows intended track of 269° at 9 kts and actual CMG and SMG of 254° at 6 kts.

115° set, 3.6 kts drift

OH I-4-3, -13 43. Diagrammed on page I-4-12Remove OHs I-4-5 and -11. OH I-4-3 and -13 present the situation as Helena turns north on the range established by the two towers on Beavertail Point.

OH I-4-14 The desired track, 001° @ 9 kts is plotted on the maneuvering board. The current is running south of east and will slow Helena down (foul) as it shoves her east of the track. The course must be to the west ofthe track and Helena must speed up if she is to follow the track.

343°, 10.0 kts

OH I-4-15 44. The spire bears 345°, Helena’s course is 343°. Relative bearing is 002°

OH I-4-3, -13, 45. Distance from 1155 fix to the turning point (the -16 intersection of the 345° bearing of the spire with the

track line) is 1.5 M. 1.5 M @ 9 kts = 10 m1155 + 10 = 1205

I-4-7

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11 Nautical Miles

5.5 Nautical Miles

2 Nautical Miles

1 Nautical Mile

1,000 Yards

200 Yards

50 Yards

500 Yards

50

40

30

20

8

6

4

3

2

1

0.8

0.6

0.4

0.3

0.2

0.11 2 3 4 5 6 8 10 15 20 25 30 35 40


Lu

min

ou

s R

ang

e –

Nau

tica

l Mile

s(T

his

ran

ge

may

be

red

uce

d b

y th

e g

lare

of

oth

er li

gh

ts)

Infin

ite V

isib

ility

5

107

6


I-4-9

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

7

8

9

3456789 3 4 5 6 7 8 9









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C252

S9 Tr 248

SOA 8.3

I-4-10

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

5

6

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3456789 3 4 5 6 7 8 9









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Tr 266SOA 8.1

C267S9

Set 112Dft 1.0

I-4-11

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

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2010 0 350

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CMG 254

SOA 6

C269S9Set 115Dft 3.6

I-4-12

8

6

4

2

0

MANEUVERING BOARD

TIME in minutes

.1 .2 .3 .4 .5 .6 .7 .8 .9 1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60 70 80 90 100

120

150

200


25 50 100

200

300

400

500

600

700

800

900

1 00

01

200

1 40

01

600

1 80

0

20 0

00

30 0

00

40 0

00

50 0

0060

000

70 0

0080

000

90 0

0010

0 00

0

150

000

200

000

18 0

0016

000

14 0

0012

000

10 0

00

2 00

0

3 00

0

9 00

08

000

7 00

06

000

5 00

0

4 00

0

1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 75 10045


1 2 3 4 5 6 7 8 9 10 15 20 25 30 35 40 50 60

SCALES2:1 3:1

0

3

6

9

12

15

18

21

24

27

30

33

36

39

42

45

48

51

54

57

6040

38

36

34

32

30

28

26

24

22

20

18

16

14

12

10

SCALES4:1 5:1

100

95

90

85

80

75

70

65

60

55

50

45

40

35

30

25

20

15

10

5

0

80

76

72

68

64

60

56

52

48

44

40

36

32

28

24

20

16

12

8

4

0

00350

340

330

320

310

300

290

280

270

260250

240

230

220

210

200190 180 170

160

150

140

130

120

110

100

9080

70

60

50

40

30

20

10

180170

160

150

140

130

120

110

100

90

8070

60

50

40

30

2010 0 350

340

330

320

310

300

290

280

270260

250

240

230

220

210

200

190

5090

22

2

2

3

4

5

6

7

8

9

3

4

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3456789 3 4 5 6 7 8 9









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C343

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I-5-1

ANNEX IFINAL LEG OF THE CRUISE EXERCISE


Objective: To instruct students in determination of running fixes in the face ofcurrent and by doubling the angle on the bow, to find distance by vertical angles, todetermine depth of water, and to provide practice in determining current speedand direction, to include periods of slack water and determination of effects ofcurrents in a tidal waterway.

I-5. Final leg of the cruise.

a. Lessons learned on the fourth leg

(1) Meteorological conditions (visibility) affect the distance at whicha light can be seen. The range is the shortest of the geographical range (based onheight of the light and height of the eye of the observer) or the luminous range(based on the nominal range as affected by meteorological visibility).

(2) Current affects a vessel as it moves through the water and mustbe considered.

(3) Current, as used in current sailing, means all external forceswhich act on a vessel, including movement of water, leeway, poor steering,propeller slippage, hull fouling, vessel trim, and anything else that contributes to avessel being other than where it was expected to be (DR position).

Instructors: This is one more opportunity to stress the fact that dead reckoningis the basic discipline of navigation.

b. Review aspects of navigation to be encountered on the final leg

(1) Advanced running fixes

* Running fix considering current

* Doubling the angle on the bow

(2) The 7/10th and 7/8th rules

(3) Depth of water

(4) Current as horizontal movement of water

* Tidal, including reversing, rotary, and hydraulic currents

I-5-2

* Non-tidal, including wind driven and ocean currents

(5) Determination of reversing current speed and direction

(6) Duration of slack

PROBLEMS

The Final Situation. The exercise resumes after the conclusion of business in theDutch Island Harbor area and rejoins the cruise underway somewhere south ofSakonnet Point in Rhode Island Sound. It will continue into Vineyard Sound andwill end when Helena anchors in Tarpaulin Cove.

46. (c) Helena moored at Dutch Island Harbor at 1300. The skipper figures it willtake three and a half hours to make the passage to Tarpaulin Cove and wants toarrive before darkness sets in (30 minutes after sunset). How much time isavailable to conduct business? About 3 1/4 hours

47. (c) The business was completed and Helena got underway before the timelimit had expired. At 1630 she is clear of Brenton Reef Light and into Rhode IslandSound on course 098° at speed 12 kts. At 1658, the abandoned lighthouse offSakonnet Point bears 037°. At 1728, Buzzards Light bears 067°. Enroute to thissighting the skipper learns that the current in the area is running 153° at a speed of 2.2 kts. What is your position? 41° 22.3’ N, 71° 06.7’ W

48. (a) At 1745, still holding course 098° and 12 kts, a sextant is used to measurethe vertical angle to the top of Buzzards Light. The reading is 0° 27'. At the sametime the monument on Cuttyhunk Island bears 049° and buoy RB"VS" is sightedabout 1° to the right of that LOP. What is the position?

41° 21.7’ N, 71° 01.8’ W

49. (b) At 1855 the skipper sights the 78 ft high light on the southwest edge ofTarpaulin Cove bearing 330° relative (angle on the bow 30° left). The heading is056° and speed remains 12 kts. A crew member sets the pelorus to sight the lightwhen it bears 300° relative (angle on the bow 60° left). At 1904 the light is sightedover the preset pelorus. How far are is Helena from the light? 1.8 M

50. (a) What is her position? 41° 26.4’ N, 70° 45.3 W

51. (c) When will she be abeam of the light and how far from it? 1909, 1.6 M

Helena slows to 8 kts while turning to a heading of 337° and drops anchor at 1922,about 200 yards NE of buoy GR "C".

I-5-3

52. (b) How deep is the water when she anchors? 15.5 ft

53. (d) How fast, and in what direction is the current running? 1.2 knots, 055°

54. (c) If the skipper had wanted to anchor when the current was running nofaster than 0.5 kts, what time should she have dropped the hook?

Between 2020 and 2118

The skipper decides to anchor with the currently running current and secure for awell earned rest. Tomorrow is another day.

Problem solutions:

OHs I-5-1 and -2 show the area of operations of the final leg

Instructors: Point out that there is no course line plotted because insufficientinformation is given to establish one. There is no initial fix from which todetermine and plot the course line. This is deliberate to help reinforce theteaching point that the advancement of the first LOP of a running fix is from anypoint on the LOP, not necessarily from the point where the LOP crosses thecourse line. Using that point is the source of much confusion in determining how,and to where to move the first LOP. The course line is not necessary todetermine fixes or running fixes, including those determined by doubling theangle on the bow.

OH I-5-3, -4, -5 46. Determination of time of sunset on page I-5-8Darkness occurs at the end of evening nautical twilight,

30 minutes after sunset, at 1944. Passage from Dutch Island Harbor to Tarpaulin Cove takes about 3 1/2 hours. Helena must be underway by not later than 1615.

Since Helena was moored at Dutch Island harbor at 1300, there is approximately 3 1/4 hours to conduct business.

Instructors: Problem 46 is a practical application of why a skipper might beinterested in time of sunrise or sunset.

OH I-5-6, -7, -8, 47. The only thing known to Helena’s skipper is the-9 bearing to the abandoned light house and his own

I-5-4

course and speed, 098° at 12 knots. OH I-5-6 shows thesituation at 1658. At 1728, 30 minutes later, theabandoned light house is no longer visible; however, asighting has been made of Buzzards Light. A currentsetting 153° at 2.2 knots has been reported for the area.OH I-5-7 is a flip to -6 and shows the 1728 situation.

Instructors: Remove OHs I-5-6 and -7 and replace with -8. Advise the studentsthat any time a maneuvering board can be used to solve a current sailing problemto determine how the first LOP is advanced, it should be used to avoid chartclutter.

Determination of the distance and direction (6.7 miles at106°) to move the first LOP (the resultant of course,speed, and current working on Helena) is on page I-5-9.

Instructors: Remove OH I-5-8 and return -6 and -7, adding -9

Advance the first (1658) LOP 6.7 miles at 106°. Whereit intersects the second (1728‚ LOP is the 1728 runningfix.

41° 22.3’ N, 71° o6.7’ W

Instructors: Point out to students that nothing in the statement of problem 48says that the cruise is continued from the running fix of problem 47. Once again,a mere statement is made that Helena is continuing to cruise at 12 knots oncourse 098°. A course line should not be drawn.

OH I-5-10, -11, 48. Buzzards Light is measured by sextant to subtend an arc of 0° 27’. Distance to Buzzards Light is found

by the formula:

d = h

6076 tanθwhere d = distance in miles, h = height of the object in feet, and θ is the angle measured by sextant. 6076 is the constant (feet in a nautical mile) necessary to give the distance in miles when the height is in feet.Convert 27’ to degrees before finding the tangent.

θ = 27’ = 0.45°tanθ = 0.007854

d = 101

6076 0 007854.( )= 2.1 M

I-5-5

Plot the bearing to the monument on Cuttyhunk Island (049°), then plot the arc of the 2.1 M circle (with Buzzards Light as the center) that intersects the 049° LOP.

Instructors: Point out that there are two possible locations of the 1745 fix.Additional information is necessary to determine which location is the correctone. RB “VS” can be seen from both locations, but it will appear to the right ofthe Cuttyhunk Island LOP from the southwestern location (the only locationfrom which both the buoy and the monument can be seen at the same time.

OH I-5-12 shows that the southwestern location is the proper fix.

41° 21.7’ N, 71° 01.8’ W

OH I-5-13, -14, 49. Once again, plotting a course line is not possible and onceagain, it’s not necessary. Helena’s course is 056° speed is12 knots. The light at Tarpaulin Cove is observed bearing330° Relative or 30° to the left of course. The LOP bears056° + 330° = 386° = 026° (OH I-5-13). The pelorus is setup to mark the time when the light bears 60° to the left ofcourse (300° R) or 056° + 300° = 356° (OH I-5-14). Theangle on the bow has been doubled from 30° left to 60° left.

Instructors: Remove OHs I-5-13 and -14. Replace with OH I-5-15 to review thegeometry of the doubled angle running fix. OH I-5-15 shows that the secondangle, 2α°, makes a straight ∠ with the interior ∠ , 180° -2α°. Remind thestudents that a triangle contains ∠ s totaling 180°. If interior ∠ B is 180° - 2α°and ∠ A is α°, then ∠ C must be α° (α° + α° + (180° - 2α°) = 180°). OH I-5-16shows this. A triangle with two equal angles is isosceles. The sides opposite theequal angles of an isosceles triangle are equal, represented by the little tickmarks on sides AB and BC. This shows that the distance, BC, from object C isequal to the distance from A to B. Remove OHs I-5-15 and -16 and replace with -13 and -14.

OH I-5-17 overlaid on -13 and -14 shows the fix determined by finding the distance traveled in 9 minutes at 12 knots. The distance of Helena from the light at Tarpaulin Cove is:

1.8 M.

OH I-5-17 50. 41° 26.4’ N, 70° 45.3’ W

I-5-6

OH I-5-13, -14, 51. The distance from the light when abeam can be found -17, -18 using the 7/8ths rule which says “When the doubling of

the angle on the bow is 30° - 60°, the distance from the object when abeam is 7/8ths of the distance traveled between sightings.

7

8(1.8) = 1.6 M

It can also be found by extending the course line through the fix and dropping a perpendicular from the object to the course line, then measuring it. The timefrom the fix to the abeam position is found bydetermining the distance from the fix to the abeamposition and dividing it by the speed.

1.0 M @ 12 kts = 5 m.1904 + 5 = 1909

OH I-5-19, -20, and -21 are the tables necessary to determine the depth of waterat Tarpaulin Cove at the time of anchoring, 1922 hours.

Instructors: Switch back and forth between the tables and the worksheet.

OH I-5-22 52. Solution is on page I-5-1015.5 ft

OH I-5-23, -24, and -25 are the tables necessary to determine the speed anddirection of the current at Tarpaulin Cove at the time of anchoring.

OH I-5-26 53. Solution on page I-5-111.2 kts @ 055°

OH I-5-27 is the table necessary to determine the duration of slack water atTarpaulin Cove when anchoring could take place with a maximum current of 0.5knots or less.

OH I-5-28 54. Solution on page I-5-12Between 2020 and 2118

This leg has further expanded the students understanding of running fixes byproviding them two more variations on a theme. They were introduced to arunning fix under the influence of current and they found that they couldpredetermine where they would be for the second LOP when doubling the angleon the bow. They also learned that it’s not necessary to plot a course line to findtheir position. They were exposed to determination of distance from vertical

I-5-7

angles, and they were introduced to the means of finding speed and direction oftidal currents. The initial leg of the journey included determination of the time ofsunrise and height of tide; the final leg included finding the time of sunset anddepth of water.

Every situation on the examination is covered at least once in this cruise exercise;most are treated more than once. The cruise also includes some other situationsyou probably will encounter in real life.

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Hard copies of Final Leg overhead projection transparencies (28) follow

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C098, S12Current Set 153, Dft 2.2

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AUXNAV OH I-5-8

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Resultant of Course, Speed, and Current Acting for 30m

106°, 6.7M

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AUXNAV OH I-5-19

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AUXNAV OH I-5-27

AUXNAV OH I-5-28

Documents

Auxiliary Specialty Course Navigation - Instructors' Guidecomomike.info/docs/COMDTINST_M16798.17A.pdf · 2013-05-23 · Advanced Coastal Navigation courses and to members of the Auxiliary