NavList:
A Community Devoted to the Preservation and Practice of Celestial Navigation and Other Methods of Traditional Wayfinding
Re: Navy Navigation Regulation Manual
From: Joe Schultz
Date: 2009 Dec 9, 05:09 -0800
From: Joe Schultz
Date: 2009 Dec 9, 05:09 -0800
Master Chief, the Officer of the Deck (OOD) can be relieved by the Navigator, the senior watch officer, and the commanding officer (CO). By the Navigator and senior watch officer only if they're warfare qualified (SWO). And also by the executive officer (XO) if SWO qualified and permission to do so is in the CO's standing orders. Not that it happened that way - there were a lot of "gentleman's agreements" that separated the real and bureaucratic worlds. For Jeremy's question (peaceful pilotage transit) I'm assuming the ship is transiting with a working pilot. From the Cape Henry pilot pickup to Naval Station Norfolk, for example. Then the CO was on the bridge, babysitting the pilot and the Officer of the Deck (OOD) on my ships. By preference - legally he could be anywhere he wanted to be. Having "the deck" and having "the conn" are two different things, for the non-navy readers. The OOD has the deck, meaning he's in overall charge of the bridge watchstanders. The helmsman and leehelmsman (engine order telegraph) obey only the officer who has the conn, and he doesn't have to be the OOD. The OOD or conning officer, whomever actually had the conn, would give the conn to the pilot when the pilot was ready to take it, and with CO's permission since the pilot was usually a civilian. The OOD was then an advisor to the pilot in terms of how the ship handled, and the conning officer was out of the picture. The pilot would usually "state his intentions" before making a helm or engine order - pilots were pretty good at training OODs in pilot waters. Legally the OOD could take the conn away from the pilot, but the "gentleman's agreement" was that only the CO would. I saw the CO take the conn from a pilot on only two occasions. One was to avoid a collision, the other in a pea-soup when the pilot (and everybody else but a very instinctive CO) didn't realize that he had lost his way - no nav radar then. The CO napped, if needed on long pilotage transits such as the Suez, in his bridge chair. It could recline like an automobile's front seats. The executive officer (XO) was wide awake, and in his bridge chair, when the CO was napping. The main, or primary plot was on the bridge for these evolutions. For us it made no practical difference if main plot was bridge or CIC. Having main plot on the bridge made the pilot feel more comfortable, as there was a legal distinction between main and secondary if there was an incident. Inbound we'd usually "shift the plot" to the bridge before the pilot came onboard - just a log entry, not a physical chart switch. Bridge "bearing book" recorder and CIC "bearing book" recorder were both on the receiving side of the bearing taker's sound powered phone circuit. Two men on a bearing taker team, up to three teams on my ships - one man took the shot from the pelorus or alidade attachment and the other man wrote it down, then called on the phone when it was his turn. Very fast - perhaps 15sec from "shoot now" to concurance between the two plot evaluators if all went well - one arm drafting machines are nice plotting tools. On the other hand, 15sec can seem like an hour if you're sweating a goofy current. This for pilot waters. A different story when outside the sea buoy and no pilot. Joe -- NavList message boards: www.fer3.com/arc Or post by email to: NavList@fer3.com To , email NavList+@fer3.com