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The CO night ,order can vary great, but the general rule is to inform
him. If you change course and speed due to another ship,he better be
on the bridge or headed that way.
WATCH OFFICER�S GUIDE
The OOD shall promptly report to the CO. all matters which affect or
which may affect the safety of the ship or personnel, or ships in
company. All land, shoals, rocks, lighthouses, beacons, buoys,
discolored water, vessels, aircraft, or wrecks detected; any marked
changes in the barometer, force or direction of the wind, state of the
sea, or indications or warnings of storm or bad weather; all changes
of formation, course, or speed ordered by the officer in tactical
command, or changes of course or speed made by the ships in company or
by himself; derangements to equipment which may affect the safety or
operations of the ship; all serious accidents; the winding of the
chronometers; the hours 0800, 1200, and 2000; and, in general, all
occurrences worthy of notice of the commanding officer shall be
reported to him, subject to his orders. When a flag officer is
embarked, similar reports shall also be made to him, subject to his
orders.��U.S. Navy Regula tions, 1948 (Art. 1020).
Little need be added to the above directive. There is one point,
however, that often confuses junior officers standing night watches.
Should they comply literally with Navy Regulations and wake the
Captain for every item listed above? The answer is an unqualified
affirmative. You have no choice but to obey the letter of the
Regulations. If the reports are not desired by the Commanding Officer,
he may limit you in some arbitrary fashion, de depending on the
particular circumstances. But until he does, you should be meticulous
in making your reports. If there is doubt in your mind, play safe and
call the Cap tain. Do not be concerned with waking the Captain; he is
accustomed by now to interrupted sleep when under way at night. He
will gain peace of mind and reassurance by your conscientious
attention to duty. Be certain that important messages are really
understood by a sleeping Commanding Officer. Some people can
acknowledge with-out really awaking. Whenever possible report made in
person, not by messenger.
PILOTS
�A pilot is merely an advisor to the con officer. His presence on
board shall not relieve the  commanding officer or any of his
subordinates  from their responsibility for the proper performance
duties with which they may be charged concerning the navigation and
handling of the shi Navy Regulations, 1 (Art. 0752).
The article partly quoted above goes on certain exceptions to the
above principle, 1101 case of pilots in the Panama Canal and when
entering a drydock.  By and large, a pilot must be considered as an
advisor. Even though he takes the conn upon invitation of the
Commanding Officer, the Officer of the not relax his vigilance for the
safety of the ship. Pilots are often unfamiliar with the type of ship
they are handling. Often they use non-standard commands to annunciator
or to the steersman. The Officer of the assist the pilot and should
cooperate with him fully In addition he can profitably observe the
pilot and  learn much about ship handling and about ship handling and
local conditions of tide and current. The Officer of the deck should
insure that actions of tugs conform to the pilots orders.


On Dec 9, 6:16�pm, Anabasi...@aol.com wrote:
> Ah but the regulation states "course" which, in my world, is a heading, and
> �this context indicates that the prescribed (ie charted) course and ordered
> speed �be maintained. �Of course this may be a semantic thing with the navy
> that I �don't know about. �I was thinking specifically of current based
> errors and �not maneuvering to avoid collision, which is covered in the
> standing orders �(minimum CPA). �Joe's story about the old man coming up and asking
> why they �changed course during "RDF training" highlights this.
>
> For my part as a watch officer (OOD equivalent) I am expected to maintain �
> reasonable cross track error during my watch and to maintain a minimum CPA
> as �well. �Being a merchant ship, cost is the second factor after safety, and
> �therefore we are to keep relatively close to the track in order to reduce
> fuel �consumption. �I typically change course after when I am slipping over
> 0.5 �nm off of the track line.
>
> Byron states however "NOTE: Normally the CO orders will state he can �close
> �Charted DR track" �which I think means that the OOD can change �course to
> come back on track via the CO's standing orders, but I am not entirely �sure
> about this. �
>
> I am really wondering what the standard practice is with the navy, �
> understanding that acceptable cross track errors will vary greatly with �
> circumstance. �Will the OOD routinely alter course to close on the track �without a
> telephone call, or must the CO be notified each time?
>
> Jeremy
>
> In a message dated 12/9/2009 5:52:39 P.M. Eastern Standard Time, �
>
> lu...@abelhome.net writes:
>
> Similarly, is the OOD responsible for steering a prescribed course �or
> maintaining a Track or Course-Made-Good? �If a vessel must turn to �avoid a
> collision, is the OOD responsible for bringing the vessel back to its �
> prescribed course (which likely would mean that it was off its intended Track) �or to
> bring it back to its intended Track??
>
> _Anabasi...@aol.com_ (mailto:Anabasi...@aol.com) �wrote: �
>
> So how far off of the track line do you get before someone gets �permission
> to change course?
>
> Jeremy
>
> In a message dated 12/9/2009 2:31:16 P.M. Eastern Standard Time,
>
> _byron...@netzero.com_ (mailto:byron...@netzero.com) �writes:
>
> Under "Watch Offers Guide." "The Officer of the Deck Shall not �change
> the perscribed course or speed unless necessary to avoid �collision of
> immedient danger." �NOTE: Normally the CO orders will �state he can
> close �Charted DR �track.
>
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