"Modern Coastal Piloting" VHS

foreigner this show is part of the best boating series dedicated to safe fun and informed boating foreigner I'm Skipper of the Wild Turkey 101 and this is Skip Archibald, Skipper of the Northerly, a sailboat, if I remember correctly, it's the way to say it. That's right, well of course we occasionally argue about the differences between power and sailing, but one thing we agree on is that the reason we own boats is to get them off the dock. from the pier to get away from the pier I know what you mean, yes, one of the most important things you can learn from owning your boat is being able to get from one place to another safely and that is the topic we are talking about today We call it

modern

coastal

piloting

and the reason it is

modern

coastal

piloting

is because we are going to include the use of electronic aids like loran and radar to confirm our position and fix it.

We take it well, Lenny, you're the high-tech guy, eh, with all the modern equipment, but I'm the traditionalist, that's how sailboats are traditionally, but anyway we'll get our cows together and see what we can do today, okay. Well, sorry, I think one of the things we need to start with right away is that coastal piloting is the art of being able to get from point A to point B, your destination, to do it safely and to achieve it, you have to have the The basics are the tools and here we have established a series of things that are required for safe coastal piloting. uh jump up you're going to start if you do it on my far right you're on the far right and let's go down and just briefly explain what we have on the table and what its uses are.

Well, we are not going to talk about everything that is available, but first we are going to talk about the essential ingredients, sir parallel rules for coastal navigation, and We will talk about this a little later in the coastal navigation kit, there is the triangular compass , there is the course plotter which has a compass inscribed in the central part and has a scale and then there is a single arm protractor which will be used for navigation, we will demonstrate this a little later, in addition to all these tools, there are dividers and dividers are a must for setting the distance and we will show you some other techniques, besides that you should have some other tools of the trade.

One of them that I consider for coastal piloting is absolutely essential, since the hand compass is the device that you hold in your hand and take a place and by taking that place it helps you establish your various fixed points, there are several types of the which we have two here, one is the open type and it has a little button so if you're not navigating at night, you can press it and it will light up your compass. The other one is very similar, you just look through it. cite your object and you release a button and lock the compass that's in here and you can take your reading from there.

There are other types of things that we also need to have. Lenny, I think you have a pair of binoculars. in front of you, yes I do, binoculars are extremely important because when you are quoting your fixes and you are looking for an object to take a fix, very often they are in the distance and you can see them on the horizon and not see them too clearly, so a pair of binoculars is very important, it is also important to see other boats in your path, the most important thing of course is your chart here, we are running a chart from Anclote Keys in Florida to Crystal River Florida and that is the cruise we are taking today from Crystal River to Tarpon Springs the famous Greek community things that go along with the letter although this is something you should have it is called letter number one letter number one published by the United States The government of the states is a government publication and this is what explains all the symbols and abbreviations on all the charts the government publishes for marine use.

We must keep in mind Lenny that the symbols found on the cards are so numerous and so diverse. There's no way to explain them all in the short amount of time we have, although we'll touch on some of the most absolutely, we'll touch on some things like color differences and how to identify landmarks and that sort of thing, but like skip says. It's just hundreds and hundreds of different types of uses for a chart and for us to spend the time going over them isn't very practical at this point. Let's also talk about this particular post called dates. of the latest editions, this particular post has one of the best purposes that I can tell you about and that is to find out the chart you have, if it is the latest chart for that particular, the latest edition for that particular chart, as an example, the chart we are dealing with now, its last edition is from 1984 and here we are in 1987.

So, we don't want you to think that if you go out and buy a chart dated 1984, it might be an old chart, it might be the last one available Other things are these are catalogs published by Noah, which of course is the National Oceanographic and Atmospheric Administration and these are the catalogs of the charts they have available for the Pacific coast, the Atlantic coast and the Gulf coast, they also have the topographic charts of the bathospheres. charts and so on, all these charts are available to you, catalogs are available, what you first need to do is learn what you need for your own area and of course what you are going to use if you are going from one point to another. there are private graphics that are published, the graphics are good, companies like graphics kit are ok and there are two or three different versions from other companies, similar small and compact graphics in terms of price, you just have to check the area yourself, but in many cases you will find that Charts packaged in the form of a chart kit, let's call it, are no more expensive than purchasing all the individual charts and can sometimes be less expensive for you than purchasing individual charts for each coverage area that you may be of interest and for the coastal riding enthusiast who tends to be the person who goes out for the weekend and so on, they are generally easier to store.

I just find them very, very practical. I agree with you and we use them all the time. There is one other thing we have on the table and that is not something normal for basic coastal piloting, but this is a sextant and, as Skip had indicated before, Davis brought out what they call a map kit, which is all the material what did you see. here except for the handheld compass compass, but they also released what's called a navigation kit that includes a starter sextant, so that's something else you could look at if you were really interested in getting into serious navigation.

They also include it. There's a nifty little thing they call TSD or Time Speed ​​and Distance Computer. It's just a small tool to calculate speed or distance over time while traveling. You know, that's one of the things we're going to talk about today in our video tape. That is, the most important thing is that you can determine how long it will take you to get somewhere, how long it will take you to get from one point to another, how fast you are traveling, and how far you are going to travel. The speed of time and distance is basic mathematics, but unless you have a deep understanding of how to use it in the courses we are going to take, it will be of no use to you if you don't understand the speed of time and distance at all and when it arrives.

For things like calculating drift and wind currents, etc., you have to have an essential understanding of that and we're going to cover those kinds of things, the other one as well that we need, which we haven't mentioned yet, although we haven't made. I mentioned the fact that to measure time, speed and distance you need a watch with a sweeping second hand or a digital seconds readout. Okay, okay, yeah, okay, we almost always overlook what's obviously okay, but you really need to have that. From that moment on, I'll tell you what we're going to do. Let's go back here and redo our table.

We'll be back with you in just a minute and start from the beginning. we're back, let's recap the tools you need for basic piloting, of course you need the parallel ruler so you can measure your heading and get your actual headings, you need a triangle, you also need a heading plotter and make sure it's one. which has a compass in the center, don't forget the one-arm protractor that will allow you to rotate the arm around various bearing lines. a pair of dividers that will give you your distance measurements. the handheld compass to take your corrections with a pair of binoculars so you can quote for your arrangements and we recommend that a 7 by 35 be the maximum size don't forget your charts forget chart number one either, that's what you It will teach you all about the symbols and abbreviations in a graphic.

Remember the dates of last editions so you can be sure you are working with the latest version available. Also, don't forget your watch. We need to have one that has a sweep second hand or one that has a digital readout in seconds. A very, very important tool once again. Let me recap what we need: a parallel ruler, a triangle, a horse plotter, an arm protractor, dividers, hand stand, compass, binoculars, chart number one, the dates of the latest additions and your foreign clock, first thing What you need to do when you're working with a chart to determine where you're going and how you're going to get there is to make sure that the chart you're working with is the latest edit chart published right now.

We do this by simply taking a look at the Last Added date that we look for in the bottom right corner, if you want to skip, just type that in and that tells you the chart number and also gives you the printing date of that chart. This particular chart is number 11409 and we looked it up here and By the way, it says that September 29, 1984 is the last one published. Just as a point, be sure to look at the date of the book for the latest editions. Make sure you have the latest one this particular chart is supposed to be from 1984.

September and that's exactly what it is now as we go down the chart it will also show us that the soundings or depth readings on this chart are recorded in feet, so when you look at the depth, be sure to remember that it is recorded in the mean. low tide, if you have a depth gauge that indicates in fathoms, as some of the older units do, then you can easily convert because at the bottom of the table there is a conversion table that will now convert feet to fathoms or meters or vice versa. As we move down the chart it reiterates what the name of the chart is, this one in particular and the cloud key for Crystal River in Florida and moving towards the end it tells you that this is a printed chart about Lorraine C .

Now what? What it means is that the surveying people, the people who made the map, first made the map based on the depth indications of the coast, etc., then they added to that the loran lines to plot the position and those loran lines in each letter will have different line numbers depending on the area you are working in. The Florida area is working on what they call the 7980 grid, so all the lines indicated here come from the master and slave stations for that grid. Now, as we go down the graph, we get different colors. and I'm going to let skip pick it up at that point, okay, if you take note here in the bottom right corner, we still have part of the legend and you need to make sure you read all the information.

The notes and cautions around the perimeter of the charts tell you a lot of information about tidal changes at channel depths and often tell you the dates these particular readings were taken. If we start here, you'll see these lines. The final change in contrasts represents the coastline, so everything to the right represents land. You will notice that the first part of the coast is green and in Florida that is because much of our low coast is swampy etc. very close to sea level you know that's a good point although let me mention this for a second because we've been talking about using chart number one and what better indication than this the first thing that is uh page one shows you the coastlines and how to read them and you'll notice that there are different combinations of lines of sand trees, rocks, swamps, marshes, all the things that skip showed you here you would see in much greater detail in chart number one and you should be sure, you should be sure and know that because there are all kinds of symbols that tell you about the texture of the earth and so on, you will find that the earth usually has a color towards yellow, every now and then you will find a graph that shows that the earth is gray now as we get closer to the sea you will see that here we have a darker area of ​​water and the darker the area the shallower the water will be and in Florida on the Gulf side of the state the waters drop very, very gradually something like a foot per mile, so the first lines of demarcation you see on the chart here represent shallow water up to about four or five feet and iflook at all these numbers, you'll remember that our soundings on this The graph is in feet, you'll see they represent shallow water.

As you move on to the next pass the next series of lines here and the color gets a little bit lighter, the depth range here is from about six feet here to about 16 or 17 feet and then you have another line of demarcation that runs through the chart and beyond, the depth goes from 16 17 18 feet down and toward the edge of the chart, where it is approximately 60 feet. Another thing we should notice in this graph are the lines that overlap on it. Lenny, yeah, jump in, let's talk about lines of longitude and latitude. They are the method by which we can find our position anywhere on the Earth's surface.

The Earth is divided into lines of longitude and latitude. Now the lines of latitude run from east to west and cover the entire surface of the Earth. All latitude lines are the same distance from each other on the graph. A line of latitude looks like this. These lines of longitude run from north to south and because they meet at the poles they are not the same distance from each other. We are a line of longitude and latitude that intersect and is called a coordinate. If you are also at that point, it is called the position line.

Look at this example, the equator is zero degrees and each pole is at 90 degrees, so there is a total of 180 degrees from the north pole to the south pole, each degree is equivalent. to 60 nautical miles therefore 180 degrees are equivalent to approximately ten thousand eight hundred nautical miles of distance from pole to pole each degree contains 60 increments called minutes and each minute is equal to one nautical mile in each minute they are 60 smaller increments and they' Called seconds, charts generally show seconds by tenths; each tenth of a minute equals 6 seconds or approximately 607 feet on the chart. Latitude lines are usually shown 10 nautical miles apart, as you can see here, there are 10 increments of one minute each here.

You can see a split minute in their stores. Remember that lines of longitude are not the same distance apart, so they are not accurate for measuring distance. The line of longitude of zero degrees is called the prime meridian and travels from the poles to Greenwich, England, the zero degree. The line of latitude is called the equator, so everything north of the equator will be called northern latitude and everything south of it will be called southern latitude. Looking again at the prime meridian or the zero degree line of longitude, we see that everything to the left of the zero degree line is called the equator. west longitude and everything to the right of the zero degree line is east longitude now let's see if we can locate a position on the chart using the following coordinates 28 degrees 20 minutes north latitude and 82 degrees 50 minutes west longitude let's see where that puts us As you can see by following the lines, you can locate its position easily.

Remember that the dark lines that are printed on the graph only appear at certain intervals. To find the coordinates that lie between the printed lines, simply use your pencil and a ruler to draw. In the lines it seems to me that from that point we establish our location here on the graph, perhaps one of the things we should know how to do is calculate our distance from various points, okay, let's remember when we were talking. About the legend we said that one of the things that the legend contained were various symbols or to establish particular types of information and one of them is this nautical mile scale and I'm going to take the divisors here and I'm going to set it to two nautical miles, you'll see the scale here.

I set one part of the divisor to zero and the other to both. Well, now there's another way to set this up. Remember how we said the lines of latitude were the same distance apart? and so the scale on the side of the map might be useful, so let's take these two nautical miles that I put on the divisor, let's check that and see if it works, let's start at 28 degrees here, okay, if we're exact, we should be at 28 18. that's right, so let's see what that looks like exactly okay, that's exactly what it is, now we've established that these divisors are set to two nautical miles and let's take that previous coordinate position that we had and let's just run I go out and see how far from the coast is that position two four and I'll close the dividers, we know we're four miles away.

I'll put this on the one and I'll come here and it looks to me like we're about five and four tenths of a mile right offshore is that, exactly, so we have a really easy way to determine the distance right on the chart. You also did something quite interesting and that is, of course, the way you use them. Skip just showed him. This is a round neural dot on top of these and that's simply so that when you set a dot you can rotate without having to lose your position and the dot is sharpened so that it penetrates the surface of the chart and doesn't slide around. you skip now that we've discussed how to find where we are on the chart and how to read the chart basically in the main Legends the only thing we need to discuss now is how to use the compass rose that's all and yes You'll notice that on the chart there are a circular circular pattern inscribed on it with many numbers around it.

In fact, there are two circles, one inside the other, they are concentric, the outer circle represents the degrees of the compass and you will see look at the star at the top and the zero that would be true north, symbol uh, well, rep in a compass, so we would know that on this particular chart this direction is north and that is consistent, you know, with what we were talking about a longitude and Lines of latitude We know that on our lines of longitude we are from north to south. By the way, all the cards have a compass rose to indicate the direction and then you will notice that in the inner circle there is a series of numbers and not Not completely lining up the zero for North is not exactly the same as the zero for the North on the outside and the reason for this is to show the variation due to magnetic interference on the Earth's surface because you, like everyone, know North.

The pole is not exactly where magnetic north is, it draws, uh, your compass, in fact, it's about 200 and some odd miles away, isn't it? That's about 280 miles and where we are in Florida we don't have a huge amount of what we call variation as a result of that, in fact it's only one degree every 30 minutes heading west as of 1984. You'll also notice that on this graph There are some words here that say annual increase and here nine minutes, so what? You have an annual change in this nine-minute variation and we'll talk about that a little later as we get into other aspects of sailing.

Okay, so if I'm following you correctly, what we have is on the east coast. Basically, we are on the Atlantic coast, almost on the line where true north and magnetic north are very, very close to each other in a direct line; However, as we move further west, say towards California, where its variation could be considerably greater, that is due to its distance further from True North, that is correct, in fact, by the time we reach the West Coast we will to find variations that exceed 14 15 degrees, so it becomes significant, right? It's critical in piloting, okay, they'll teach you some terms as we go, but little easy-to-remember acronyms, like East is the least and West is the best and that kind of thing, understanding the compass rose is the most important thing you can. what you do because when you start working with a chart and you learn that you have to do everything consistently, you will work with true magnetic north and compass north and we will get into those very soon to explain what the differences are. are among all of them, that's okay, the other thing we need to do, Lenny, before we start today's journey is talk about some of the symbols on the chart, okay, one of the things we're going to do is take some corrections as we begin our dead reckoning portion what is the solution, well one solution is where am I going to stand on the boat with a hand compass and I am going to try to get the best possible reading of the direction of the particular boat.

Reference point from our position and I'm going to record the time and I'm going to record the degrees of our arc that that particular item is on and I'm going to try to pick up another object at about the same time and take a reading of and we're going to record that as well and through from triangulation we will locate our position on the graph, let's select an object here and let's just show you on the graph, uh, the type of symbol that you should know about Lenny, all right. um, let's start here with the life of Saint Martin, well in the graphic that we have here, uh, symbols in this case, it's like the shape of a little teardrop with a dot and then there's some, uh, there's some writing or inscription to identify it for us.

In this case it says Saint Martins and then there are a series of symbols and FL, a capital R and then a 4 S, then 16 with the foot symbol and then a number 10 which is located between quotes, quotes and let's go over what this actually . means we have Saint Martins, that's a dot, then we have FL, which means Flash and if you use your chart number one, you will find that those symbols are all defined there, absolutely, it has a capital r, which means this flash is red and then you have a 4 and an S and that means that every four seconds this light will flash red and that it is located on a pole or piling that is at least 16 feet high at the mid-high water mark and that it has a number placed on it . on it and that will be the number 10, so you could use that to see the mark during the day, you have the red flash 4 to identify the mark at night.

The interesting point that we just mentioned and that we failed to mention is that we Now you are using two opposite watermarks, all of your depth indications, if you remember, were low water, but all of your height indications are in high water, so , if you're at high tide and it tells you it's 16 feet above, it's 16 feet above high tide, that's right, it means the average high tide, let's take another uh Reference point that we'll use, okay, let's use , let's say, a tank, this will be a water tank, okay, you will see here that there is a symbol on the shore. a circle with a dot in the center and then there's a descriptor that says tank, so we know we have some type of tank located on the shore and we'll start looking for it as we sail today one time.

If we find this, I'll correct or read this and we'll write down the time and put in the title we'll have, hopefully we'll identify this particular landmark, we'll identify the St. Martin's light and we'll probably find a third one and using those three readings we'll locate where we are at that time. particular in the time that we have to be able to identify in our charts, the channel marks and our range marks. Channel brands and I guess. We can use that as a good example coming into Anchorage, we come to a Channel Mark which is a 16 foot tall four second red Fleischer and you know the old rules of the returning red right so we're going to keep that red mark.

When entering from the right, we will go from that Mark channel to another one and here you will see a red two and the reason why we know it as Red is because it is a triangle and a Mark that is a red triangular with an even number will be a mark red until we keep it to our right or to our starboard as we turn towards the channel we will begin to see a series of red marks, we will also see some green marks and the green marks will be square and They will have odd numbers and we will know that we will keep them on our side port side and, in another interesting thing, as you enter the Anclote Channel and Tarpon Springs, there are a series of what we call range markers and these range markers are in sets.

Of two you will see that they are rectangular in shape, red with a white stripe and the one that is furthest from you will rise a little higher than the one that is closer to you and when you have these two lined up with each other, you know that you are in the center of the channel, coming in well, so basically what you want to do is say, line them up and when one is higher than the other, the one in the back will be higher than the one in the front is when you're dancing and they're lined up and they're lined up , okay, the only caution now is that you don't want to run right into your range marks because the range marks tend to be coming out of the channel, they're just there for you to line up in those channels, that's fine, and if you take a chart and you can use your Rose along with your parallel rulers, as we will demonstrate later, you can set the compass bearing between the range marks and that gives you the opportunity to check and see how accurate your compass is on that bearing of particular course.

We'll take our parallel rules here and show how we can set the direction in which we should run. from marker 4 going to Anklow Anchorage to marker 2 on the main channel and this will give us the actual compass heading we should take. This will give you the compass heading for that particular route, so I've taken the parallel rulers and placed them at the two points. Point we are going to reach. Goto cycle through the rules along the graph. You will notice that they are designed so that you can do that word of caution. Make sure you keep the rules firmly on the chart so they don't wobble, it won't change.

I will try it because if it changes its course it will be wrong and I will go through it until here. to the rows and you'll notice that in the center of the rows there is an north, so we'll use the inner series of numbers and you'll notice that south is 180 degrees and it's going to be a little bit more than that, in fact, it reads about 187 degrees, so if we draw a line between this point and this point above of the line that We would put a c for thick and write 186 degrees or 187 degrees so you know you're adding 187 degrees M for magnetic and we know the fit has been absolutely fine, so that's how you use a compass rose and check the parallel rules again.

The important points for reading a letter. The first thing we want to do is check the date of the letter with the dates of the latest additions to make sure it has the latest addition. Be sure to read the legend indicating the depth measurement. such as feet fathoms or meters notes Legends and cautions remember that each color on the card has a specific meaning. Number one on the chart is your codes for all the abbreviations on the chart. The lines of latitude run from east to west and are the same distance apart. The lines of longitude run from north to south and meet at the poles they are not the same distance as they approach the poles when calculating distances on a chart use the lines of latitude only as they maintain the same distance remember that each degree is divided into 60 minutes and each minute contains 60 seconds, just like a clock graph, it has a scale so you can use the scale or latitude lines to measure distance.

Greenwich England is the zero longitude line, everything west of Greenwich is west longitude, alternatively all east will be east longitude, the equator is the dividing line for latitudes all north would be north latitude and all south would be latitude south the compass rose is always printed on the chart the outer ring shows true north and the inner ring shows magnetic north the difference is the variation the variation is the difference between true north and magnetic north due to interference from the Earth's surface. Understanding and reading all charts is of primary importance for good and safe coastal piloting.

Davis Instruments offers some quick references, one is called coastal piloting quick reference and the other is a quick reference. Reference navigation rules. Thank you. The compass is the most important tool on your boat, especially when doing coastal piloting. One of the things we deal with in a compass is what we call drift. Deflection is a mechanical problem. It is not. affected by the magnetic surface of the Earth is affected by other magnetic elements Give an example, this is simply a magnet, but watch what happens when you get closer to the compass, you will notice that the compass just rotates the closer you get it becomes more It spins fast now that it is a magnet, but what about other elements that are not non-magnetic?

Just a screwdriver. Take a look now that the screwdriver just threw this particular compass about 30 degrees, so always remember to have your compost in a box, which means. set it up so that all the deflection that is normal on your boat i.e. the effects of the steering wheel, any radio that is close to magnetic surfaces like speakers and by the way, radio speakers are magnets, don't forget that a box Compass simply means that an adjustment is made to get the compass back as aligned as possible to magnetic north and what they can't align, they give you an adjustment card to remember which is called a direction card, which allows two things to be stepped out.

Now it seems really important, one is that if you decide to try to check your compass, just because it's accurate on one heading doesn't necessarily mean it's going to be accurate on another, that's absolutely fine, the converse isn't necessarily accurate, okay? The other really cool thing now is a Richie compass and it has a metal case around it and not only that, but it also has a lid to keep out the dangerous sunlight when you're not using it, so it's worth it. Doesn't that deviate the compass? It's stainless, it's a non-magnetic material and that's again the deviation that when we look for something you can, you're going to have to mount it around where the compass is, try to be sure.

It is stainless or other non-magnetic material, remember the screws will come out of the compass if they are not, if they are magnetic that is fine, so one critical thing is that whenever you are going to place something near your compass, put it close and make sure you don't have any interference and the other thing is to get your compass box once a year because you're going to change things on your boat like we all do and something is going to affect your compass reading so do it. It is packaged for safety reasons once a year and don't forget to cover your compass because as Skip says, compass cards will fade if left in direct sunlight for a period of time.

Okay, now that we know that nature and man exist. created influences that affect our Compass, we must recognize that following a heading line based simply on True North will probably not take us where we want to be, we must offset our heading so that we actually follow the course we want. journey let us remember that the factors that affect our Compass are the variation which is the difference between true north and magnetic north caused by magnetic interference from the Earth's surface and the deviation which is the magnetic interference caused by elements on board Your Vessel calculating your offset heading is simple all you have to do is add or subtract the information we have already determined from your true heading to arrive at your compass heading and then reverse the formula to go from your compass heading to a true heading .

There is a simple formula and it is called TVM DC T is equal to the true heading V is for its variation m is the magnetic heading D for the deviation and C for the compass heading now the way the real formula works from the true heading to the compass heading is the following t or true heading plus or minus its variation depending on whether it is East or West equals its magnetic heading plus or minus its deviation again depending on whether it is East or West equals its compass heading now this is also called uncorrecting a quick way to remember that this formula is true Virgos keep the masses company when we want To correct from a Compass heading to true heading, we simply start at the bottom of the formula and go up or CDM VT.

A quick way to remember the formula is: can dead men vote twice when we go from true heading to Compass heading? How do we know? when adding or subtracting well that is easy the variation is added West a variation is subtracted East now that also applies to your deviation if your deviation is West you add it and if your deviation is East you subtract it East is lower and West is better when correcting the True course is reversed or the East is added and the West is subtracted, it's simple, right? Let me show you some examples of how it works if we draw a 175 degree true bearing line and we have a four degree variation to the west and a three degree deviation to the east.

What is our compass heading? Well, we put the 175 degrees next to the T because that is our true heading line. We know we have a four degree shift to the west, so we'll put it next to the V and add Because it's now in the west, that means when we add it to our true heading we get 179 degrees, which is our now corrected magnetic heading. for the difference in the surface of the Earth, but we still haven't corrected for the ship's interference now that we have a three degree variation to the East and East means we subtract it.

East is the minimum and that takes us to our compass heading, which is 176 degrees. Look how simple it is, here's another one if our true heading is 350 degrees and we have a 17 degree swing to the west. and six degrees west again, what is our compass heading? We put the 350 degrees next to our t. We have a variation of 17 degrees west, so we again added its west, which means our heading is now magnetic at seven degrees. Now we also add our six degrees. west deviation and now our compass heading is 13 degrees and as you know that means to turn 350 degrees true we actually have to turn 13 degrees on our compass and let's go back and go from our heading to the true heading of 11 degrees with 5 degrees. east deviation and 12 degree west variation what is our true heading starting at the bottom of the formula we have 11 degrees for our compass heading with 5 degrees east deviation we add East we now have a magnetic heading of 16 degrees remember we also had 12 degrees west variation now we have to subtract west and that leaves us with our true heading, which is four degrees.

A final example for going from compass heading to true heading is if we have a compass heading of 8 degrees with a deviation of three degrees west and 5 degrees west. variation we again enter our eight degrees in the C for the compass heading, now we put the three degrees in our deflection line and remember that it is due west, so we subtract it, which leaves us with a magnetic heading of five degrees , we also have a five degree drift to the west, so we put that next to our V and subtract that, which leaves us with our true heading of zero degrees, dead reckoning or inferred.

Dead reckoning is tracking your boat's position on the chart using steered horses and your speed through the water. A heading is the direction. of an object from its observer can be expressed in degrees in true or magnetic values ​​a solution is one or more bearings plotted on a graph to determine its position now let's skip for a while the work of speed and distance you will remember a A little earlier I said that we would go back and talk about speed, time and distance and we have created a little formula to help you calculate speed, distance and time in the formula s equals speed, T equals time and D equals the distance before entering Although let's remember one thing regarding time, you are normally recording time in terms of hours and minutes, you need to convert your time to minutes so that there are 60 minutes in an hour, so if our time in an example is one hour and 30 minutes which will translate to 90 minutes, so remember when plugging the value of T into the formula, the formula is actually quite simple.

Look at the speed s equals 60 multiplied by its distance divided by time. Distance is speed times time. Remember converted to divided minutes. times 60. Time is equal to 60 times your distance divided by S. Remember that you may now be dealing with decimal points in your distances. Be sure to make the necessary placement of the decimal point when doing your calculations. Now let's look at some illustrations of how we use the formula. Let's start with speed, where the speed is unknown and we are aware of what our distance is and what our time is. We took our formula 60 times our distance and said four miles, nautical miles divided by an hour and a half, we converted that to 90 minutes equals 240 divided by 90.

So we have a speed of 2.6 knots. At best, slow sailer. Now let's take a look at the distance. We've established in the formula above what our speed factor was, so let's use that to have a speed of 2.6 knots. multiplied by 90. remember that is our hour and a half converted to 90 minutes divided by 60 the constant in our formula is equal to 234 divided by 60 means our distance is 3.9 nautical miles now let's look at the time formula we use our constant 60 multiplied by 4 4 nautical miles was our distance, we used in our original formula the calculated speed divided by 2.6, which is the speed that gives us 240 divided by 2.6 and again our trusty calculator tells us it is 92.3 NOW remember it's minutes, you need to take that and round it up. and you will see that we have one hour and 30 minutes out of Crystal River, we will depart from marker 1A on a course of 256 magnetic degrees for a distance of 7.8 nautical miles, we will travel at a speed of 14 knots, therefore, using our formula TSD of T is equal to 60 times D divided by speed, we find that it should take 34 minutes to reach our Waypoint.

A waypoint is a place on our chart that is between our ship and our destination. Now, in this case, is the point where we will turn south. We will use several other waypoints during our trip by looking at our charts. Lorraine Lyons will have determined that our first waypoint is located on loran line 14387.5 and 45 269.0. We have entered thosenumbers in our loran to show us our direction. Turn in true degrees, which we will offset with our magnetic heading. Remember that your Loran does not take drift or configuration into account when telling you heading. However, by using the Loran's Crosstrack feature, you will always know where you are, especially to the right or left of your dead reckoning line.

Lorraine always knows where your destination waypoint is and where you are in that moment and constantly updates its information to give you the direct navigation course to your waypoint now that your vessel has left its course line. When drifting and settling, the Lorraine continues to adjust its heading course to keep it on its desired path by keeping the cross path error function at zero, it should be dead on its path, remember that the higher the numbers shown on the transverse trajectory function, the more it will deviate from its course. I now make a practice of writing down my position lines approximately every 20 minutes to be able to monitor my actual tracking.

It is also very useful to know the last TDS or latitude and longitude of it and the time it was taken. In case of emergency, since sailboats are slower than motor boats, it will be enough to check the position every hour before starting to take different types of solutions. Let's define two terms more clearly, a course and dead reckoning, a course is the direction in which a ship should be steered, it is also a direction. you are heading, bearings are plotted on a chart by drawing a line from your starting point to your destination through all the landmarks you have selected along the way.

Bearing lines are indicated as true bearing, magnetic bearing, or compass bearing, depending on which reference you use. Choose above the course line for which you write the letter crumbo followed by the direction in degrees and followed by T M or c for the reference you are using below the course line, it indicates the speed of the vessel. Dead reckoning is used to estimate your position when you lose sight of all your navigation aids, it is a course, the plot is steered and the distance is traveled across the water from a known position using the equations of time, speed and distance that we have discussed above, we can calculate our position.

Dead reckoning does not take into account the effects of wind and current by using a current chart, you can adjust drift and set it the traditional way or use the modern method of taking a loran correction to determine your drift and set it from your dead reckoning route. The dead reckoning route should be indicated with the letters Dr above the route line. Labeling is then completed by indicating C for the heading followed by the direction in degrees and then the reference for the direction, such as true magnetic or compass heading t m or c. Traditional coastal piloting has determined that there are several ways to find our course. position that includes arrays with two or more bearings and single-object bearings, let's take a two-bearing array as our first, which will be the first on this journey to target the cloud key.

Having reviewed our chart in advance, we know we will be quoting two different ones. objects in this case the power plant in Crystal River and the water tank in Ozello the ideal situation is to orient yourself on objects that are 90 degrees away but that is not always possible, so get as close as you can, the next point en What you have to keep in mind is that when you use your handheld compass you cannot compensate for the deviation, that is because you move too much around the boat and there are too many influences on the compass, so take all your readings in magnetic a last point before taking. the two bearings are fixed when we take our bearings, we know where the object we are looking at is on the chart, but we don't know where we are on the chart, so let's draw the bearings in their reciprocal form, in other words, what the bearing is. from the object to your boat would be if the magnetic heading towards an object is 90 degrees, then draw your line from the object towards you at 270 degrees by adding 180 degrees to any magnetic heading that is less than 180 degrees and subtracting 180 degrees from any bearing that is more than 180 degrees you will know the reciprocal it simply allows you to draw your bearing line from a known position to your unknown position when you have drawn two bearing lines that way and they intersect you have a solution your position is in the point where they intersect, let's take our solution, remember that we are working with the inner rows of the compass, which are adjusted to vary, so that all bearings remain magnetic.

The first object is the power plant and he determines that the heading to that plant is zero six three. magnetic degrees, the heading time is also noted and both information is noted. The second heading is taken in the water tank and it is determined to be at 105 degrees magnetic again. The time is noted and the information is noted. to the graph, the first step is to locate our compass rows, we are going to add 180 degrees to our first heading to arrive at the reciprocal which is 243 degrees, we place our parallel ruler at 243 degrees and bring it closer to the power. plant now we draw our line, let's write our magnetic heading above the line and the time we took the heading below the line.

By the way, we will always write our times in military time which is based on the 24 hour clock, in other words 12 o'clock noon is 12 o'clock, but after that you add an hour at a time, which means that one o'clock would be 1300 2 o'clock 1400 Etc. We repeated this process for our second heading, our heading was 105 degrees magnetic Again adding 180 degrees we have a reciprocal heading of 285 degrees let's locate 285 degrees in our compass rows and take our ruler to the water tower again we draw our line from the tower towards our position we write down our magnetic heading above the line and our heading time below the line where the two lines intersect that is our position, we indicate it as a solution placing a triangle at the point where the lines intersect and noting the moment of the solution on the graph.

Now we need to put this information into a frame of reference. so we can determine our position in loran lops or time differentials, in this case our solution indicates that we should be at 14,387.5 and 45,269.0 let's take a look at the loran and see what it says our position really is, Lorraine confirms our position by indicating that our current LLP is exactly where our traditional manual correction indicates we should be, how can we use our radar to confirm our position? Let's see what our distance to our bearing objects is from our current position, the power plant according to our divisors is approximately five nautical miles the water tank at Ozello is approximately the same when placing our radar in the eight mile range and at Moving our range marker to the five mile position we can see that both objects are the specified distance from us.

Another way is to include the use of the heading marker and take actual headings that are relative to the bow of your boat. Now these headings will have to adjust to your magnetic heading as follows. Oh by the way, we will also draw our radar headings as dotted lines on the chart and indicate them with the letters RB then we will put the degrees of the heading and indicate an M after that, for magnetic our first radar heading is towards the plant of energy, it is approximately 160 degrees from the bow by adding 160 degrees to our magnetic heading of 256 degrees and then subtracting 360 degrees when we exceed 360 we can determine that our magnetic heading towards our object is 56 degrees, it is quite close to our portable heading, which was 63 degrees using With the same procedure, we will take our radar bearing on the Water Tower, now it is also relative to the bow and this time it was 215 degrees.

Adding 215 degrees along with our magnetic heading of 256 degrees, we find that our radar magnetic bearing is 111 degrees. Again, this is close to our portable heading, which was 105 degrees now that we have confirmed our position by traditional electronic means. and modern, let me show you other ways to take bearings, these will be single object bearings, there are several ways to take Single object bearings are not as accurate as two object bearings, but they can give you your approximate position. The different types of single object bearings are the bow bearing and the beam bearing. The stroke correction doubles the angle at the bow.

Two bearings and they run between and two relatives. bearings Some of the important factors to remember in this type of observation is that the distances must be measured above the ground and your trajectory Dr must be compensated for the effects of drift and the trim must also keep your speed and heading constant throughout the entire process of observation. and beam heading the object of this observation is to use an object to quote taking two different headings these headings are taken at different times knowing the time between the headings and being able to calculate the distance traveled we configure our position we achieve a heading of the arc and the beam by shooting from two different angles at the same object, the first is when the object is 45 degrees from the arc, observe the heading at the time the second is when the object is 90 degrees from the arc again, observe the heading and the time from the information written in the table we can determine our time interval we can calculate our distance using the formula s multiplied by T divided by 60 equals D for the distance with this information we can create a triangle using our heading line, which is our Dr line as one of the legs, the basis of this heading is that the distance traveled between the headings is the same as the distance from the sighted object to your boat at the time of the second sighting, which is 90 degrees .

Let's try the Homosassa marker first. The heading is 135 magnetic degrees taken at 09:30 in the morning. Our second heading is 90 degrees and was taken at 0.945. Now we know that our interval between headings is 15 minutes and our ground speed according to our Loran is 14 knots using our formula of s times T divided by 60 which is for distance or 14 times 15 equals 210 divided by 60 which is equal to three and a half nautical miles now we can see our position since we have a Lop or line of position which is the direction of the beam and we know the distance traveled we have a position that is fixed remember that you can also use your radar system to taking the bearing using the techniques we learned earlier the goal of a running array is to use its first bearing line as the second bearing line when taking an array when a second object is not available first take a reciprocal bearing on an object drawing on the line and observing the magnetic heading and the second of time, run the same heading in speed for one hour, then move your previous position line forward, the distance you have traveled in our case is 14 nautical miles because that was our speed drawn on the line as a dotted line and Mark it Advanced Loop with the original heading time and the second heading time below the line now quote on a new object taking the reciprocal heading draw on that line where the actual heading ending direction and heading forward The cross lop is its approximate position by doubling the angle at the bow.

This method deals with the same basic geometric principle as the arch and beam bearings, namely that the distance to the object cited in the second sighting is the same as the distance traveled between the sightings. here is an example, if you take a heading that is 20 degrees from your arc and note the time, then you wait to take your second heading over that same object until the angle is 40 degrees or twice your arc and if your Travel time between headings was 20 minutes and you were traveling at, say, 10 knots, then you would have covered three and a third nautical miles.

Remember your TSD formula. Three and a third nautical miles would be the distance between the bearings, as well as the distance to the object at. the time of the second sighting, another method for a single object is two bearings and running between them, simply take the bearing of an object, observe the bearing and then wait until the angle with the same object has changed by more than 30 degrees . then repeat the heading after plotting both headings and calculating the distance traveled from the time interval. open the dividers for the distance traveled and then place the points in the only place where the points touch each heading line at the same time, this will give you the approximate position of the boat.

At the time of each bearing, one of the main problems when you are operating a boat is what do you do when you have a boat coming at you head on or one that is going to cross your guts, what we call a crossing situation or When you are going to advance, that is what we want to discuss now. We are going to show you the correct procedure to overtake. Road crossing and overtaking rules. We discuss three different types of overtaking situations, whichThey are crossing and overtaking, depending on. Where you are located determines what rules you are subject to, whether the internal or unified rules or the international rules.

An encounter situation is when two motor-powered vessels meet head-to-head, neither vessel has the right of way and both must alter course to starboard if necessary for a safe clearance here are the foreign situation signals that new vessels must not face each other and must be 22 and a half degrees above the beam when two motor vessels pass each other and are at risk of collision with the vessel on the starboard side you must keep clear here are the signs in overtaking situation: a boat approaching another from the stern in a direction that is 22 and a half degrees above the beam of the other boat and whose speed is greater so that the distance is shortening and is overtaking a boat slower, any ship overtaking another must stay out of the path of the cargo ship that is being overtaken once you are overtaking another ship, no change in course will make you a crossing ship, you must stay clear from the cargo ship here are the signs, well here we are, back to beautiful King's Bay on Crystal River.

We had a great trip today and yesterday to Tarpon Springs and back. How about some wonderful weather and not just Lenny but I think we demonstrated some really great coastal sailing techniques. We certainly tried traditional piloting techniques. We work with our radar. We worked with the loran and, above all, we have learned how to put them together and use one to confirm the other clues. We're taking us to the next kind of stage in navigation, aren't we? Yes, in fact, I think next time we'll start doing some celestial navigation and use some more sophisticated techniques. Okay, that's something you'll have to teach me.

I don't know anything about Celestial, we never did it together, okay, very good, we hope you enjoyed it with us. We sure enjoyed bringing you some of these techniques. Now I'll tell you what you have to do is go out and do it. them, take your boat, go out and enjoy some trips, see you next time, bye, see you, thank you now that you have learned modern coastal piloting techniques, you have also learned how important it is to use instruments that provide the highest degree of Accuracy Since 1850 Richie has been one of the leading manufacturers of magnetic marine compasses in the world today.

Boat owners can select a high-quality Richie compass that perfectly suits their navigation needs. Power or sale of runabouts to offshore racing sailors. o Maxi Sailor Richie even has a selection guide to help you choose and over 60 models to choose from. Richie also offers the Richie Portable Chart Table and Handheld Compass for easy charting. Richie products are available from quality marine dealers and mail order catalogs worldwide. For more information and the latest Richie catalog, please contact Burton Sherman, President of Richie and Sons Incorporated Oak Street Pembroke Massachusetts 02539