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Pardon me, I thought of that as well that maybe there was something lost in translation. I've never known a USN or USCG vessel to deviate from those rules out o
by yardie 9y ago
Pardon me, I thought of that as well that maybe there was something lost in translation. I've never known a USN or USCG vessel to deviate from those rules out of courtesy. Since sailing is an international experience you want to adhere to ColRegs as close as possible. Because an action might be interpreted the wrong way and then an accident can happen.
Unlike other opinions. USN vessels are not invisible. While they don't transmit AIS they're easily painted under radar and even consumer radar can calculate a vessels CPA using ARPA/MARPA.
ColRegs are easy to understand and it works in the 2D coordinate space. If we are bearing down on each other ColRegs say we both turn right. And that's all there is to it. Now, there are other regs for all types of scenarios; powered vs sail, sail vs sail, powered vs towed, etc. I believe TCAS is overkill for a situation that can be sorted out with 10 seconds of VHF.
- killjoywashere 9y ago> I've never known a USN or USCG vessel to deviate from those rules out of courtesy Ah, not out of courtesy. More out of just pointedly staying away. See, on most USN ships, the OOD has to call the CO if any ship's CPA is within 5 miles, or some other parameters are violated (you deviate from course more than 10 degrees, more than 10 degrees rudder, etc). So the game is to use all the leeway you have to avoid any situation that would require the captain's attention. So, at least in my day, we kept ourselves engaged at night that way. The Fitzgerald's situation, I can at least understand why the CO wasn't on the bridge. For the McCain, where was the CO when the ship was in the Strait? What else on that ship could have possibly been more important than navigating the Strait?