The Admiralty Manual of Navigation

UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA Captain’s Standing Orders (eg in moments of urgency such as risk of collision or grounding, or routinely to Conduct Pilotage, etc). b. Primary Purpose of the OOW. At sea, the OOW is the CO’s representative on the Bridge and his primary purpose is to ensure the safety of the ship in all its aspects, but especially from collision or grounding (see QRRN 3001.1). Unless otherwise directed by the CO, the OOW should remain at the Primary Conning Position to Con the ship (QRRN 3003.2). c. Formal Handover of the OOW. Except in the specific circumstances at Para 0830d below, whenever a handover takes place it must be carried out formally (see Para 0836) and concluded with the exchange: ‘You / I have the ship’ (see QRRN 3001.2). d. Responsibility of OOW in Relation to the CO. Whether the CO is on the Bridge or elsewhere, all the duties of the OOW remain with the OOW unless specifically directed otherwise by the CO (QRRN 3003.4a). If the CO gives a direct Conning order (or additionally in submarines a hydroplane, main ballast blow or ship system order normally given by the OOW), the CO shall be deemed to have taken responsibility for safety from collision or grounding from the OOW, although the OOW retains all the other responsibilities associated with Charge of the ship (see QRRN 3003.4b/4c). e. Responsibility of OOW in Relation to the NO during Pilotage. When the NO wishes to start giving direct Conning orders to conduct Pilotage of the ship, the NO must take over formally as OOW (see Para 0822g and QRRN 3001.4). The former OOW then becomes the NO’s (OOW’s) assistant by keeping a lookout, managing the Bridge organisation and dealing with matters of ceremonial and internal ship safety. f. Assumption by CO of OOW’s Responsibility for Ship Safety. Where the OOW cannot obtain information to accept responsibility for the ship’s safety (eg during Blind Pilotage, the CO should be prepared to relieve the OOW of these responsibilities (QRRN 0803.7). This may also be relevant when a Pilot has ‘full control’ of the ship (see Paras 0816d and 0838a/b). (This sub-paragraph is repeated from Para 0810f.) .....................g. Tasks of the OOW at Sea. (overleaf) 8-39 Change 3 g. Tasks of the OOW at Sea. The tasks of the OOW at sea compete for attention and the OOW will have to balance the importance of one task against another and allocate his time accordingly. The OOW must use the Bridge team fully, to allow concentration on tasks that require the OOW’s personal skills. The tasks of the OOW at sea are at QRRN 30023003 but may be summarised as follows: • Safety from Collision (see Para 0832) UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA • Safety from Grounding: Execution of the Navigation (see Para 0833) • Management of the Bridge Team and Ship’s Routine (see Para 0834) • Station-Keeping and Station-Changing (see Para 0835) • Reports to the Commanding Officer (see Para 0836). • Handovers (see Para 0837) • Role as the SSD OOW and During Flying Operations (see Para 0838) 8-40 Change 3 0831. Tactical Conning / Control Orders and OOW Veto UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA a. Conning Orders (see Note). In RN warships the OOW on the Bridge normally gives all Conning orders, except at Shelter Stations when they may be made from the Shelter Station. However, in SANDOWN class ships, the CO is authorised to Con the ship from the Ops Room when in PJC or AIO (NAUTIS CAAIS) Control; the CO may delegate this to the Mine Warfare Officer but the OOW then retains responsibility for ship safety. See BR 45 Volume 6 Para 1819f and QRRN 3003.13. b. Control Positions - General. The terms ‘Bridge Control’ and ‘Ops Control’ are used to indicate the position of the Command (or delegated Command if a PWO is closed up) and the method of Controlling the movements of the ship. In a non-tactical environment (eg single ship on passage), it is usual for a warship to be in Bridge Control but in a tactical situation with a PWO on watch, the CO may decide to change to Ops Control, depending on the intensity of operations (see QRRN 3003.12). c. Taking Bridge Control / Ops Control (see Note). In operational situations, Tactical Control of the ship (abbreviated to Control) may be exercised from the Bridge or the Ops Room. Whenever there is a change of Tactical Control, a formal verbal handover between the OOW and PWO must take place on Command Open Line (or equivalent), giving the ship’s course, speed and ‘Command Intentions’, plus the executive order ‘TAKE BRIDGE CONTROL’ /‘TAKE OPS CONTROL’ (as appropriate) which is always repeated back so that there is absolutely no doubt among the entire Command Team where Control of the ship lies. d. Ops Room Control Orders (see Note). When in ‘Ops Control’, the PWO may direct the ship’s movement by a general instruction (eg ‘Patrol your sector at ... knots’) or by ordering the OOW to ‘INCREASE / DECREASE ...’ (indicating the new speed in knots) and to ‘COME LEFT / RIGHT .... ’ (eg ‘COME LEFT 240’). The direction may be prefixed ‘SLOW’ or ‘HARD’. Although the precise meaning of these prefixes may be laid down in Standing Orders for particular ships, they are normally taken as follows: • • ‘SLOW LEFT / RIGHT’ - 10/ of wheel • ‘LEFT / RIGHT’ 20/ of wheel ‘HARD LEFT / RIGHT’ - 30/ of wheel - e. Tactical ‘Control’ - OOW Veto (see Note). The OOW has complete responsibility for the safety of the ship and although Tactical Control orders are made with Command Authority (and may indeed be spoken by the CO), the OOW has the authority to query, modify, delay or veto them if to obey would be unsafe (QRRN 3003.12). In the event of any situation which makes it unsafe for the OOW to obey any Tactical Control orders (or to continue to obey existing Control orders) the OOW must declare ‘OOW VETO’ on Command Open Line (COL), or equivalent, and take whatever manoeuvring action is required to keep the ship safe, explaining the situation to the PWO / Command as soon as possible afterwards. Control and Conning orders deliberately use different forms of words to achieve the same end, so that there is no risk of the helmsman misinterpreting a Control order for a Conning order and accidentally applying wheel or a change in speed without the OOW’s specific authority. Note. Paras 0831a and 0831c-e are also contained in BR 45 Volume 6, at Para 0183. UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA 8-41 Change 3 0832. OOW Safety from Collision The OOW’s primary responsibility is the safety of the ship in all aspects, but especially from collision or grounding (see Para 0830b and QRRN 3001.1). Proper and timely application of the International Regulations for Prevention of Collision at Sea (IRPCS) is the primary means of preventing collision at sea. In addition, there are special manoeuvring rules in ATP 1 for NATO ship engaged on operations or exercises (see Para 09090) and signals agreed under the ‘UK and Former USSR Mutual Safety Procedures’ (see Para 09091). The OOW’s detailed responsibilities for safety from risk of grounding are addressed at Para 0833. a. International Regulations for Prevention of Collision at Sea (IRPCS). All OOWs are required to have a thorough knowledge of the contents and application of the International Regulations for Prevention of Collision at Sea (IRPCS). Guidance on the application of the IRPCS is at Chapter 9 (Paras 09001-09136) and at BR 454 (A Guide to the Collision Avoidance Rules by Cockroft & Lameijer). The text of the IRPCS are contained at: • Annex 9A • BR 453 (A Seaman’s Guide to Rule of the Road) • BR 453-Supplement (A Seaman’s Guide Pocket Book of the IRPCS) • BR 454 (A Guide to the Collision Avoidance Rules by Cockroft & Lameijer) • NP 100 (The Mariner’s Handbook) b. Special Manoeuvring Rules for NATO Ships on Operations / Exercises. All OOWs are required to have a thorough knowledge of the contents and application of the special manoeuvring rules in ATP 1 for NATO ship engaged on operations or exercises. Guidance on the application of these special NATO rules is at Chapter 9 (Para 09090). c. UK and Former USSR Mutual Safety Procedures. All OOWs are required to be aware of the signals agreed under the ‘UK and Former USSR Mutual Safety Procedures’. The text of these signals is published in Admiralty Notices to Mariners (ANM) 7 of each year and amplifying guidance is contained in FLOOs (see Para 09091). d. Risk of Collision and Action to Avoid Collision. The OOW must establish if any ‘risk of collision’ exists, keeping the CO informed of situations where it does and taking appropriate action. Keeping a ‘proper lookout’ (Rule 5), proceeding at ‘safe speed’ (Rule 6) and using effective means to determine when a ‘risk of collision’ exists (Rule 7) are the three general measures necessary for establishing if any ‘risk of collision’ exists. The principles of ‘action to avoid collision’ are governed by Rule 8. The remaining rules define the terms used, situations in which various rules apply and the content of the detailed rules themselves. e. Reports to the CO and Immediate Action by the OOW. Standard occasions for calling the CO are at Para 0836 (see also Para 0810i). The CO’s Standing Orders will also authorise the OOW to make certain alterations of course and speed without further orders to UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA keep to the navigational plan or to avoid collision. If the OOW wants to alter outside these limits, the CO’s prior approval is required except in an emergency. In an emergency the OOW should take action first and then inform the CO. 8-42 Change 3 f. Bearing Movement of Other Ships. As soon as another ship is sighted, the OOW should take its bearing and continue to take bearings of it at intervals until sure either that the other ship will either pass well clear or that action is needed to avoid collision. Radar will give relative track, the rate of closing and the distance apart at the Closest Point of Approach (CPA). Visual appreciation of change is faster than radar, so the other vessel must always be watched closely. The OOW must cultivate a seaman’s eye by learning to estimate distances and assess how close ships will pass. g. OOW Lookout. The OOW should always wear binoculars and keep an alert lookout as required by QRRN 3003.7 and IRPCS Rule 5. The definition of lookout in Rule 5 of the IRPCS is comprehensive, including visual, radar, aural and radio (VHF etc) - see Para 09031 and Annex 9A. Although radar is an important navigational aid, the temptation to rely on radar and computer-generated tote information at the expense of a vigilant visual lookout should be resisted; the OOW is usually the only officer in the ship able to see the water around the ship and should make frequent binocular sweeps. The intended bearing and quarter should be checked visually before altering course. See also Paras 0813h, 0832h and 0834d. | h. Provision of Additional Lookouts. If manpower allows, dedicated additional lookout(s) should normally be closed up at night and in restricted visibility. If such manpower is not available the OOW is to: (i) Keep the Bridge Wing Doors open to detect sound signals. (ii) Detail other members of the Bridge team to undertake lookout function when the OOW is unable to do so personally; if none of these are available to do so, then additional personnel must be closed up. To retain alertness, a lookout should not be kept on watch for more than 20 to 30 minutes at a time. In deciding whether to close up additional lookouts, the following factors should be taken into account: • The state of the weather. • Visibility. • Traffic density. • The proximity of navigational dangers. • Passage through a traffic separation scheme. • The workload on the OOW. i. Information Flow and OOW Reporting Policy for the Ops Room. The OOWs should make full use of the tactical picture in the Ops Room (see Para 0826b). Good communication UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA between the OOW, PWO, CO and the NO is essential for maximum operational effectiveness and the OOW should pass all available visual sightings to the Ops Room in order to check and/or enhance the tactical picture. The OOW must pass clear instructions to the Ops Room on the policy for reporting contacts. The following should be considered: the weather, visibility, daylight or darkness, radar coverage, geographical position; ships in company; traffic density. See Chapter 11 for the voice procedures necessary to order contact reports. 8-43 Change 4 0833. OOW - Safety from Grounding: Execution of the Navigation Attention is drawn to QRRN Chapter 30. The NO will normally delegate the Execution of the Navigation to the OOW, when it is then the OOW’s task to keep the ship’s position and follow the navigational plan safely. The circumstances in which the NO may elect to Execute the Navigation personally are at Paras 0822a/b and at QRRN 1925. The transfer of the Execution of the Navigation between the NO and the OOW is always to be made formally by the phrases “You / I have the Navigation”, the CO is to be informed and the transfer is to be recorded in the Navigational Record Book (see Para 0822e and QRRN 1925.4). a. Familiarity and Verification of the Navigational Plan. Before taking over, the OOW must be familiar with the navigational plan for the watch. The OOW should check that the necessary charts to cover the area through which the ship will be passing during the watch are available and prepared correctly for use. In particular the course written against each track should be verified before each chart is used. b. Captain’s Sea Orders - Instructions for Execution of Navigational Plan. When familiar with the navigational plan and the charts of the area, the OOW should read the Captain’s Sea Orders for any specific instructions on how the plan is to be Executed and what reports to the CO are required. The OOW should also check that the Admiralty Sailing Directions (Pilots) and other appropriate publications are on the Bridge. c. Keeping the Ship’s Position. As far as is practicable, the OOW should be aware of the ship’s position (see QRRN 3003.5). Fixes, Dead Reckoning (DR) positions and/or Estimated Positions (EP) if appropriate, for suitable interval(s) ahead should be maintained on the Bridge chart (see BR 45 Vol 1 Chapter 8). The visual fix is the foundation of coastal Navigation, but the OOW must be capable of fixing by radar, radio aids or a combination of methods (see BR 45 Vol 1 Chapters 8, 9 and 15). Navigational marks should be identified as they appear and the NO and CO be informed if a light or mark does not appear when expected. No single navaid (especially GPS) should be relied upon alone; as far as practicable all available navaids should be used over a period and checked against each other. If the Geodetic Datum of the navaid(s) and chart(s) in use are NOT the same, an adjustment should be made (see Chapter 5). d. Records. When Executing the Navigation, the OOW is responsible for keeping sufficient navigational records so that the ship’s track can be accurately reconstructed (QRRN 3003.5). The OOW is responsible for ensuring that the Navigational Record Book and/or Record of Wheel and Engine Orders (RNS 0580 or Bridge Tape Recorder) UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA is completed and an extract of the navigational record is transferred to the Ship’s Log (see Paras 0823e-g). | e. Keeping the Ship on Track. Alterations of course and speed to counter the effects of wind, tidal stream and current have to be made to keep the ship on track and on time. The CO’s orders will give directions to the OOW on how far course and speed may be altered without consulting the CO. If it appears that the ship has strayed a large distance off track in a short time, the CO and NO should be called and the last fixes checked. | f. Control of NAVTEX. At sea, the control of NAVTEX is devolved to the OOW and | it is to be operated iaw BR 45 Volume 7 Para 0721. When outside NAVTEX range, the | procedures at BR 45 Volume 7 Para 0722 are to be followed, as directed by the NO. 8-44 Change 4 g. Checks on Navigational Equipment. The OOW should keep a close check on the navigational equipment: • Gyro Compass / Gyro Compass Stabiliser Errors. The OOW should check the gyro compass / compass stabiliser for error whenever there is an opportunity; this may be done by taking a bearing when two marks are in transit or by observing the bearing of the sun or a star at low altitude and comparing it with the calculated true bearing. NAVPAC 2 software provides a very quick and accurate calculated true bearing for any celestial body at any time; the traditional method of checking the compass when the sun is one semidiameter above the horizon by use of Norie’s Amplitude Tables is also a very quick and easy procedure. Comparison with the standard magnetic compass, if fitted at or near the Primary Steering Position may also indicate that a gyro error has developed. Any errors in the these equipments should be observed on various different courses and entered in the Navigational Record Book before being recorded in the Ship’s Log. The WEO should be informed if the errors are larger than laid down in the equipment specification. • Radar. The radar index error should be known and applied when taking radar ranges, particularly of close-range objects. The OOW should monitor radar picture quality on the Bridge (see Para 0827f). Display controls should be adjusted for optimum performance (see Para 0828) and any shortfall in performance should be reported for immediate maintenance action. • Radio Fixing Aids. GPS positions should NOT be assumed to be correct at all times. Although a sudden GPS error may cause an alarm condition, GPS is also perfectly capable of graceful degradation, causing a gentle drift away from the true position without any alarms (particularly if within range of shore TV transmitters or if jammed) and the OOW must be alert to detect this. • Echo Sounder. The echo sounder MUST be operated when approaching shallow water (see Paras 0813a/b/c, 0822i and 0838a-c); it is essential the | OOW knows whether the instrument is set to read from the waterline or from the bottom of the ship: depth from the waterline is the preferred option except those with substantially variable draughts (eg submarines and LPDs). UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA • Automatic Plotting Aids. Reliance is often placed on automatic plotting aids (eg SNAPS / ECDIS) to assist in keeping the ship’s position on the Bridge chart. The calculated course and speed required to make good the track on the chart should be compared frequently to that course generated automatically. h. Balance of Priorities. All the above tasks and those at QRRN 3002-3003 take time, and the OOW must balance the priorities of each according to the circumstances at the time. The guiding criterion is that ship safety is paramount: • The OOW should keep the ship free from risk of collision and be able to point to the ship’s latest fix and the DR or EP position on the chart at any time. • The ship should be fixed with a frequency to prevent it from running into danger before the next fix has been plotted, assessed and, if necessary, the ship manoeuvred clear. 8-45 Change 4 0834. OOW Management of the Bridge Team and the Ship’s Routine The OOW is responsible for managing the Bridge organisation and running the ship’s routine. If the OOW were to attempt to do everything personally this would result in the OOW becoming overloaded, thus detracting from the safe Conduct of the ship. A badly run Bridge may result in a possible collision, grounding or an operational failure and subsequent action damage. To achieve a smooth running Bridge, it is essential that all personnel are aware of their tasks and work together efficiently; the OOW must provide positive direction and leadership. Information should be passed swiftly and clearly, not only within the Bridge itself but also between the Bridge and Ops Room; where other outstations are closed up (eg Steering Gear compartment) they should also be kept informed as appropriate. Mistakes should not pass uncorrected as repeated errors are more likely to place the ship in danger. a. Conning and Delegation of Steering. The OOW usually orders the ship’s course and delegates the steering of it to the QM or Helmsman. When manoeuvring in close quarters situations or when berthing / unberthing, the OOW may need to Con directly rather than give courses to steer. There will also be times when the QM’s steering of courses will need to be supervised very closely by the OOW (eg during RAS or in Pilotage). See BR 45 Volume 6 Paras 0180-0189 for Conning procedures. b. Assistance in Operating Navigation Equipment. In busy operating periods, shallow water or when manoeuvring, the OOW may need assistance from other members of the Bridge team in operating navigational equipment such as the radar (see Para 0833g) and echo sounder (see Paras 0813a/b, 0822i, 0833g and 0838a-c). c. Chartwork Assistance. At times, the OOW may require assistance for chartwork; if the OOW’s workload becomes excessive, the NO or CO should be called at once so that help can be arranged (see Para 0822a). If the NO takes the Execution of the Navigation, then Paras 0822b/e apply. If a 2 nd OOW is employed for fixing / chartwork, he/she must be thoroughly briefed and properly supervised, especially if unqualified or UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA inexperienced. If employing a 2 nd OOW to carry out fixing / chartwork, the OOW should personally take and plot fixes at regular intervals, as a check on the 2 nd OOW’s work. d. Lookout. The safe movement of the ship depends on lookout by ‘... all available | means... ’ (see Paras 0813h, 0832g/h, 09031 and Annex 9A). • Bridge Personnel Assisting the OOW. All Bridge personnel should be tasked by the OOW to assist keeping a lookout when their other duties allow. • Dedicated Lookouts. When dedicated lookouts are closed up, they should be briefed personally by the OOW, kept informed about the ship’s activities during their time closed up and not employed as lookout for long periods (see Para 0832g/h). • Noise Hazard. When a noise hazard from the ship’s sirens exists, upper deck lookouts should be provided with ‘Peak Limiting Ear Defenders’ (NATO Stock No 5835-99-632-9763). The OOW should ensure that the ear defender’s batteries are fully charged and the lookouts are aware of how to operate them. • Ops Room Information. ‘Lookout’ includes obtaining appropriate information from the Ops Room. See Paras 0810g, 0826c, 0832i and 0834g. 8-46 Change 4 UK RESTRICTED UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA (0834) e. Tactical Communications. The OOW must be aware of tactical signals affecting the ship. If tactical communications are not manned on the Bridge, the OOW uses Command Open Line (COL), or equivalent, on a single-earpiece headset and long lead, in order to hear and contribute to the Command tactical picture. f. Noise Levels. The noise level on the Bridge should be low, so that acknowledgements from the QM and reports from lookouts, the tactical communications operator, the radar operator and the echo sounder operator can be clearly heard. g. Exchange of Information. The OOW is responsible for controlling the exchange of information to and from the Bridge when the ship is at sea. • Command Level Information Flow. The OOW should keep the CO, NO and PWO / OIC of the Ops Room informed of the current situation, and he should be clear about what reports are required by standing orders. • Bridge - Ops Information Flow. The OOW should give the necessary instructions to the OIC of the Ops Room (see Paras 0810g, 0826c , 0832i and 0834d) to ensure all the information needed is provided. • Bridge - SCC / MCR - Steering Gear Compartment Information Flow. The OOW should liaise closely with the SCC / MCR (and the Steering Gear Compartment when closed up) to ensure that the machinery configuration is optimised and any breakdowns are handled correctly. h. Ship Motion and Safety of Personnel . Guidance on the prevention of weather damage, precautions for heavy weather and considerations necessary for the ship’s company is at BR 45 Volume 6 Paras 0620-0621. Further advice on shiphandling in heavy weather is at BR 45 Volume 6 Paras 0630-0636 / 0640-0642. • Manoeuvring. In calm weather, and particularly at meal times, the ship’s company should be warned of any alteration of course that will cause the ship to heel. In heavy weather, a warning should be broadcast of the intention to alter course a few minutes before doing so; this is especially important when about to turn across a Sea or Swell (see BR 45 Volume 6 Para 0621f). • Personnel on the Upper Deck. Precautions necessary for personnel on the Upper Deck are at BR 45 Volume 6 Para 0621e. The OOW must constantly note the weather, particularly in the tropics where calm periods may suddenly be broken by heavy squalls with consequent risk to Upper Deck parties. i. Watertight Integrity. Before evolutions or manoeuvres take place the OOW must order the appropriate NBCD Condition (eg Condition Y). This should be done whenever the risk of collision or grounding increases above the normal level (eg in bad visibility, or in confined waters). If collision or grounding is imminent, the OOW should order all ‘Red Openings’ to be closed and send the ship to Emergency Stations (see BR 134 Case 301(B) UK RESTRICTED 8-11 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA and particularly Paras 0306a / 0307a therein). Changing of the current NBCD State (ie 1, 2 or 3) is NOT normally appropriate. Note. When increasing the NBCD Condition (eg From Condition X to Condition Y), in some circumstances it may be appropriate to close up SSDs / modified SSDs / RAS SSDs. (0834) j. Management of On-Watch Personnel. The OOW has responsibility for management of on-watch personnel where their activities have an impact on ship safety. • Rating in Charge of the ‘Watch on Deck’. The rating in charge of the ‘watch on deck’ (a traditional term now largely overtaken by severely reduced manning levels) should detail lookouts (including a stern lookout if necessary), the Swimmer of the Watch (SOW) and helmsmen, as appropriate to the class of ship and the manning state in force at the time. In most ships, the ‘watch on deck’ usually comprises ratings closed up at their operational posts and the rating in charge may often be the rating in charge of the watch in the Ops Room. At the beginning of the watch, the rating in charge of the ‘watch on deck’ should check that the seaboat is ready to be manned and lowered, the whereabouts of the members of the seaboats crew, and that they can leave their operational posts with the minimum disruption if the seaboat is required. • Rounds. During night watches, rounds must be carried out to check the integrity of the NBCD Condition, and for any equipment that has become unsecured, leaking hatches or potential fire risks. In heavy weather or when in NBCD Condition Y , rounds are necessary by day as well and their frequency may need to be increased (see also Para BR 45 Volume 6 Para 0621c/d). • Upper Deck Safety at Night. As lifebuoy sentries are no longer required in RN warships except during hazardous evolutions, the Upper Deck is normally out of bounds at night and special precautions will be necessary if any Upper Deck inspections are required. See also BR 45 Volume 6 Para 0621e. • ‘Man Aloft’. Personnel working aloft (referred to as ‘man aloft’ - a traditional term which applies equally to both genders) must use the appropriate safety harness and the current ‘man aloft’ tag-out routine to avoid Radiation Hazards (RADHAZ) from rotating aerials and transmissions. k. Administration and Routine. At sea, the ship’s administration and routine is controlled from the Bridge under the direction of the OOW. This includes the safety of exposed personnel and equipment (see Para 0834h), placing the upper deck in / out of bounds and initiating preparations for evolutions (eg Casex, Flying, SSDs for RAS and entering harbour etc). The ship’s routine must be kept to time and warning given if any change has to be made to it. Heads of Department must be told as early as possible if there is a change to the ship’s programme. UK RESTRICTED 8-12 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA l. Emergencies. The Bridge organisation must be capable of reacting to emergencies which may range from equipment, machinery or steering breakdowns, fire, MOB, aircraft accident, action responses (TCMs) etc. The procedures for Bridge responses to these emergencies are contained in the Bridge Emergency Cards (see Para 0825d and Annex 8E); they should be exercised regularly so that the whole Bridge team are familiar with them. 0835. OOW - Station Keeping and Station Changing When in company, the OOW should keep in the ordered Station, inform the CO of any tactical and manoeuvring signals received, and change Station or formation only under the CO’s supervision or with his approval. When in formation or in a screen, Station-keeping is an important task for the OOW; the position, course and speed of the Guide, the behaviour and proximity of the nearest ships, the weather and visibility and the equipment available must all be considered. The OOW must know how to solve the Relative Velocity (Rel Vel) problems for changing Station. The Ops Room will often be able to provide the OOW with help for long-range manoeuvres (eg courses to intercept or major screen changes) but their equipment does NOT take Turning Data or Acceleration / Deceleration into account and is thus NOT appropriate for ‘OOW Manoeuvres’ type of Station changing. Full guidance on the shiphandling aspects of Station-keeping and Station-changing is at BR 45 Volume 6 Chapter 4. a. Difficult Formations. Station-keeping on a line of bearing is more difficult than keeping Station in column or line abreast. If the ship gets out of Station, calculate the relative movement that is required to regain Station and from that deduce the alteration of course or speed that should be made. OOWs should practice solving these problems in theory to become familiar with the alterations required. b. Station-Keeping on a Manoeuvring Guide. It will often be found helpful to plot the position course and speed of the Guide on the chart as well as one’s own ship, particularly if the Guide is manoeuvring frequently or carrying out a Zig-Zag plan over a protracted period. After an alteration of course and speed by the Guide, the DR(s) / EP(s) on the chart should be updated. c. Procedure on Receipt of a Manoeuvring Signal. Irrespective of whether tactical communications are manned on the Bridge or in the Ops Room, the OOW must be informed of the content and meaning of all manoeuvring signals received. The OOW must know in advance exactly what has to be done when the signal is executed and should inform the CO in good time, particularly if the CO is not on the Bridge. Before the signal is executed, the OOW should look for any ships nearby that might get in the way and be prepared to act on the appropriate IRPCS (see Chapter 9) or ATP 1 rule (see Para 09090), to prevent collision. While the manoeuvre is in progress, the OOW should listen carefully to reports made by the Ops Room and take action if a dangerous situation is seen to be developing. 0836. OOW - Reports to the Commanding Officer The OOW is NOT expected to deal with every situation himself; there will be a number of situations where the OOW does not have the necessary experience to take safe action. The OOW must therefore call the right person in sufficient time to provide the necessary advice and guidance. The usual person to call in such circumstances is the CO, UK RESTRICTED 8-13 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA and the OOW should never be afraid to do so. The CO’s Standing Orders will give clear directions on when the CO is to be called and will usually emphasize that the CO is always to be called if the OOW has any doubt whatsoever. The CO will normally require to be informed of the progress of the Navigation and to be called iaw with Standing and Sea Orders, which should include: a. b. Standard Occasions to Call the CO - Navigation • On sighting or detecting of any ship likely to pass within 2 miles (or as otherwise ordered by the CO). • On observing a vessel with which there is a risk of collision. • On altering course to avoid danger, or when recommending that an alteration of course or speed should be made. • On altering course to conform with the navigational plan. The CO may sometimes amend this requirement. • If set off track by a distance specified in Standing or Sea Orders. • On failing to detect / sight land or navigational marks by the expected time or if detected / sighted unexpectedly. Standard Occasions to Call the CO - Operational Situation • On receipt and execution of any signal ordering a change in speed, course or Station. The OOW should also report the intended action for such signals. • On the sighting /detection of warships other than those presently in company. • If difficulty experienced in keeping Station or if a ship nearby is out of Station. c. Standard Occasions to Call the CO - Weather. The OOW must report any change in the weather, particularly if it is likely to become worse. Consideration should be given to any need to adjust the ship’s course and speed either to maintain the speed of advance or to avoid weather damage. d. Other Standard Occasions to Call the CO • At Sunset. At sunset the OOW switches on navigation lights unless ordered not to do so and reports to the CO. If the ship is darkened the OOW must ensure no lights show outboard, sending personnel to check from time to time. • Any Emergency Situation. Any emergency situation must be reported to the CO as soon as it occurs, rather than when it has become critical. UK RESTRICTED 8-14 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA • Defects. The CO must know of the occurrence of any defect that may affect the safe Conduct or the operational capability of the ship. • Doubt. The CO must be called if the OOW is in any doubt whatsoever. 0837. OOW - Handovers a. Advance Preparations. Before keeping a watch at sea, potential OOWs must acquaint themselves with the ship’s manoeuvring characteristics, the Bridge layout, how to operate all the Bridge equipment, communications, instruments and controls, including details of all ‘knobs and switches’ and the use of Bridge software packages. Standard operating procedures from the Bridge File and emergency procedures from the Bridge Emergency Cards should also be studied and committed to memory before taking a watch (see Para 0825d and Annex 8E). b. Pre-Watch Briefing in the Ops Room. Before going to the Bridge to take the watch, the relieving OOW should visit the Ops Room for a briefing by the OIC of the Ops Room on the shipping situation (and tactical situation if appropriate). c. Summary of Handover Procedure. On arrival on the Bridge, the relieving OOW should read Captain’s Sea Orders. The outgoing OOW should hand over the navigational, tactical and internal ship situations using the following procedures. d. Navigation Handover. The outgoing OOW should turn over the following information to the relieving OOW: • Fix. The last fix (the relieving OOW should personally take and plot a fix). • PIM. The DR / EP and the intended track. • Set. Any tidal stream, current or set experienced with the course being steered to counter it. • Fixing Marks. The fixing marks being used (the relieving OOW should compare their characteristics with those on the chart, so that he/she is confident of their identity). • Buoys. Any buoys that are nearby (the relieving OOW should compare their characteristics with those on the chart, so that he/she is confident of their identity). • Raising Landmarks / Lights. If a landfall is to be made, the times that lights or landmarks are expected to be sighted. • Depth and Echo Sounder. If in shallow water, the current depth of water and that expected, and any orders in force for the echo sounder operator (the relieving OOW should compare the charted depths to those displayed on the echo sounder). • Radar Picture. The salient features of the navigational radar picture. UK RESTRICTED 8-15 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA • Radar Operation. Any orders that have been given for radar operation / silence / restrictions. • Weather and Shipping Density. The weather forecast and the expected density of shipping, and any effect that these may have on the Navigation. • Navigation Lights. At night, the relieving OOW should confirm that the navigation lights are burning. (0837) e. Tactical Handover. The outgoing OOW should turn over the following information to the relieving OOW: • Shipping Sitrep < Visual Sitrep. Point out all nearby ships and craft, emphasizing those exhibiting special lights or shapes, or those with whom a collision risk situation is likely to develop. < Radar Sitrep. Point out all contacts with their range, bearing and CPAs. < Ops Room and Lookout Reporting Instructions. Any reporting policy or specific instructions given to the Ops Room or Lookouts. < Outstanding Command Reports. Any shipping contacts not yet reported to the CO. • Task Force / Group or In Company Sitrep (as appropriate to circumstances) < Ordered Station. • • < Stationing Speed. < Tactical Diameter (plus the wheel required at Stationing Speed). < Guide’s identity, position, course and speed. < Any Zig Zags in force and times / courses for next alterations. < OTC’s night intentions signal. < Any unexecuted tactical signals. < Method of tactical communications in force (radio, light, flags). < EMCON plan in force and any changes forecast / likely. Exercise Sitrep (only applicable if an exercise is in progress or planned). < Any flying operations intended. < Any planned gunnery, missile or ASW exercises intended. Rendezvous Sitrep (only applicable if a rendezvous is planned). < Rendezvous position and time. < Speed required to achieve the rendezvous. UK RESTRICTED 8-16 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA < Composition, identity and type of unit(s) joining / being joined. < Course and speed of unit(s) joining / being joined. < Means of mutual identification required for unit(s) joining / being joined. < Communications intended for unit(s) joining / being joined. < Rendezvous plan and CO’s instructions for its execution (eg joining from directly ahead, joining obliquely, joining on steady bearing etc). See also BR 134 Case 201 - collision between DD and merchant ship during a rendezvous. UK RESTRICTED 8-17 Change 3 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA (0837) f. Internal Ship Situation Handover. The outgoing OOW should turn over the following information to the relieving OOW: • Command Whereabouts. the CO. The whereabouts and means of communicating with • Bridge or Ops Control. Whether the ship is in Bridge or Ops Control (see Para 0831c and BR 45 Volume 6 Para 0183a). Any instructions to the PWO concerning Bridge or Ops Control will usually be in the CO’s Sea Orders. • Tactical Communications Control. The nature of tactical communications in use and whether being Controlled from the Bridge or the Ops Room. • NAVTEX. The NAVTEX areas and Subject Index Characters selected should | be checked by the oncoming OOW, by pressing the NAVTEX receiver ‘Print | Status’ button and checking the settings shown on the printout against those | handed over (see BR 45 Volume 7 Para 0721). | • Radar State and Availability. navigation. • Aircraft Alert State. Alert state of the aircraft. • Bridge or SCC / MCR Control. Whether the propulsion machinery is in Bridge or SCC / MCR control (see BR 45 Volume 6 Para 0183a) • Machinery State and Availability. Machinery state, availability of machinery and machinery limitations. • Ship’s Course, Speed and Engine Power Handover. The relieving OOW should check that the correct course is being steered and that the correct propulsion power for the speed ordered is set. • NBCD State and Condition. The current NBCD State and Condition, the reasons for it and any planned changes (see Para 0834i). • ‘Watch on Deck’. The availability of hands for use as ‘watch on deck’ and Swimmer of the Watch (see Para 0834j), and which ship’s boat is ready for use as seaboat • RADHAZ / ‘Man Aloft’. The current and intended RADHAZ / ‘Man Aloft’ situation (see Para 0834j). • Additionally in Submarines: Radar state and availability of radars for < The state of the ship’s systems < The state of buoyancy g. Acceptance of Handover. When satisfied, the relieving OOW should take over the watch by saying ‘I have the ship’ (see Para 0830c and QRRN 3001.2) and the outgoing OOW should initial the Ship’s Log (see Para 0823g) UK RESTRICTED 8-18 Change 4 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA OOW 0838. OOW Roles - Entering / Leaving Harbour, Blind Pilotage, RAS and Flying Ops When Special Sea Dutymen (SSD) are closed up, the CO and NO will be on the Bridge. On other occasions (eg Flying Operations) the CO and/or NO may also be on the Bridge. The OOW role in these situations varies with the circumstances, as follows. a. OOW on Entering Harbour. There are several distinct phases when entering harbour and the OOW’s responsibilities change progressively, as follows: • Approaching Land. On approaching land, the times for closing up SSD / Cable Party / increasing the NBCD Condition / changing machinery state / Harbour Stations etc will have been planned by the NO, but the OOW is responsible for implementing this and making all the routine preparations. The OOW should ensure SSD are closed up (see Annex 8E), and that the ship is NOT entering potentially hazardous waters insufficiently prepared. The NO and CO should be called if in any doubt. • Echo Sounder. The OOW should ensure that the echo sounder is running and manned, with the paper trace switched on, in good time before the ship enters shallow water (see Paras 0813a/b/c, 0822i and 0833g) • Anchors. The OOW should ensure that the anchors are ready for letting go and see that all the necessary communications are manned. • Steering. Once SSDs are closed up, changing to aft control of steering should be exercised, provided that it is navigationally safe to do so (see Para 0813i); it should be possible to change to and from after steering in 9 seconds. • NO Execution of Navigation. As the ship gets closer to land, the NO will formally take over Execution of Navigation (see Para 0822b), leaving the OOW with Conning and Charge of the ship (see procedure at Paras 0822e, 0833 and QRRN 1925.4). • NO Becoming OOW. On entering Pilotage waters, the NO will usually take the Con to Execute the Pilotage plan directly. On taking over the Con, the NO assumes Charge of the ship and must formally take over as OOW (see Paras 0822g, 0830e and QRRN 3001.4). The previous OOW then becomes the ‘Assistant OOW’, although is often referred to colloquially as ‘OOW’. • Duties of Previous OOW as ‘Assistant OOW’. The Assistant OOW’s duties then are to man COL and act as an active link between the Bridge, the Ops Room anti-collision plot and the BPSO, to watch out for shipping in the vicinity and report their movements, manage the Bridge organisation and otherwise assist the NO (OOW). • Civilian or Admiralty Pilot Embarked. If a Pilot is embarked, he will usually be in an ‘advisory’ role and to control tugs (see Para 0816). In this case, either the OOW or NO will retain Charge of the ship. However, the Pilot may be given ‘Full Control’ (see Para 0816) and will Con the ship. In such cases, the CO has the responsibility for removing the Pilot from ‘full control’ if | | UK RESTRICTED 8-19 Change 4 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA OOW the ship is endangered (see Para 0816f). Although the NO / OOW can advise the CO, it is outside their authority to intervene directly. Thus it may be appropriate for the CO to take legal Charge of the ship personally (see Para 0810f and QRRN 0803.7) while the Pilot is in ‘full control’. b. on Leaving Harbour. There are several distinct phases when leaving harbour and the OOW’s responsibilities change progressively, as follows: • Closing Up. The OOW should be on the Bridge before SSDs close up, to accept reports and check that the preparations for sea have been made. The OOW should ensure that SSD are closed up on time and that the NY has provided all the appropriate navigational charts, books, instruments and equipment, using a check list (see Para 0825b and Annex 8E). • Testing Steering and Propulsion Control. The OOW should ensure that steering, sirens (and in some ships, also propulsion control) have been tested by SSDs before the ship gets under way (see Para 0813i). In particular, the | change to aft control of steering should be exercised; in most ships with SSD closed up it should be possible to achieve this in 9 seconds or less. • Echo Sounder. The OOW should ensure the echo sounder is running on the same basis as at Para 0838a(opposite). • Reporting Checks Complete. When SSD have closed up, steering systems (and in some cases propulsion) has been tested, and the appropriate check off list has been completed (see Para 0825b), the OOW should report this to the NO (prior to the NO making ‘Ready for Sea’ report to the CO - see Para 0810b). • Singling Up. In most ships, propulsion power should be immediately available before berthing ropes are singled up or cable shortened in. Where this is not possible (ie ships with direct drive systems) it is advisable to have tug(s) connected or standing by, particularly in adverse weather or where strong tidal streams exist. The OOW should make certain that the propellers do not apply thrust while singling up is in progress. • CO / NO Taking Charge of the Ship. On slipping or weighing, the CO will usually take Charge of the ship, turning Charge over to the NO for Pilotage when satisfied that the ship is safely clear of the berth. During this phase, the SSD OOW becomes the ‘Assistant OOW’ (although is often referred to colloquially as ‘OOW’) and carries out the same duties to those of the ‘Assistant OOW’ entering harbour (see Para 0838a opposite). • Civilian or Admiralty Pilot Embarked. If a Civilian or Admiralty Pilot is embarked, the same considerations apply as for entering harbour (see Para 0838a opposite). • NO Execution of Navigation. When clear of Pilotage waters, the NO will handover Charge of the ship to the OOW, but may retain the Execution of the Navigation until the ship is safely to seaward. The length of time that the NO UK RESTRICTED 8-20 Change 4 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA OOW retains the Execution of the Navigation depends on the density of shipping and the difficulty of Navigation (see Para 0822b). • OOW Execution of Navigation. Once the NO and OOW are satisfied that the Execution of Navigation can be properly undertaken by the OOW, it should be handed over formally (see procedure at Paras 0822e, 0833 and QRRN 1925.4). (0838) c. OOW during Blind Pilotage. On closing up Blind Pilotage teams, SSDs / Cable Party will almost certainly be required as well, and some (or all) of the other preparations for entering harbour will also be required (see Para 0838a) . The OOW should ensure that the ship is NOT entering potentially hazardous waters insufficiently prepared. The NO and CO should be called if in any doubt. In the event of restricted visibility which prevents visual Pilotage, the other roles of the OOW are substantially altered, as follows: • OOW Conning the Ship. In Blind Pilotage, instead of acting as ‘Assistant OOW’ and carrying out the role of ‘active link’ on COL between the Bridge (CO and NO), the Ops Room anti-collision plot and the BPSO (see Para 0838a/b), the OOW Cons the ship. • OOW / CO Charge of the Ship. The OOW may also have Charge of the ship, while monitoring COL on loudspeaker (see Note below). If the OOW has Charge of the ship, he/she may exercise the authority to veto or modify Control instructions from the NO (see Para 0814e and QRRN 1924.2) but will usually have insufficient visual information to do so. In such circumstances the CO should consider taking Charge of the ship (see Para 0810f and QRRN 0803.7) and delegate the Con back to the OOW. Note. In Blind Pilotage, the NO takes the COL headset and conducts Blind Pilotage of the ship as Blind Pilotage Officer (BPO), keeping up a coordinated commentary to the CO (who will also be on COL), together with the Ops Room anti-collision plot and the BPSO. If at all possible the OOW should also have a COL headset but must otherwise use a COL speaker and microphone. The NO passes Control orders to the OOW via COL for the manoeuvring of the ship. • Visual and Aural Information. The OOW in Blind Pilotage is a key source of such visual and aural information as is available, for the BPO / BPSO (eg buoys coming visual, sound signals heard etc). As well as keeping a good look-out personally, the OOW is responsible that the lookouts are fully briefed on the reports required from them and that the correct sound signals are made. • Echo Sounder. The OOW should ensure the echo sounder is running on the same basis as at Para 0838a. (0838) d. for RAS Operations. It is usual for the on-watch OOW to remain closed up for RAS as the RAS SSD OOW, as the pre-RAS and post-RAS phases can be extensive. The ship is not likely to conduct RAS operations in Pilotage waters and the critical manoeuvring of the ship is normally carried out by the OOW under the supervision of the CO or NO, or by the CO or NO personally. UK RESTRICTED 8-21 Change 4 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA • OOW RAS SSD Preparations. The times for closing up RAS SSD, increasing the NBCD Condition / changing the machinery state / sending hands to RAS Stations etc will have been planned by the NO and XO, but OOW is responsible for implementing this and making all the routine preparations. The OOW should ensure RAS SSD are closed up in sufficient time (see Annex 8E), and that the ship does NOT enter a potentially hazardous manoeuvring situation insufficiently prepared. The NO and CO should be called if in any doubt. • Upper Deck Preparation Phase. The upper deck preparations for RAS may take some time. When a RAS is imminent, the first consideration by the OOW is the safety of personnel on the upper deck from ship motion, sea and weather. If conditions on deck are dangerous, the OOW must draw this to the CO’s attention, so that additional precautions can be taken; on some occasions, another (perhaps down-sea) course may have to be chosen. However this may conflict with the need to close the Underway Replenishment Group (URG) quickly, particularly in a tactical environment. If in any doubt the OOW should immediately consult the NO and CO. • Propulsion Checks. Once RAS SSD are closed up, the appropriate RAS propulsion state should be ordered / confirmed with the SCC / MCR, propulsion control instruments checked and communications tested. • Compass Checks. Accurate steering is required for all types of RAS, so the OOW should compare the compass repeaters including those in the Steering Gear Compartment. A ‘Reciprocal Compass Check’ should be carried out between the Delivering and Receiving Ships (see BR 45 Volume 6 Para 0511f). • Steering Checks. Once SSDs are closed up, changing to aft control of steering should be exercised provided that it is navigationally safe to do so (see Para 0813i); in most ships it should be possible to achieve this in 9 seconds or | less. • Range Taker. A ‘range taker’ (often a Young Officer) is needed for the RAS Approach. This officer should be carefully briefed on the requirement and the distance meter prepared for use (see BR 45 Volume 6 Para 0511). • Rule of the Road. A ship engaged in RAS (ie connected up) is considered ‘a vessel restricted in her ability to manoeuvre’ under the IRPCS. The OOW must therefore arrange for the lights or shapes required by IRPCS Rule 27 to be exhibited (subject to any darken ship requirements). • Flag Signals. The OOW should supervise the working of ‘Flag Romeo’ (prior to the RAS Approach), ‘Flag Bravo’(when fuel or explosives are being transferred) and the ‘Prep’ pendant (to indicate the time of disengaging). (0838d) • Charge of the Ship during the RAS. The OOW will turn over Charge of the ship to the officer who will be Conning the ship on the RAS Approach and during the RAS. The previous OOW then becomes the ‘Assistant OOW’, although is often referred to colloquially as ‘OOW’. UK RESTRICTED 8-22 Change 4 UK RESTRICTED BR 45(4) CONDUCT OF THE SHIP AND BRIDGE MANAGEMENT AT SEA • OOW Duties of Previous OOW as ‘Assistant OOW’ during RAS. The ‘Assistant OOW’ retains all the OOW’s tasks other than Conning. In particular, the Assistant OOW is to supervise the QM (although may not give any Conning orders), continue the Execution of the Navigation (especially looking ahead to identify any navigational constraints which may affect the URG), keep a proper lookout, act as a link between the Bridge and the Ops Room (Surface Plot / PWO) for shipping and tactical information, and to supervise the compilation of the appropriate navigational records (see Para 0833d). The ‘Assistant OOW’is to advise the CO / NO of any shipping or other constraints which will affect the URG. • On completion of the RAS - Checking the Quarter. Prior to the breakaway the ‘Assistant OOW’ should check the disengaged quarter for shipping and report this to the CO / NO / officer Conning the ship. • On completion of the RAS - Charge of the Ship. Once clear of the URG, Charge of the ship will be returned to the ‘Assistant OOW’ who becomes the OOW again. • On completion of the RAS - Safety of Upper Deck Teams. During and after the breakaway after the RAS, personnel will be working on deck securing the RAS point and guardrails may not have been restored. The OOW must take particular care to ensure that the upper deck teams are not hazarded by excessive speed or rates of turn. e. for Flying Operations. The times for ‘Prepare for Flying’ and ‘Flying Stations’, etc will have been planned by the NO and PWO, but the OOW is responsible for implementing this and making all the routine preparations. The OOW should ensure ‘Prepare for Flying’ and ‘Flying Stations’ are achieved in sufficient time (see Annex 8E), and that the ship does NOT enter a potentially hazardous aviation situation insufficiently prepared. The NO and CO should be called if in any doubt. • Charge of the Ship. operations. The OOW will usually retain Charge of the ship for flying • Safety of Aircraft on Deck and Flight Deck Teams. During ‘Prepare for Flying’ and ‘Flying Stations’, and particularly when turning to or from the flying course, the OOW must ensure the safety of the aircraft and flight deck teams. In particular, whenever the aircraft is ranged on deck care should be taken to ensure that water does not break over the flight deck, as this can cause significant damage even if the aircraft is shut down. • Flying Course. Once committed to launching or recovery of aircraft, the ship will have to stay on a steady course so the OOW should note any shipping or navigational hazards that may become an embarrassment after turning to the flying course. The OOW should be alert for any changes in the wind and their effect on the cone of flying courses. • Aircraft Emergencies. The OOW must be fully conversant with all Bridge procedures for aircraft emergencies. UK RESTRICTED 8-23 Change 4