1

Learning objectives:
Know the terminology used to
describe a naval ships tactical
characteristics.
Apply proper procedures in the use
of advance and transfer to determine
turn bearings during precision
piloting.
Apply correct procedures in setting
up the approach plot for anchoring.
Know the terminology associated
with precision anchoring.
Lesson 13: Precise Piloting and
Anchoring
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Plot a DR Position at
Every Course Change
larger the vessel = more time and distance
required for either course or speed change to be
effected
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Handling Characteristics
Definition
Advance
Transfer
Turning Circle
Tactical Diameter
Final Diameter
5
Handling Characteristics
Rudder
Rudder Angles
Angle of Turn
Tactical Data folder
Turn Tables
6
Ships Handling Characteristics:
Ships do not instantaneously adjust to a new course or speed. When operating in
open ocean, the time and distance to make a course or speed change can be
regarded as negligible as the ship has ample room to maneuver and drastic
changes are not common.
Precise piloting: When plotting and directing the movements of a vessel, vessels
turning diameter, time to turn, and acceleration/ deceleration rates must be taken
into account. This process is known as precise piloting.
Engaged in maneuvering of high precision I.E. DIVTACS, ANCHORING
Handling characteristics The attributes of a particular vessel relating to its
performance in making turns at various rudder angles and speeds, and in
accelerating and decelerating from one speed to another. In the case of warships,
these characteristics are referred to by the more specific term tactical
characteristics.
Every warship has a set of tactical characteristics peculiar to itself; even
warships of the same class often differ to some extent in the manner in which
they respond to a given rudder angle or engine speed change.
Turning characteristics: The handling or tactical characteristics of pertaining to a
ships performance during turns.
Advance is the distance gained in the direction of the original course until the
ship steadies on its final course. It is measured from the point at which the
rudder is put over, and will be at a maximum for a turn of 90 degrees.
Precise Piloting and Anchoring
7
Transfer is the distance gained at right angles to the direction of the original
course until the ship steadies on its final course.*
The turning circle is the path followed by the point about which the ship seems
to pivot (called the pivot point) as it executes a 360 degree turn. Every rudder
angle and speed combination will normally result in a different turning circle.*
Tactical diameter is a naval term referring to the distance gained at a right
angle to the left or right of the original course in executing a single turn of 180
degrees. Tactical diameter can be thought of as the transfer for a turn of 180
degrees.; it will be different for each rudder angle and speed combination.
Final diameter is the diameter of the turning circle the ship would describe if it
were allowed to continue a particular turn indefinitely. For all but a few small
ships, the final diameter will always be less than the tactical diameter, due to
the initial kick of the ship away from the direction of the turn.
Standard tactical diameter is a predetermined tactical diameter established by
various tactical publications, most notably ATP 1 Volume 1, for each ship type.
It is used to standardize the tactical diameters for all ships by ship type, and
finds its most extensive application when maneuvering in formation.
Standard rudder is the amount of rudder necessary to turn a ship in its
standard tactical diameter at standard speed. It varies with the ship type, and
also with the class of ship within a particular type.







Precise Piloting and Anchoring
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Advance
with 90 deg
change of
heading
Transfer with 90 deg change of heading
SHIP TURNING
CHARACTERISTICS
(Advance/transfer distance varies with
Ship speed and rudder angle)
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TURNING CIRCLE EFFECT OF CHANGE IN
RPM DURING TURN
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CHANGE OF RPM
SLOW AHEAD
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Angle of turn is the horizontal angle through which the ship swings in executing
a turn, measured from a ships original course to its final course.











All of the above data as well as acceleration/ deceleration rates can be found in the
ships tactical data folder.
Turn tables are contained in the ships tactical folder. They contain turning
characteristics for the ship for various rudder and speed changes.













Precise Piloting and Anchoring
Final Diameter
Tactical diameter
Trans
for 45
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Trans
for 90
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Rudder
put over
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Maximum
Advance
Original
Heading
Advance
at 90
Change of
Heading
Transfer
at 90
Change of
Heading
Tactical Diameter
Transfer at 180 Change of Heading
Maximum Transfer
Path
of CG
Rudder
starts to
move
'Steady Turn' Radius
( Half 'Final Diameter' )
Heading
Drift
Angle
Direction
of Motion
Ship starts
to turn
TURNING
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Example of Standard Tactical Diameter Table @ 15 knots requiring
standard degree rudder:
Angle of Turn Advance Transfer
15
o
180 18
30
o
230 30
45
o
270 60
60
o
310 110
Example of Acceleration/Deceleration Table:
Change in knots Minutes required Total elapsed Rate (knots/min)
From To for change time
ACCELERATION
0 10 3 3 3 1/3
10 15 2 5 2 1/2
15 20 2 7 2 1/2


Example of advance and transfer during piloting: A navigator of a medium-sized vessel
has laid down an intended track on a chart to negotiate a 50 degree bend in a narrow
river channel. If the ships rudder were not put over until it reached the intersection of
the old and new track directions, the turning diameter of the ship might cause it to go
aground on the left side of the channel. At the very least, it would be far to the left of the
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intended track. The navigator should recommend a point on the old track, called the
turning point, at which the ship should put its rudder over, taking its turning circle
into account, so that the ship will come out of the turn on its new track leg.*
Step One: Calculate advance and transfer table for the speed and amount of rudder
to be used. In our example, we will use a speed of 15 kts and a rudder angle of 50
degrees. Because their is no value for 50 degrees on the table we must interpolate:
Angle of turn Advance Transfer
45
o
270 60
50
o

60
o
310 110
Advance: 5/15 * (310-270) = 13; 270+13=283 yards
Transfer: 5/15 * (110-60)= 17; 60+17=77 yards

Step Two: Plot transfer by drawing a dashed line parallel to the original track at a
distance equal to the calculated table value. The intersection of the dashed transfer
line and the new track indicates the point at which the turn should be completed
(Point B).*
Step Three: Plot advance by laying out its distance from Point B back down the
transfer line. Point C in our diagram indicates the advance.
Precise Piloting and Anchoring
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Step Four: Plot the turning point by drawing a perpendicular
from the point indicating the advance to the old track. Point D
represents the turning point.
Step Five: To complete the plot, a suitable object to be used as a
marker for a turn bearing is identified. A line will be drawn from
the turning point toward this object in order to provide an
indication of the time to turn. When the appropriate bearing to
the object is reached, the rudder will be put over. It is desirable
that this object be as close to 90 degrees from the turning point.
It is important to note that this turn was plotted for a 15 degree
rudder angle and a speed of 15 kts; a change in either speed or
rudder will cause the advance, transfer and turning point to
differ. Moreover, the advance and transfer tables are for zero
wind and current, so the navigator must take these factors into
account.

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Anchoring
Anchoring is one of the most critical evolutions that a navigator is
involved with; it will draw upon all of their piloting skills and involve
many members of the crew.
There are four stages of this important evolution: 1) selection, 2)
plotting, 3) execution, and 4) post-anchoring procedures.
Selection of an anchorage - An anchorage position in most
cases is assigned by higher authority.
Naval ships submit a Port Visit Request (PVST) or Logistics
Requirement (LOGREQ) message requesting an anchorage
assignment which is provided by a local port authority.
If ships steaming independently and are required to anchor in
other than well-established anchorage areas, selection of
anchorage will be made by Navigator and approved by CO




20
Navigator will select an anchorage with the Commanding Officers approval. In any
case the following conditions should always apply to an anchorage insofar as
possible:
The anchorage should be at a position sheltered from the effects of strong
winds and current.
The bottom should be good holding ground, such as mud or sand vice rocks or
reef.
The water depth should be neither too shallow, hazarding the ship, nor too
deep, risking dragging the anchor.
The position should be free from such hazards to the anchor such as fish traps,
buoys and cables.
The position should be free from such hazards to navigation as shoals and
sandbars.
There should be a suitable number of landmarks, daymarks and lighted
navigation aids available for fixing the ships position both by day and by night.
If boat runs ashore are to be made, the anchorage chosen should be in close
proximity to the intended landing.
Precise Piloting and Anchoring
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Colored anchorage circles of various sizes for different ship sizes can be found
on charts provided by the National Ocean Service. These circle are lettered
and numbered which allows for specific anchorage assignments. Foreign
charts often have anchorages marked as well. Amplifying information on
possible anchorage sites can be obtained from the applicable volume of the
Coast Pilots for U.S. waters, from the proper volume of the Enroute Sailing
Guide for foreign waters, and from the Fleet Guide for ports in both foreign and
domestic waters frequented by U.S Navy warships.
Plotting the anchorage: The following terms apply to the anchor plot:
Approach track - This is the track along which the ship must proceed in order
to arrive at center of the anchorage. Its length will vary from 2,000 yards or
more for a large ship, to 1,000 yards for a ship the size of a Navy destroyer or
smaller. Under most circumstances, it should never be shorter than 1,000
yards.
Head bearing - If at all possible, the navigator will select an approach track
such that a navigational aid will lie directly on the approach track if it were
extended to the navigational aid selected. This bearing should remain constant
if the ship is on track during the approach.
Letting-go circle - This is a circle drawn around the intended position of the
anchor at the center of the berth with a radius equal to the horizontal difference
from the hawsepipe to the pelorus.
Precise Piloting and Anchoring
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Anchorage Plot
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Letting-go bearing (drop bearing) - This is a predetermined bearing drawn from
the intersection of the letting-go circle with the approach track to a convenient
landmark or navigational aid, generally selected near the beam.
Anchor is dropped once at this point.if not dropped until directly over
anchorage point, the ship will miss anchorage point by the length of the
hawspipe to pelorus
Range circles - These are preplotted semicircles of varying radii centered on
the center of the anchorage, drawn so the arcs are centered on the approach
track. Each is labeled with the distance from that arc to the letting-go circle.
These arcs are normally drawn at 100 yard intervals measured outward from
the letting-go circle to 1,000 yards, and at ranges of 1,200, 1,500, and 2,000
yards thereafter.
Swing circle - This is a circle centered at the position of the anchor, with a
radius equal to the sum of the ships length plus the length of the chain let out.
Drag circle - This is a circle centered at the final calculated position of the
anchor, with a radius equal to the sum of the hawsepipe to pelorus distance
and the final length of chain let out. All subsequent fixes should fall within the
limits of the drag circle.
Example: Suppose that a ship having 300 ft (100yds) of total length and a
hawsepipe to pelorus distance of 150 ft (50yds) has been directed to anchor.
Precise Piloting and Anchoring
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Drag / Swing Circle
Swing Circle
Drag Circle
300 yards
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Anchorage Plot
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Step One: First, an estimated swing circle is plotted to ensure the area
around the anchorage is safe.
Step Two: Draw letting-go circle with radius equal to horizontal distance
b/w anchor hawspipe and pelorus from which bearings observed (50
yards).
Step Three: The approach track is selected and plotted based on the
available objects for a head bearing, taking into account the wind and
currents in the area. Key is to point directly into strongest force.
Intended track leading up to the final approach is laid down, with care
being taken to allow for the proper length of the approach track. Draw arcs
at 100 yard intervals outward from letting-go circle, 1,000yds, 1,200 yds,
1,500yds, and 2,000yds.
Step Five: To complete the plot, construct a letting-go bearing to an object
if available.
Precise Piloting and Anchoring
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Anchorage Plot
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Executing the anchorage: When executing the anchorage, the navigators objectives are
to keep the ship as close to the approach track as possible, and to have all of the
headway off the ship when the hawsepipe is directly over the center of the anchorage.
The navigator will take constant fixes and make course and speed recommendations
throughout the evolution.
Step One: With 1,000 yards to go, most ships are usually slowed to a speed of 5 to
7 knots.
Step Two: Depending upon wind and current, the engines should be stopped when
300 yards from the letting-go circle, and the anchor detail should be instructed to
stand by. As the vessel draws near the drop circle, engines are normally reversed
so as to have all remaining headway off the ship as it passes over the letting-go
circle.
Step Three: When the pelorus is at the letting-go bearing, the word Let go the
anchor is passed to the anchor detail, and the anchor is dropped.
Step Four: As the anchor is let go, the navigator calls for an immediate round of
bearings and marks the ships head. After the resulting fix is plotted, a line is
extended from it in the direction of the ships head, and the hawsepipe to pelorus
distance is laid off along the line, thus plotting the position of the anchor at the
moment it was let go. If all goes well, the anchor will be placed within 50 yards of
the center of the anchorage.
Precise Piloting and Anchoring
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Post-anchoring procedures:
Step One: After the anchor has been let go, chain is let out or veered until a length
or scope of chain five to seven times the water depth is reached. At this point, the
chain is secured and the engines are backed, causing the flukes of the anchor to dig
into the bottom, thereby setting the anchor.
Step Two: The navigator will take another round of bearings, record ships head,
and note the direction the chain is tending. With this information, the navigator
plots another fix and recomputes the position of the anchor by laying off the
distance plus the scope of chain in the direction the chain is tending. This second
calculation of the position of the anchor chain is necessary because the chain may
have been dragged during the process of setting the anchor.
Step Three: After the anchors final position has been determined, the the swing
circle is drawn using the anchors computed position as the center and the sum of
the ships length plus the scope of the chain let out as the radius.
Step Four: If no obstructions are found to be within the swing circle, the navigator
will then draw the drag circle using a radius equal to the sum of the hawsepipe to
the pelorus plus the scope of the anchor chain let out. All subsequent fixes should
fall within the drag circle; if they do not, the anchor should be considered to be
dragging.
Precise Piloting and Anchoring
(Overhead 13-5)
30
Drag / Swing Circle
Swing Circle
Drag Circle
300 yards
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Step Five: After plotting the drag circle, the navigator selects several lighted aids to
navigation that are suitable for use in obtaining fixes by day or night, and he enters
them in the Bearing Book for use by the anchor bearing watch. This watch is
charged with obtaining and recording in the Bearing Book a round of bearings to
the objects designated by the navigator at least once every 15 minutes, and plotting
the resulting fix on the chart (the area of the chart where the fixes are plotted will be
covered by a piece of clear plastic in order to save the chart from excessive wear).

If a fix falls outside the drag circle, another is taken immediately
If the second fix falls outside the drag circle, the anchor is considered to be
dragging and all appropriate personnel are notified
The importance of the anchor watch cannot be overemphasized as failure to
recognize when the anchor is dragging or changes in navigation considerations
(such as wind, currents, or other ships) can cause the ship to go aground or to
strike a hazard.
Increase in weather= increase in watchstanders
Precise Piloting and Anchoring
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Homework
Workbook Cpt. 14
Problems 3-6, 8
Precise piloting and anchoring practical Tuesday and Thursday
Read Chapter 15 Voyage Planning and Time
23 OCT Read Chapters 28-30
25 OCT Celestial videos and Exam Review (Read Chapters 16-19)
30 OCT Exam #2