I slept fairly well but I woke up a few times with a bad headache. So when I looked at my watch and it was 06:13, I decided against the shower to hopefully sleep off this headache. I rose around 06:45 with virtually no headache. Amazing what a few extra minutes of sleep will do. Unfortunately by the time I got dressed, brushed my teeth and shaved, it was already 07:15 so I had to run to my watch and could only grab a chocolate chip scone when I passed through the galley.
I met the rest of the Mizzen on the bridge and waited for the order to change watches. The OOD gave the order and then asked for volunteers to go to each quarter. It happened so fast, Calen and I had no idea what station we were assigned to. So Calen went to helm since that's his favorite and I headed to plotting with Orion.
I met the rest of the Mizzen on the bridge and waited for the order to change watches. The OOD gave the order and then asked for volunteers to go to each quarter. It happened so fast, Calen and I had no idea what station we were assigned to. So Calen went to helm since that's his favorite and I headed to plotting with Orion.
It was already 07:35 so we immediately noted our position and Orion asked me to double-check his work. With very few adjustments, he plotted us fine and we reviewed what he did to help cement it in our memories. Soon it was 08:00 and I took my turn doing the plot and I'm happy to say it was easy at this point.
This is also the same time for Morning Muster. Just after Muster, the Mast Captains and Safety Officers gathered on the bridge to get ready for Sail Stations which we would not be able to attend. Sail Stations were called and because we were working the bridge, we were surrounded by activity. Doug and some others noticed something was hanging from the Mizzen so they sent up someone to investigate. While they were fixing this hanging object, the crewman sent up noticed a problem with the Mizzen Gaffe - the cotter pin that holds the gaffe up had started backing it's way out of the fitting. If it had come loose, the entire gaffe could have come down during sail stations and injured or killed a large number of people. This crewman later received accommodations in his permanent record when we met for quarters later that afternoon.
This is also the same time for Morning Muster. Just after Muster, the Mast Captains and Safety Officers gathered on the bridge to get ready for Sail Stations which we would not be able to attend. Sail Stations were called and because we were working the bridge, we were surrounded by activity. Doug and some others noticed something was hanging from the Mizzen so they sent up someone to investigate. While they were fixing this hanging object, the crewman sent up noticed a problem with the Mizzen Gaffe - the cotter pin that holds the gaffe up had started backing it's way out of the fitting. If it had come loose, the entire gaffe could have come down during sail stations and injured or killed a large number of people. This crewman later received accommodations in his permanent record when we met for quarters later that afternoon.
The Captain announced an end to sail stations until the problem was fixed. The repair crew came on deck and cordoned off the entire fantail area and started on the repairs. In the meantime, our relief had never come so we just continued working on plotting. Close to 09:00, OC Bruce came to relieve us but since Engineering was next and neither of us was allowed to go there, Orion stayed on charts and I asked Calen if he wanted a break. I took over his position and he moved to bow watch.
The repair crew had now found a larger problem. Something had bent on the gaffe so they could not fully repair it properly. A larger crew went up to work on the repairs. They issued hard hats to the helm crew since we were at the edge of the fifteen feet required for safety. The XO and Captain are actually the ones who told the repair crew to issue me a helmet and let me know it was for my safety. I told the Captain and XO that I really appreciated it as they got a laugh saying the helmet may not fully protect me and I replied with my hard head I was unlikely to know the difference.
The repair crew had now found a larger problem. Something had bent on the gaffe so they could not fully repair it properly. A larger crew went up to work on the repairs. They issued hard hats to the helm crew since we were at the edge of the fifteen feet required for safety. The XO and Captain are actually the ones who told the repair crew to issue me a helmet and let me know it was for my safety. I told the Captain and XO that I really appreciated it as they got a laugh saying the helmet may not fully protect me and I replied with my hard head I was unlikely to know the difference.
I worked with two different crews on the helm for at least another hour and a half. After some initial silence, I managed to get them all talking. The second crew was interested in the Constitution crew as their Captain had travelled with them last summer for a month. A few of them had even had a turn on the Constitution and we compared notes to their rigging and methods. I also got to greet Red a few times and he was always friendly and helpful.
OC Bruce eventually came to the helm to relieve me and I have to admit my right arm was sore as I overused it to keep the wheel steady. Jim suggested I move forward to bow watch and I said I would after a quick break.
When I got up to bow watch a few minutes later, to my surprise I found both Calen and Orion on watch with a Boson. After a few minutes, the Boson left and handed us the radio. Calen left soon after for his CO Lunch, leaving Orion and myself on watch. The day was really clear by this point and we had absolutely no contacts to report at all. We were watching a beautiful sea and sky scape but with nothing to report, it made the last hour a bit slow. Orion and I started drilling each other on different knots. He showed me how to make a double bowline that they use on all their dock lines as they're less likely to work loose. Our relief showed up almost on the dot but before we went down, I got to ring the bells for the hour on the ships bell. Luckily I knew this from the Friendship training and my Ships Bells App on my iPhone. After I finished sounding the bell, we headed down to take a break.
We soon got our lunch and we sat with Johnson and Jarvis as we related his joke to a few other crew. I mentioned that I'd love a soda but had no change and bless his soul, Jarvis pulled out his last dollar bill and gave it to me with no questions asked. I bowed to him like praying to a god and thanked him heartily. I grabbed a Dr Pepper and grabbed my iPad and did some more writing until our next activity that was to be MO Boards (Motion Boards).
We met on the mess deck at 13:30 but ten minutes later, they called sail stations so we grabbed our gear and headed to report at the Mizzen. Because of the damaged Gaffe we were not going to set the Spanker but assist where needed. This at least increased our chances of going aloft. The Mizzen officer called Orion and myself over because we were both in harness. He started to send us up the Main to release the gaskets on the t'gallant and royals but suddenly another group from Main headed up and much to our disappointment we were recalled.
It was normal that the bridge was training an OC on leading the mast commands. The OC would repeat the commands he was given by the OOD to the different masts shouting through a small megaphone. I only mention this because the OC was a little nervous and when he got to the mizzen, he shouted “On the Mizzle!” instead of “Mizzen” and that got everyone laughing. It became a running joke for the week "Shizzle my Mizzle!".
OC Bruce joined us in harness at this point and the Mizzen officer who had recalled us said we were welcome to climb after if we wished. OC Bruce was just as anxious to climb so he said he'd stick with us as we all wanted to go to the royals if we could. We watched the climbers go up and release the gaskets on the upper sails and then I returned to the mizzen station and helped with lines to eventually get the upper sails set.
When I got up to bow watch a few minutes later, to my surprise I found both Calen and Orion on watch with a Boson. After a few minutes, the Boson left and handed us the radio. Calen left soon after for his CO Lunch, leaving Orion and myself on watch. The day was really clear by this point and we had absolutely no contacts to report at all. We were watching a beautiful sea and sky scape but with nothing to report, it made the last hour a bit slow. Orion and I started drilling each other on different knots. He showed me how to make a double bowline that they use on all their dock lines as they're less likely to work loose. Our relief showed up almost on the dot but before we went down, I got to ring the bells for the hour on the ships bell. Luckily I knew this from the Friendship training and my Ships Bells App on my iPhone. After I finished sounding the bell, we headed down to take a break.
We soon got our lunch and we sat with Johnson and Jarvis as we related his joke to a few other crew. I mentioned that I'd love a soda but had no change and bless his soul, Jarvis pulled out his last dollar bill and gave it to me with no questions asked. I bowed to him like praying to a god and thanked him heartily. I grabbed a Dr Pepper and grabbed my iPad and did some more writing until our next activity that was to be MO Boards (Motion Boards).
We met on the mess deck at 13:30 but ten minutes later, they called sail stations so we grabbed our gear and headed to report at the Mizzen. Because of the damaged Gaffe we were not going to set the Spanker but assist where needed. This at least increased our chances of going aloft. The Mizzen officer called Orion and myself over because we were both in harness. He started to send us up the Main to release the gaskets on the t'gallant and royals but suddenly another group from Main headed up and much to our disappointment we were recalled.
It was normal that the bridge was training an OC on leading the mast commands. The OC would repeat the commands he was given by the OOD to the different masts shouting through a small megaphone. I only mention this because the OC was a little nervous and when he got to the mizzen, he shouted “On the Mizzle!” instead of “Mizzen” and that got everyone laughing. It became a running joke for the week "Shizzle my Mizzle!".
OC Bruce joined us in harness at this point and the Mizzen officer who had recalled us said we were welcome to climb after if we wished. OC Bruce was just as anxious to climb so he said he'd stick with us as we all wanted to go to the royals if we could. We watched the climbers go up and release the gaskets on the upper sails and then I returned to the mizzen station and helped with lines to eventually get the upper sails set.
This left only about 15 minutes before the 13:30 MO class was to begin so instead of waiting to see if I could climb, I headed to class since I was interested in learning more about the MO Boards.
At the 13:30 the officer who was going to teach us started moving people around, distributing supplies and had me pull down the large dry erase board for them to write on. He started in by explaining the Maneuvering Board is used to tell the direction, speed and bearing of another object relative to your ship.
The problem examples he gave us include giving you three times, bearings and ranges:
Time Bearing Range
18:20 320 deg T 3.5 miles (7000 yards)
18:24 330 deg T 3.25 miles (6500 yards)
18:28 340 deg T 3.1 miles (6200 yards)
Mark each place on the chart relative from the center that is your ship and write the minutes next to the mark.
Draw a line through the center of the three marks.
Use your ruler to walk the line you just drew to the center (your ship) and draw a line in the direction of travel all the way across to the compass rose. Where the line crosses the compass, you have your Direction of Relative Motion (DRM) - 080
If you take your divider and measure from the starting point to the ending point you marked earlier, and then put the divider on the center. The point you mark out is your Distance in Miles and you mark it on the Distance in Miles scale at the bottom of the chart (1.2).
Above the Distance in Miles scale is the Time in Minutes scale where you mark the amount of time the object traveled (18:20-18:28=8).
You then draw a line from the Time in Minutes, through the distance in Miles and carry it over to the next scale that is Speed in Knots. Where your line hits on the scale is your Speed of Relative Motion (SRM) - 8.25
The Bearing Drift is the easiest to figure out. If you move your arm in the direction of the objects travel from you on your ship facing the mark, the direction you move your arm is the direction of Bearing Drift - Right
At the 13:30 the officer who was going to teach us started moving people around, distributing supplies and had me pull down the large dry erase board for them to write on. He started in by explaining the Maneuvering Board is used to tell the direction, speed and bearing of another object relative to your ship.
The problem examples he gave us include giving you three times, bearings and ranges:
Time Bearing Range
18:20 320 deg T 3.5 miles (7000 yards)
18:24 330 deg T 3.25 miles (6500 yards)
18:28 340 deg T 3.1 miles (6200 yards)
Mark each place on the chart relative from the center that is your ship and write the minutes next to the mark.
Draw a line through the center of the three marks.
Use your ruler to walk the line you just drew to the center (your ship) and draw a line in the direction of travel all the way across to the compass rose. Where the line crosses the compass, you have your Direction of Relative Motion (DRM) - 080
If you take your divider and measure from the starting point to the ending point you marked earlier, and then put the divider on the center. The point you mark out is your Distance in Miles and you mark it on the Distance in Miles scale at the bottom of the chart (1.2).
Above the Distance in Miles scale is the Time in Minutes scale where you mark the amount of time the object traveled (18:20-18:28=8).
You then draw a line from the Time in Minutes, through the distance in Miles and carry it over to the next scale that is Speed in Knots. Where your line hits on the scale is your Speed of Relative Motion (SRM) - 8.25
The Bearing Drift is the easiest to figure out. If you move your arm in the direction of the objects travel from you on your ship facing the mark, the direction you move your arm is the direction of Bearing Drift - Right
We also reviewed a multitude of other calculations - BCPA, RCPA, TCPA, C, S and Aspect at CPA. The CPA is probably the most important as that is the closest point which you and the object will pass to each other. Unfortunately I wanted to focus on the basics and forget most of the other calculations though I sure if I look them up it will come back to me.
The instructor had recruited a bunch of other OC's and another officer to walk around and help anyone who needed it so it was easy to get help but unfortunately because of the earlier sail station cancellation, we were behind schedule and we didn't have the full two hours to devote to the subject. So the end was a bit rushed but I still got a lot out of it.
Afterwards we cleaned up the area fast to clear the way for the weather briefing. The mess filled up quick and we reviewed the weather. A female OC gave the Captain the report about the wind speed and direction of the fronts with a the clearing weather and how it was going to be a very nice weekend. It was the fastest report I've seen to date but there is a lot less to report when there is fair weather.
We cleared the area and I managed to get a little writing done on the fantail in a wonderfully sunny day on deck. I came down to catch a late dinner and five minutes after I finished, there was a call to Sail Stations.
Afterwards we cleaned up the area fast to clear the way for the weather briefing. The mess filled up quick and we reviewed the weather. A female OC gave the Captain the report about the wind speed and direction of the fronts with a the clearing weather and how it was going to be a very nice weekend. It was the fastest report I've seen to date but there is a lot less to report when there is fair weather.
We cleared the area and I managed to get a little writing done on the fantail in a wonderfully sunny day on deck. I came down to catch a late dinner and five minutes after I finished, there was a call to Sail Stations.
I donned my gear and headed up to meet the Mizzen. But when I got there they directed me right down to the Main because the repairs on the Mizzen left it safe to stand around but not to use. The OOD called me over to go assist a group on the fore but when I got there, they had already completed their task. The OOD apologized and thanked me for hopping to it.
Unfortunately by the time I got to the Main, the roster was full for climbing. So I instead helped with lines. We helped close up the sails (that is to pull them up using lines first) and then they called up the climbers by yard. I helped loosen a few lines to assist the furl but aside from that, we just kept an eye on the furlers.
After the furlers came down, we cleaned up lines and helped brace the yards. Eventually I was let go because we have to 04:00 to 08:00 shift. Knowing I wouldn't be able to go to bed right after getting off Sail Stations, I got my iPad and did some more writing where I finished up to the section I'm currently writing. Mike, Calen, Orion and Harris joined me while I wrote and we chewed the fat for a while. Mike discussed the Fame with Orion who loved the unique design while both Orion and Calen wrote in their journals. I can only imagine what they're writing about me. I was tasked with gathering the name and emails addresses of everyone in TSA so we could all send photo's to each other and hopefully make it easy to share photo's and video. I was the obvious choice since I have a server all the data can go on but also an iPad I can just make a spreadsheet with. We started it up and hopefully I can finish it tomorrow. It's now 22:21 and I better hit the WC and get to my bunk since I have to get up at 03:00. Tomorrow we get to South Carolina and will be dropping anchor.
Day Eight:
http://emaxadventure.weebly.com/1/post/2013/05/-day-eight-thursday-the-longest-day.html