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Tug Restless Almost Home
Capt Roland Schultz has sent us the last entry from his jurney around the loop. I will give you the last three installments over the next week, enjoy.
Much like anyone else, lockmasters can have egos, which in their status, can be proportional to the dimensions of the lock they command. Some year’s back, I was making a round robin cruise with my son and daughter, from Hessel MI, thru Georgian Bay, and the Trent Severn Water Way, with return via the Welland Canal, and Lake Erie.
Arriving at Port Weller, for lockage west bound, the lockmaster had an issue regarding the height, weight and age of my crew. Although we met the requirements in numbers (minimum of 3) his interpretation of the regulations required their ages to be in excess of the 12 & 13 years they were at the time.
Explaining to him, that these two have had “Lake Water,” in their blood since they were born, (at this writing: one is in the Navy and the other in the USCG) and that we had just completed transiting the 44 locks of the Trent Severn Waterway, which probably have the most diverse set of locks of any waterway in the world; ranging from Manually operated to Hydraulic Lift and the famous, “Big Chute,” meant nothing.
Personally, I felt that his lock’s were a, “Walk in the Park,” and that we could have done “Donuts & Figure Eights,” during their flooding, but his word was law, and I was handed a slip of paper, containing a phone number to call for the purpose of: “Hiring a Crew,” for 8 locks and twenty six miles of canal.
As luck would have it, this incident occurred near the end of a shift change, and the on coming Lockmaster was more understanding of the situation.
Doing the Loop single handed, was never in my original plans. My deckhand, having, “Jumped Ship,” at Kentucky Lake Dam, after coming to the conclusion that the concept of the voyage, and the Captain were both, “Nuts!” pretty much left me to the elements. Actually, I was surprised that she lasted that long.
Lockage from then on became solo, and was never an issue with respects to my abilities in boat handling, or the attitude of the lockmasters. With the exception of one lock on the Okeechobee Waterway, where a Lockmaster asked; “Can you Manage Alright Alone?” no concern had been voiced otherwise.
Approaching Lock #1 of the Erie Canal at Troy NY May 6th, I had a premonition that the lack of a deckhand was about to become a major issue. Figuring that the key was getting thru the first lock, so that I could point east thereafter, making the claim: “They did not have a problem with it back there,” I took on the part of a, “Quick Change Artist.”
After coming to a halt inside the lock, I arrived on the front deck to grab one of the lines hanging from the wall and loosely secured it about the bitts. Reentering the wheelhouse from the opposite side, I ran thru the rear cabin, shedding my yellow colored foul weather jacket, sunglasses and ball cap, to arrive at the stern, in what I hoped to appear as; the “Phantom Crewmember.”
The ruse proved unnecessary, and I probably fooled no one other than my- self. The attitude of the lockkeepers on the Erie Canal, pretty much gives you a free hand, provided you don’t ram their lock doors, or another boat that might be in there with you.
Once you enter the canal, and have the Hudson behind you, there is a common misconception of being done pushing against currents. Water pressing on the stem however, will remain until locking thru #20 and passing Rome NY, to starboard, where the Mohawk River enters the system. From there on, it’s downhill to Oswego with a tailwind.
The lockmasters on the Erie Canal System are, “First Class.” In addition to being courteous and friendly, they are a wealth of local information, and readily volunteer advice in terms of: “Notice to Mariners.” Don’t get the impression that they are being overly inquisitive, or personal about your plans and intensions, should they ask if your continuing on to the next lock, or securing someplace in between. This is necessary for the purpose of, sequencing, and additionally, keeping a handle on who is where within the system. Misplacing a boat, somewhere between locks, is not taken lightly.
In 1967, the USCG was moving the homeports of several ships on the Great Lakes. The Cutter White Lupine to be relocated in Rockland Maine, and the Cutter Maple located at Buffalo NY, moved to Ogdensburg NY on the St. Lawrence River, to fill the vacancy of the Lupine. Upon arrival in Maine, the entire crew of the Lupine was flown to Buffalo, to become the new crew of the Maple.
After getting underway from Buffalo, and headed for Port Colborne, to enter the Welland Canal, the Captain made contact with Welland Control by radio, to establish our identification, position and intentions. During this initial contact, he correctly gave our correct call sign, which was the CGC Maple. In subsequent transmissions however, and out of habit, he occasionally misused the call sign of his previous command: the White Lupine, which lead Welland Control to believe that they were talking to two separate ships.
Somewhere around the second lock, Welland Control came to the conclusion that they had lost a ship, somewhere within the twenty-six miles of the canal. Only one of the two Coast Guard Cutters they had been directing within the system was showing up on the TV monitors in the control room. This in turn resulted in a communications search for each vessel, which was answered by the same voice.
After having been read everything but the; “Riot Act,” by the Controller at Welland Control for this deception, I got the impression that they were a bit embarrassed themselves, in the fact that we had gotten that far.
Height of bridges, which span the Erie Canal, average about 20 feet, and are usually more the limiting factor of vessel size making its transit, than draft. As a result of their ferrous composition, and close proximity when passing beneath, your compass will definitely be affected. In locations, such as west of Rome NY, where the canal is as straight as an arrow for quite a distance, and allowing you to engage an autopilot; be prepared for a fair amount of, “Dangles & Jangles” when coming out the other side.
Arriving at Brewerton NY May 9th, after crossing Lake Oneida - a two day delay was necessary awaiting the opening of Lock #23. Although disappointing, I had already learned during conversations with various lockmasters, that it is a rare thing for the Erie Canal to meet its target opening date. It was obvious that I was pushing the system, as I had been alone in every lock of the canal up to this point. Three days after leaving this lock astern, it would again be temporarily shut down as a result of high water on the system.
I spent but two nights at Oswego NY, getting underway early May13th with the full knowledge that the Trent Severn Waterway would not open for nearly a week. In view of the long-range forecast for dirty weather, I decide to be in place at Trenton Ontario, early to be certain of making its target opening date of 18 May.
The Trent Severn Waterway Commission guarantees a minimum of five-feet of water within the channels of the canal system, and while tied up at Fraser Park in Trenton, awaiting the waterways opening date, I got an idea of how serious they take the matter.
The Canadian Ministry of Parks, Research Vessel: Red Bay, would tie up, opposite my position May 17th. Having a towed Sonar Array, the likes of a Fast Attack Nuclear Submarine, she is in her final season of completing a bottom survey, of the entire Trent Severn Waterway. Her next assignment; off King William Island in Cambridge Bay of the Northwest Territories, in search of the lost Franklin Expedition. Two ships, and one hundred and thirty four men, who sailed from England in search of the Great Northwest Passage and disappeared into the oblivion of the Artic, in 1845.
On the surface of the water however, there is a bit of a different attitude that prevails within the administration. With the elimination of 185 charted buoys from the Trent Severn Waterway, beginning with the 2007 season, one might get the impression that, Parks Canada, has decided to jump start the Ontario Industry of Propeller, and Shaft Repair.
While I fully acknowledge that the old system may have had a certain degree of redundancy in various areas, in light of the numbers involved; one has to ask, “Why were they then placed there in the First Place?”
Paper charts of the waterway lack a Latitude Breakdown Scale, which make obtaining, or the plotting of accurate coordinates, a rather gray area. As a result, interpolation is left to the users imagination, and the tools they have available.
Transiting the Trent Canal between Balsam and Mitchell Lakes, May 21st, is thru an area, which you do not wish to meet someone going in the opposite direction. Having been blasted out of solid rock, it averages only 45 feet in width, and a proportional depth, having a mean of only: 5 feet 6 inches. With my 5-foot draft, I ghosted along thinking that perhaps awaiting the monsoon might have been a better idea. The slightest bottoming here, of what is probably Canadian Shield, would have the most unforgiving consequences. Looking over the side of the boat is enough to make one close their eyes in fear of pending doom. As a result of the water’s clarity, a depth of 6 feet looks more like 6 inches.
After clearing the Hydraulic Lift Lock at Kirkfield, the colors of aids to navigation on the canal swap sides, as if there is some significant meaning to being 49 feet closer to sea level. By my reasoning, if such catch phrases as,
Much like anyone else, lockmasters can have egos, which in their status, can be proportional to the dimensions of the lock they command. Some year’s back, I was making a round robin cruise with my son and daughter, from Hessel MI, thru Georgian Bay, and the Trent Severn Water Way, with return via the Welland Canal, and Lake Erie.
Arriving at Port Weller, for lockage west bound, the lockmaster had an issue regarding the height, weight and age of my crew. Although we met the requirements in numbers (minimum of 3) his interpretation of the regulations required their ages to be in excess of the 12 & 13 years they were at the time.
Explaining to him, that these two have had “Lake Water,” in their blood since they were born, (at this writing: one is in the Navy and the other in the USCG) and that we had just completed transiting the 44 locks of the Trent Severn Waterway, which probably have the most diverse set of locks of any waterway in the world; ranging from Manually operated to Hydraulic Lift and the famous, “Big Chute,” meant nothing.
Personally, I felt that his lock’s were a, “Walk in the Park,” and that we could have done “Donuts & Figure Eights,” during their flooding, but his word was law, and I was handed a slip of paper, containing a phone number to call for the purpose of: “Hiring a Crew,” for 8 locks and twenty six miles of canal.
As luck would have it, this incident occurred near the end of a shift change, and the on coming Lockmaster was more understanding of the situation.
Doing the Loop single handed, was never in my original plans. My deckhand, having, “Jumped Ship,” at Kentucky Lake Dam, after coming to the conclusion that the concept of the voyage, and the Captain were both, “Nuts!” pretty much left me to the elements. Actually, I was surprised that she lasted that long.
Lockage from then on became solo, and was never an issue with respects to my abilities in boat handling, or the attitude of the lockmasters. With the exception of one lock on the Okeechobee Waterway, where a Lockmaster asked; “Can you Manage Alright Alone?” no concern had been voiced otherwise.
Approaching Lock #1 of the Erie Canal at Troy NY May 6th, I had a premonition that the lack of a deckhand was about to become a major issue. Figuring that the key was getting thru the first lock, so that I could point east thereafter, making the claim: “They did not have a problem with it back there,” I took on the part of a, “Quick Change Artist.”
After coming to a halt inside the lock, I arrived on the front deck to grab one of the lines hanging from the wall and loosely secured it about the bitts. Reentering the wheelhouse from the opposite side, I ran thru the rear cabin, shedding my yellow colored foul weather jacket, sunglasses and ball cap, to arrive at the stern, in what I hoped to appear as; the “Phantom Crewmember.”
The ruse proved unnecessary, and I probably fooled no one other than my- self. The attitude of the lockkeepers on the Erie Canal, pretty much gives you a free hand, provided you don’t ram their lock doors, or another boat that might be in there with you.
Once you enter the canal, and have the Hudson behind you, there is a common misconception of being done pushing against currents. Water pressing on the stem however, will remain until locking thru #20 and passing Rome NY, to starboard, where the Mohawk River enters the system. From there on, it’s downhill to Oswego with a tailwind.
The lockmasters on the Erie Canal System are, “First Class.” In addition to being courteous and friendly, they are a wealth of local information, and readily volunteer advice in terms of: “Notice to Mariners.” Don’t get the impression that they are being overly inquisitive, or personal about your plans and intensions, should they ask if your continuing on to the next lock, or securing someplace in between. This is necessary for the purpose of, sequencing, and additionally, keeping a handle on who is where within the system. Misplacing a boat, somewhere between locks, is not taken lightly.
In 1967, the USCG was moving the homeports of several ships on the Great Lakes. The Cutter White Lupine to be relocated in Rockland Maine, and the Cutter Maple located at Buffalo NY, moved to Ogdensburg NY on the St. Lawrence River, to fill the vacancy of the Lupine. Upon arrival in Maine, the entire crew of the Lupine was flown to Buffalo, to become the new crew of the Maple.
After getting underway from Buffalo, and headed for Port Colborne, to enter the Welland Canal, the Captain made contact with Welland Control by radio, to establish our identification, position and intentions. During this initial contact, he correctly gave our correct call sign, which was the CGC Maple. In subsequent transmissions however, and out of habit, he occasionally misused the call sign of his previous command: the White Lupine, which lead Welland Control to believe that they were talking to two separate ships.
Somewhere around the second lock, Welland Control came to the conclusion that they had lost a ship, somewhere within the twenty-six miles of the canal. Only one of the two Coast Guard Cutters they had been directing within the system was showing up on the TV monitors in the control room. This in turn resulted in a communications search for each vessel, which was answered by the same voice.
After having been read everything but the; “Riot Act,” by the Controller at Welland Control for this deception, I got the impression that they were a bit embarrassed themselves, in the fact that we had gotten that far.
Height of bridges, which span the Erie Canal, average about 20 feet, and are usually more the limiting factor of vessel size making its transit, than draft. As a result of their ferrous composition, and close proximity when passing beneath, your compass will definitely be affected. In locations, such as west of Rome NY, where the canal is as straight as an arrow for quite a distance, and allowing you to engage an autopilot; be prepared for a fair amount of, “Dangles & Jangles” when coming out the other side.
Capt Bob |13:51 EST |Comments (0)
Tug Restless latest News
The Latest From Capt Schultz with "Tug Restless"
Departure from Norfolk into Chesapeake Bay, initially takes you on a near easterly course in order to clear the Newport News, Hampton Roads Peninsula. Departing Norfolk the morning of April 11th turns into one of those days when NOAA is suffering from a major sense of direction; as if having placed a beer can too close to their compass. Wind direction that was forecast from the west is actually blowing from the east, and the full affect of a wave pattern that formed in the Azores is rolling into the entrance of the Chesapeake. Having successfully evaded all of the Navy Patrol Boats guarding the entrance to the Naval Base to starboard, I am puzzled by an odd shaped vessel approaching from dead ahead. By the time I recognize it as a Nuclear Submarine, I am surrounded by Naval Escorts, which herd me out of the channel. The ride and conditions grows worse as I plow straight into a head sea, and with the rogue wave that lifts my custom rope Collision Mat from the bow and deposits it on the foredeck, I decide that better days lie ahead and come about, making for Hampton Roads. When seawater temperatures get down into the lower 40’s, Reverse Cycle Air Conditioners are pretty hard pressed to deliver any kind of real heat. In the early morning hours of April 12th, its cold, raining, and blowing hard when all electrical power on the City Docks fails. Under such conditions, it’s rather easy to throw on another blanket when your trying to sleep, but eventually there comes a time when you have shake yourself out of the rack, and begin a new day. Things are miserable as hell aboard, with the dampness penetrating. My bunker of firewood is empty, and I begin a search throughout the boat for some unnecessary plank or combustible that I can use to stoke my cast iron stove. Even though I am surrounded with it, the price of producing such warmth from Mahogany makes today’s fuel prices look like a bargain. My survey finally ends with two “Director Style” deck chairs astern. While not exactly new, they are still functional, and serve a purpose, however under the present circumstances, I now view them in terms of BTU’s. In relationship to the evolution of mankind; perhaps I have regressed during this voyage to the, “Hunter/Gatherer Instinct,” as my actions seemed perfectly rational while smashing the chairs against the cement of the parking lot to make kindling wood. To the casual observer however, I’m certain they figured the guy aboard the blue & white tugboat had ‘Slipped his Moorings,” and was suffering from an acute case of having breathed too much sawdust in his life. The entire Norfolk, Hampton area is a great place to be weathered in for several days. Yorktown and Williamsburg are nearby, and for even the least interested sailor, a trip to the Mariners Museum is a must. As of March 2007, an entirely new exhibit dedicated to the Monitor & the Merrimac have been opened. In addition to the actual turret, anchor, propeller, and one of the cannon’s from the Monitor being on display, a full-scale steel mock-up of the ship has been constructed, that you can walk on, around and beneath.
Capt Bob |07:24 EST |Comments (0)
Success at the Seattle Maritime Festival
The 2007 Seattle Maritime Festival reached its climax this past weekend with the annual running of "the world's largest tugboat race" on Elliott Bay. More than 40 tugboats, including some of the region's biggest, were in on the competition. The event concluded with a fireboat demonstration and workboat parade in the bay.
More on the event: SeattlePropellerClub.org
Lighthouse Keeper |16:59 EST |Comments (0)
Restless on the Move
Starting near Shallotte Inlet, north of Cape Fear, progress north is slowed. Not for reason of current or speed zones, but rather bridges. Suddenly the sixty five foot plus high fixed bridges that have spanned the ICW since Florida, become low draw and swing bridges that normally only open on the hour for pleasure craft.
Along one such section of the ICW, I had such a rate of closure approaching a bridge that was down, (figuring I would clear it in the neighborhood of 12” with the present state of the tide) that the bridge tender mistook me for the real item, and opened at an unscheduled time. As I was about to pass thru the cut, he hailed me on the bridge frequency, requesting my Commercial Tug Registration Number. Explaining that I was just a: “Wannabe,” came too late for him to change his mind; I was already thru! The Shallotte Beach Pontoon Bridge at mile 337.9 is the last (thank God) remaining pontoon bridge on the Atlantic ICW. It provides insufficient clearance for even a canoe. Local community interest seeks to preserve this bridge for historical significance. Among those of the local boating community however, it is hoped that these efforts will fail, and that it will be torn from its moorings with the next PerigeanTide and Current. Should that not be enough; the United States Marine Corps owns the real estate on either side of the ICW near Camp LeJeune, NC. During times of: “Playing War;” live ordnance passes between the two shores, and signs with flashing red lights advise that continuing at present course and speed can be dangerous to your health. Leaving Coinjock, NC the morning of April 9th, I am soon overtaken by two large motor yachts, within 10 minutes of one-another, who have had the courtesy of checking their speed while passing close aboard, yet immediately accelerate up on the plane and disappear around the bend in the river ahead, as if being chased by the law. I scratch my head; wondering what it is they know, that I don’t. According to my chart; 4 miles ahead, the North Landing Swing Bridge, spans the river, having a clearance of only six feet, and not opening for another 50 Minutes. Arriving at the bridge approximately 40 minutes later, I join these two vessels holding position in the canal with power awaiting the bridge’s opening. Once clear, with its “Top of the Hour,” schedule, both boats are immediately back up on the plane, hell bent to get nowhere fast once again, as the next bridge opens only on the hour also, and is less than 5 miles distant. Either drag racing on the ICW has become the “In Thing,” or these guy’s haven’t a “Clue.” Fifteen minutes later, I hear one of them querying the bridge master about opening schedules over the radio. I wanted to interrupt the conversation in the worst way, and ask if these guys ever heard the story about the Hare and the Tortoise, but radio discipline got the better of me. After clearing the Great Bridge Lock, entering the Elizabeth River is like turning a kid loose in a candy store, for a Nautical Afficionado. Here everything from old WWII Liberty Ships to Nimitz Class Aircraft Carriers can be viewed on either side of the river. Some rusting away awaiting the breakers, while others are undergoing refit in floating dry-docks. I have always been a bit of a “Haunt,” around boatyards and busy ports, and could have spent a week just Gunkholeing about the harbor. Within a very short time however, I came to realize that I was a marked boat, and that my continued presence would probably lead to more than just a routine boarding. While slowly steaming along the western bank of the river, gawking at all that was about, I suddenly observed a Police Boat in Navy Colors off my port beam. Initially I thought of his presence, as being nothing more than a chance meeting. Within minutes however, it was quite evident that my boats shadow had taken on new dimensions. This continued for nearly a mile, until a second such vessel approached from the opposite direction, and passed down my starboard side, to come about and take up station close aboard to port, as the initial boat passed the escort, and returned to his sector of patrol. This arrangement would continue until well clear of naval shipyard, and then he too would swing away to resume his assigned station. April 9 & 10th would be spent at Harbor Side Marina in Downtown Norfolk. Its location is convenient for not only hiding from the USCG and the local Harbor Police, but located within three blocks of: Nauticus (a Marine Museum) and the Battleship USS Wisconsin. Actual touring of the weather decks aboard the Wisconsin are allowed, and the location of the vessel pier side allows you to stand on the sidewalk and view the ship’s bow, “Head On,” allowing you to view the classic lines of what a hull should look like, in comparison to the “Boxes,” that are built today. (i.e. USCGC Mackinaw I & II)
Capt Bob |09:12 EST |Comments (0)
Restless Heading Home
March 27th would find me chugging up the ICW under a pleasant sky, with everything in harmonization. Lunch was long overdue, and it was time to switch hats, and make a trip to the galley. With all clear ahead, and the wake astern, as straight as an arrow, “George,” (the autopilot) proved to be a better helmsmen than myself. The stage was set for a classic case of false security.
The process of preparing a meal while underway in confined waters is not a comfortable one. Culinary actions are brief, while visits to the wheelhouse and glances thru the companionway astern are frequent.
Much of the Intracoastal thru the Carolina’s are traveled thru relatively open sounds, yet here too the channel is narrow and marked with staked day markers. Interspersed, are narrows that are made up of elongated small islands, and areas of spoil. Depending upon the state of the tide and current, strong distinct eddies run in various regions that flow 90 degrees to the channel. These have the potential to drive your Autopilot: “Nuts!”
After about 6 or 7 sequences of cycling thru the galley and wheelhouse, I paused on the top step leading to the helm a bit longer than those of the past to take everything in. Turning and starting back down into the galley, I had a premenonsion that something was amiss as my foot hit the deck of the aft cabin. The shape and color of the next day marker was wrong. Restless, was on an excursion, after being upset from an eddy, and headed out of the channel.
Doing an about-face, I dashed to the helm, where a flurry of rapid events: clicked off the autopilot, put the wheel hard over to port, and rang up stop; all while uttering a few colorful metaphors. “Leaving the Channel,” could now be expressed in terms of the: “Past Tense.”
Glancing at water beneath the keel was like looking at a depth indicator with the transducer mounted in the floor of an elevator with a cut cable. “To Hell with trying to steer back into the channel.” Know water; sufficient to provide buoyancy lied astern, ahead was: “Terra Incognita. “
Doing an, “Emergency Stop,” is very much like participating in a Tugboat Race. At full astern, the deck beneath your feet shakes as if the hull was coming unglued. Loud noises and thick black smoke are emitted from the stack. Astern, a great thrashing of water occurs as the prop cavitates, and seemingly; “Nothing Positive Appears to be Happening.” As the momentum is finally overcome, and the direction reversed, the final moments are played out like a Hollywood Movie.
Like the hero disarming a time bomb; the distance between mud and keel, halts with a decimal point before it.
“Who in the Hell needs to Eat?”
Capt Bob |09:36 EST |Comments (0)
First Ship of The Year
The ice is gone. The CCGS Risley completed installing the Parry Sound Channel Buoys. The season begins.
The Mississsagi arrived this morning with a load of gravel. This is the first ship of the season and it's a pleasure to see her. It's a great day, blue sky, calm water and a bright warm sun.... got to get my tub ready for the water. Spring is here at last.
Capt Bob |16:38 EST |Comments (0)
Mississagi Outbound Parry Sound Harbour
Capt Bob |16:22 EST |Comments (0)
More of Tug Restless Upbound
The term: “Red Right Returning,” pertains to the Lateral System of Navigation, which establishes a format that places all red aids to navigation depicting a channel, to (starboard) on the right side of a vessel returning from the sea.
The format of the Intracoastal Waterway, (ICW) when transiting from south to north, is basically arranged so that all green aids are passed to starboard as well. One would think that such a system is rather straight forward, and as long as you know that your either in the ocean pointed towards land, or chugging up the ICW with something resembling a large: “N” in proximity to the Lubber Line, the whole thing is a “Piece of Cake,” Right? Well the entire process turns to “Fudge,” when the two merge. If you stop to consider the number of channels and Inlets along the eastern seaboard that bisect, and even merge with the ICW, you’ll have a grasp for what I am referring. Should you be cruising along, “Fat, Dumb and Happy,” in a seemingly endless straight section of the ICW, and suddenly have the colors switch sides lacking forewarning; it can be not only confusing as hell, but extremely embarrassing as a result of what is about to follow. Many a moment can be spent standing on your head with a chart beneath you, as you attempt to trace the origin of this reversal. A perfect example of this, is the C&D Canal connecting Chesapeake, and Delaware Bay’s. The C&D Canal’s buoy system is based upon the perspective of vessels entering from seaward into Delaware Bay. (even numbered red to starboard – north side of channel) However at Chesapeake City MD (a little past mid point of the canal) the buoy system reverses with odd numbered green to starboard – north side of channel. So much for the vis-à-vis: “Red Right Returning,” within a mere 12 miles of canal. Prior to retirement, I spent 29 years as a pilot with a major airline. During that time, the manufacture and design of airliners went through a change that was in many ways as significant as that from Propeller to Jet. Cockpit instrumentation changed from gauges to Cathode Ray Tubes. Bell cranks and cables which moved control surfaces, were replaced with Electro-Hydraulic Servos. Computers were connected to autopilots, which changed “Aviators into Programmers.” The change for many was a difficult transition. It required the pilot to develop a new “Mind Set,” and freely accept tasks that a computer could do not only better, but faster and more economical. In short; it required a blind acceptance akin to; “Just Drinking the Cool-Aid.” You either did not need to know the how’s and why’s or failed to have the intelligence to understand it anyway. The old system would come to be known as: “Flying with Steam Gages.” The new: being referred to as “Fly by Wire” or a “Glass Cockpit,” and when everything works correctly; such aircraft are a dream to fly. However, when the computer swallows a stray electron, it becomes an event similar to, “Reinventing the Wheel.” Pilots, who are new to the system, are recognized from those who are veterans, by two common phrases that are commonly spoken in a cockpit when a flight computer performs an apparent “Meltdown.” The former asking, “What’s it doing Now?” and the latter confirming,” See, there it goes Again!” Autopilots and navigational aids aboard ships have gone thru a similar transition, in the ways that they too are controlled and operated. Many possessing the tendencies and idiosyncrasies like that of an aircraft. Our dependence on such state of the art systems, and their usage, creates a complacency which evolves into a script like that of the movie, “Jaws;” where just when you thought it was safe to go back in the water: “It Will Bite You in the Ass!” Being alone on this cruise, I get spread rather thin at times. In addition to being Master, Chief Engineer, Bosun and Cook, I also double as number one, “Bilge Coolie.” Having an autopilot aboard Restless, in many ways is like having an additional crew member. It must…. as I occasionally find myself yelling and screaming at someone other than myself.
Capt Bob |16:31 EST |Comments (0)
Capt Bob |16:23 EST |Comments (0)
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