fathometer – NOAA Teacher at Sea Blog

August 15, 2011March 12, 2021

Jennifer Goldner: Safety and Tour of The Bridge, August 13, 2011

NOAA Teacher at Sea
Jennifer Goldner
Aboard NOAA Ship Oregon II (NOAA Ship Tracker)
August 11 — August 24, 2011

Mission: Shark Longline Survey
Geographical Area: Southern Atlantic/Gulf of Mexico
Date: August 13, 2011

Weather Data from the Bridge
Latitude: 26.02 N
Longitude: 80.02 W
Wind Speed: 9.18 kts
Surface Water Temperature: 29.20 C
Air Temperature: 30.30 C
Relative Humidity: 70.00%

Science and Technology Log

The crew of NOAA Ship Oregon II are adamant about safety. Because of this, drills are performed in order to be prepared. First we did a fire drill. The alarm sounds then the Captain makes an announcement as to where the fire is located. I am in the scientist party, thus we went to the dry lab. In the event of a real fire, the fire box on the bridge would tell the Captain what area of the ship was in danger. Two of the crew members, Tim, Lead Fisherman, and Walter, Chief Boatswain, don their fire suits and go to the area to contain the fire.

Next we did a “man overboard” drill. When the alarm is sounded, everyone on board grabs their survival suit and life vest and heads to the bow. They must be put on in one minute or less.

The diving crew also did a proficiency dive and hull inspection. The proficiency dive is done in order to stay familiar with their gear in the event they need to go beneath the ship to fix something. For example, the longline could get entangled in the screw/propeller. During the hull inspection the diving team checks the intakes for growth of algae, etc.

The Captain announces that divers will be in the water, then the RHIB (Rigid-Hulled Inflatable Boat) is lowered. After they are in place, the divers can now get started. After the dive, the gear is brought back on board with a crane.

Me in my survival suit (a.k.a. gumby suit)

Sarah, Operations Officer, jumps overboard to perform dive operations while Tim, Lead Fisherman, waits in the water.

Executive Officer LDCR Jason Appler jumps into the water to perform dive operations

Gear being brought on board with a crane

Radar with AIS overlay- NOAA Ship Oregon II is in the middle headed south, beach is at starboard and ship Rhea Bouchard is at port side.

There are multiple safety features on the bridge as well. AIS (Automated Identification System) is a tool to help identify other ships. Any ship that is 300 gross tons or more must register their ship. NOAA Ship Oregon II is 729 gross tons. Another important tool is the radar. The radars are $80,000/each. This ship has two. Commanding Officer, Master Dave Nelson, said he tells his crew, “This box is our world.” Whenever it is dark or there is severe weather this is their only “eyes” to tell them what is in their path.Another device used on the bridge is the fathometer. (Captain calls it the “fatho.”) This tells the depth of the water.

The bridge also has a radio system which is vital for communication. Channel 10 and 16 are working channels for marine travel ships. To speak on the radio you must have a license through the Federal Communications Commission. On the radio is a distress button. There are 5 different places which have distress buttons. In addition, there are 4 EPIRBs (Emergency Positioning Indicating Radio Beacon) on board. If the ship is in trouble, the Captain can activate it. It would then send signals with NOAA Ship Oregon II‘s position and name. If there isn’t enough time to activate the EPIRB, water pressure will activate it once it submerges. The Captain and his officers also keep track of the ship’s heading in degrees: 0000 is North, 090 is East, 180 is South, 270 is West.

Ship's Heading: 176 degrees means we are traveling south.

Engine Control Panel- Pitch indicator is in the center on the right.

Personal Log

Captain Dave Nelson calls me “Teach” and I call him “Cap.” I got to spend time this morning for a tour of the bridge with him. It was fascinating! In addition to all I learned above, he showed me the wheel and the engine controls which houses the pitch indicator (a.k.a. gas pedal).

Cap also told me the ship follows MARPOL Regulations. For example, food scraps can be dumped in the ocean as long as it’s 12 miles from the shore.

We have been steaming 25 miles out but moved within 3 miles of shore to get out of the Gulf Stream. The Gulf Stream flows from south to north. We’re headed south. Today it is moving at 3.5 knots. (It averages 4 knots.) Water is very powerful. Going into a current with 1 knot is the same as going into a 20 knot wind. Now that you know this, try to solve the question below.

In reference to the question on my last blog “How many gallons of diesel does NOAA Ship Oregon II hold?” The correct answer is 70,000 gallons! According to Sean, Chief Engineer, we will get to Mississippi with about 30,000 gallons remaining.

On another note, It was so neat to get to be close enough to the shore line to see Fort Lauderdale and Miami!

Captain’s Corner: Stories from NOAA Ship Oregon II

If only NOAA Ship Oregon II could talk . . . she would have some stories to tell of her journey in the Gulf of Mexico and Atlantic. We will let Commanding Officer (CO), Master Dave Nelson, tell the stories. Here is one he shared with me today.

It was about six years ago and they were headed north to do a survey on the east coast. The only individuals on board were those in the crew; 19 in all. They were in the Gulf Stream and it was rough. The seas had 15 foot waves. Because it was so rough, NOAA Ship Oregon II was being run slower than normal. At that time, Cap was the XO and he was at the bridge steering. A call came through from the Chief Engineer alerting the Captain to get to the engine room immediately. When he arrived he found the Chief Engineer standing in water that was now up to his belly button. He explained that a saltwater intake pipe, which funnels salt water in to cool the engines, had burst. Because the area was flooded, he still could not find the valve to shut it off. He continued searching, determined to find it. His diligence paid off because he found it and shut it down. Had he not found it, the ship would’ve lost power in 6-7 more minutes. A ship without power is bad news. The captain would’ve had to call “abandon ship.”

This story just goes to show that it is crucial to know your job and know it well. Clearly the Chief Engineer knew his job. He saved many lives that day at sea.

July 14, 2010April 22, 2021

Wesley Struble, 14 July, 2010

NOAA Teacher at Sea
Wes Struble
Onboard NOAA Ship Ka’imimoana
July 8 – August 10, 2010

Mission: Tropical Ocean Atmosphere (TOA) cruise
Geographical area of cruise: Equatorial Pacific from 120ΕLongitude to 95Ε Longitude
Date: 14 July 2010

Weather Data from the Bridge

Cloud cover: 6/8 (75%) with stratocumulus clouds
Visibility: 10 nm (nautical miles)
Wind: bearing 330Ε at 14 knots
Atmospheric Pressure: 1012.0 millibars
Temperature: 24.6ΕC (76.3ΕF)
Wave height: 1 – 2 feet

Science and Technology Log
The last few days I have spent some time up on the bridge of the Ka’imimoana. Ensign Linh Nguyen, one of the NOAA Corps officers, showed me around and explained some of the equipment. They have three general types of equipment available on the bridge which I will categorize as: communication, propulsion, and navigation.

struble_log2_img_1 — The bridge of the KA

The communications system first includes intra-ship lines. These are mostly carried out by an intercom type system. Each major area of the ship (including each stateroom) is connected to this intercom system by a phone that permits communication with any other part of the ship. The ship also has numerous hand-held radios available for use when one is not near a phone. In addition, the bridge has both inter-ship and ship-land communication capabilities. The KA (short for Ka’imimoana – Hawaiian for Ocean Seeker) also has access to the Iridium satellite platform for communication with land in addition to access to a satellite internet and internet VOIP system.

struble_log2_img_0 — Autopilot and propulsion controls

There are two types of propulsion on the ship. First, there are four large diesel engines that power a generator. This generator produces the electrical power that runs each of the two electric motors that drives the screws (propellers) located at the stern (rear) of the vessel. While moving through the harbor all four diesel engines are running sending power to the generators. When the ship is out at sea only three of the diesel engines are used. The ship can operate with only two engines in service for power generation but under this configuration the ship will cruise at slower speeds. The KA has two screws: port (the left side of the ship if one is facing the bow or front of the ship) and starboard (the right side of the ship if one facing the bow). Each screw runs independent from the other with separate controls on the bridge. The conning officer (the officer who is in charge of the bridge at any given time) can change course by turning the rudder (the most common way) or by altering the speed (rpm) of one of the screws (without using the rudder). The KA also has a bow thruster (also powered by an electric motor) that is mounted in a tunnel through the forward part of the hull. This thruster permits the conning officer to move the forward part of the ship port or starboard without the main screws driving the ship forward. The bow thruster allows more subtle and precise motion that could be used for docking or perhaps helping keep the ship over a precise location while collecting data at those particular coordinates.

struble_log2_img_2 — The bow thruster control

The captain of the KA, LCDR (Lieutenant Commander) Matthew Wingate, described the navigation system of the KA as modern but not state-of-the-art. The ship has many redundancies built into its guidance system. Two radar consoles, three compasses (two digital/electronic and one analog), an AIS (Automatic Identification System), paper charts, a fathometer (sonar) and of course, binoculars and the naked eyes of those on constant watch. The radar system is quite fascinating. It has an adjustable range with the ability to scan out to almost 100 nautical miles. The system plots the projected course of the ship and the predicted course of other ships within its range using vector analysis. This information is necessary to be able to prevent (well ahead of time) any possible collisions that might take place if the ships hold to their current courses. In addition, it is possible to set a radar alarm range of a particular radius around the ship. If any object comes within that range an alarm sounds to alert the pilot of the danger.

While I was on the bridge there were three other ships registering on the radar monitor each traveling in different directions. The two digital compasses are mounted side-by-side and their readings (and the difference between the readings) are projected at the navigation console. Above one’s head and not far from the digital compass readout is also a standard magnetic compass. The AIS (Automatic Identification System) is probably the most fascinating device I have seen on this ship. It is similar to radar readouts but provides much more information. First, one needs to understand that when ships are at sea they continuously send out a signal that provides identification information. The AIS receives this information and plots the locations and courses for these ships in addition to the location and course of the KA. All of this information is superimposed on a digital nautical chart that shows islands, shoals, exposed rocks, depth contours, and continental shorelines that can be adjusted for different scales. At the right margin of the AIS screen is listed navigation information such as the latitude and longitude of the ship, course bearing, ship speed in knots, and other pertinent data. Besides the course plotted on the AIS the conning officer also plots out the ship’s course on a paper chart and cross-checks it with the AIS. The fathometer shows the depth of the water under the ship and therefore the contours of the ocean bottom. This information can also be cross-checked with the charts and the AIS to make sure that they all agree. Last of all there is always someone on the bridge keeping watch on the instruments and the horizon verifying what is on the charts and monitors with what they see with their eyes through the binoculars.

Personal Log

I have enjoyed walking about the ship during the day taking pictures and looking at the various types of equipment on the decks. I hope to describe these in later logs. I was on one of the lower weather decks this morning simply taking in the views of endless water in all directions. When the sun is out the water has a deep blue color with a very slight greenish tint. As the bow cuts through the water, waves and foam are pushed out creating a variety of tints of blues, greens, and white. It is beautiful indeed.
While I was watching, out popped a flying fish! It jumped out near the bow wave and glided about a foot off of the water for about 50 yards or more. When it would hit a wave crest it would boost itself with its tail and go a little farther. I stayed at that location for another half hour and watched many others, some small groups, and several large schools of 50 or more “fly” at one time. The longest “flight” was about 100 yards with the fish in the air maybe 5– 10 seconds. I would not have even thought to look for one of these fish. Like most children I had read about them and seen pictures of them when I was younger but never really thought that I would ever see one. What a great surprise.

Being from Idaho’s northern latitudes, the sun only gets approximately 67Ε above the horizon on the Vernal equinox. It has been interesting to have the sun literally directly overhead during a portion of the day. This, of course, produces few areas of shadow to get out of the sun’s harsh equatorial rays. When we left San Diego it was in the mid to lower 60’s but as we have worked or way south (about 200-250 miles per day) the temperature has been slowly rising. I am told that it will soon be very hot and humid so I should enjoy this mild weather while I can.

New Terms

I have learned a few new terms for parts of the ship that might be helpful for future logs. Deck – refers to any floor on the ship. I would refer to the floor of my stateroom as the deck. Bulkhead – this refers to any walls on the ship. I am required to keep the deck and bulkheads of my stateroom clean. Head – this refers to a bathroom on the ship. I have a head that I share with a crew member in the stateroom next to me and there is also a “public” head available on this same level. Aft – can mean in back of, behind, or toward the stern of the ship. Forward (sometimes simply fore) – can mean in front of, in front, or toward the bow of the ship.

May 26, 2010April 15, 2021

David Altizio May 24-26 2010

NOAA Teacher at Sea
David Altizio
Onboard NOAA Ship Fairweather
May 17 – May 27, 2010

NOAA ship Fairweather
Mission: Hydrographic survey
Geographical Area of Cruise: SE Alaska,
from Petersburg, AK to Seattle, WA
Dates: Monday, May 24 and Tuesday, May 25,
Wednesday, May 26

Weather Data from the Bridge

Position: Hassler Harbor
Time: 0800 on 5/24
Latitude: 550 13.06’ N
Longitude: 1310 27.15’ W
Clouds: Light drizzle
Visibility: 8 miles
Position: Inside Passage
Winds: Light with variable directions
Time: 0800 on 5/25
Waves: Less than one foot Latitude: 52024.5’N
Dry Bulb Temperature: 11.20C
Longitude: 128030.0’W
Wet Bulb Temperature: 10.00C
Clouds: Mostly Cloudy
Barometric Pressure: 1006.4 mb
Visibility: 10 + miles
Tides (in feet):
Winds: 10 knots from the NE
Low @ 0439 of 0.1
Waves: One to three feet
High @ 1055 of 13.1
Dry Bulb Temperature: 11.00C
Low @ 1637 of 2.2
Wet Bulb Temperature: 10.10C
High @ 2254 of 16.4
Barometric Pressure: 1009.1 mb
Sunrise: 0422
Sunset: 2105

Science and Technology Log

On Monday we were testing one of the multi‐beam sonar transmitters that had not been working properly on the Fairweather, in Hassler Harbor near Ketchikan, AK. In order to verify that the device is working properly the ship went back and forth over an area that has previously been mapped from all different directions. This is called patch testing. Ideally you are looking for no difference in the data from one test to another test.

altizio_log5_img_1 — Me,at the helm,driving the Fairweather.

altizio_log5_img_2 — Me, practicing using the line throwing device.

While on board Monday, we also practiced using a line throwing device. This piece of equipment can be used for ship to ship rescue operations, or to get a line onto a pier if needed, or for other rescue operations. The device is powered by 3000 lbs. of compressed air. Today we only fired a test line, but the real one can travel almost 200 meters. Being prepared and knowing what to do in the case of an emergency is extremely important while out at sea. Not only was I allowed to use the device, but so was anyone else on board who had not learning how to use it properly.

altizio_log5_img_3 — Marine aneroid barometer measures air pressure.

altizio_log5_img_6 — Digital anemometer showing wind speed and wind direction.

I have also been collecting and recording the weather data from the bridge of the ship. These observations are made every hour. There are many different meteorological instruments on the Fairweather. The atmospheric pressure is recorded using an aneroid barometer. The dry and wet bulb temperature readings were taken off of a sling psychrometer, just outside of the bridge. The wind direction and wind speed were taken from a digital anemometer and verified using the vectors of the wind direction and the heading of the ship. The visibility, wave height and the cloud cover are estimated visually by observing them from the bridge of the ship.

altizio_log5_img_4 — One of the ship’s officers, tracking our plot by hand on the chart.

altizio_log5_img_7 — Me taking the temperatures off of a psychrometer outside of the bridge.

I was also given the opportunity to man the helm and drive the Fairweather, for about 10 minutes as we headed south towards British Columbia, Canada. The bridge of the Fairweather has a many different screens, monitors, sensors and gauges. In order to see where we are going there are digital charts, which have our path projected on them. Also, some of the ship’s officers will verify our position along our course by hand. The depth to the bottom is determined by a fathometer, which works by using SONAR, not as complex as the multi‐beam mapping but more similar to a fish finder. In many maritime activities the depth is measured in fathoms. One fathom is approximately 1.8 meters or 6 feet. Knowing where you are and where other vessels are is extremely important.

altizio_log5_img_5 — Some of the Fairweather’s navigation systems.

altizio_log5_img_8 — Digital fathometer, measuring depth to the bottom using SONAR

The Fairweather has enough beds to hold a maximum of 58 crew members. The ships personnel is divided between: NOAA Corps officers, survey, deck, engineers, stewards, electronics technician and visitors. There are almost 15 NOAA officers on the Fairweather, including the CO (commanding officer), XO (executive officer), FOO (field operations officer), and all the way thru captain lieutenant commander, 3rd mate, lieutenant, and ensigns. The survey group has approximately 10 people including the chief survey technician, senior, regular, and assistants.

altizio_log5_img_9 — More of the Fairweather’s navigation systems.

altizio_log5_img_23 — Digital readout of ship’s GPS (global positioning system) for precise latitude & longitude, speed in knots, and heading in degrees.

The deck group has 12 people and they help to maintain the deck areas, drive the launch boats, and help out in the anchoring and docking processes. There are 10 engineers who make sure the ship is running properly. There are three stewards (cooks) who are amazing and make sure everyone is fed very well. There are 2 electronics technicians, and anywhere from two to five visitors, such as teachers at sea, technology support, mission/NOAA related personnel.

altizio_log5_img_16 — My stateroom on the Fairweather’s.

altizio_log5_img_17 — Fairweather’s store.

The Fairweather was originally commissioned in October 1968, deactivated in 1989 but a critical backlog of surveys for nautical charts in Alaska was a motivating factor to reactivate it in August 2004. The home port for the Fairweather is Ketchikan, AK and it operates mostly in Alaskan coastal waters. It is designed and outfitted primarily for conducting hydrographic surveys in support of nautical charting, but is capable of many other missions in support of NOAA programs. The ship is equipped with the latest in hydrographic survey technology – multi‐beam survey systems; high‐speed, high‐resolution side‐scan sonar; position and orientation systems, hydrographic survey launches, and an on‐board data‐processing server. It is 232 feet long, with a beam of 42 feet. It weighs 1,591 tons and the hull is made of welded steel. The Fairweather has a range of 6,000 autical miles, can stay at sea for 30 days, and has an average cruising speed of 12 knots.

altizio_log5_img_18 — The galley (kitchen) on the Fairweather.

altizio_log5_img_20 — Dish washing station on the Fairweather.

altizio_log5_img_19 — Mess hall (dining area) on the Fairweather.

altizio_log5_img_21 — One of the food storage areas on the Fairweather.

The staterooms on the Fairweather are fine for two people to live in. There is a bunk bed, dresser/desk area, closets, sink, small refrigerator, and a TV. The food on the Fairweather is really good, not just for being at sea, but really good with a lot of different options. There is also a small store where you can buy candy, soda and clothing with logos and images of the ship. There is a small workout room that people do use to keep active. There are three different food storage areas, one for dry goods, a refrigerated area, and a freezer. The Fairweather also has laundry facilities and a sick bay.

altizio_log5_img_11 — Laundry room on the Fairweather.

altizio_log5_img_10 — Fairweather at Customhouse Cove.

Personal Log

It is hard to believe that we are already heading south towards Seattle, WA. I have really enjoyed my time onboard the Fairweather and will never forget these experiences. Being a Teacher at Sea is amazing and I highly recommend it. I have seen so many different and new things that I can now add to my “teacher toolbox”.

On Monday, being able to learn how to use the line throwing device was very cool, but that was not the highlight of my day. I was also given the opportunity to man the helm, and drive the Fairweather for about 10 minutes. It is amazing that a ship this big is so responsive to small changes in the angle of the rudders. It was sort of like driving a really big car, in the sense that when you turn the wheel right the ship goes right and turning left makes the ship go left. There is a lot to do when at the helm. You have to make sure that we are following the correct heading, going the proper speed, not heading towards any other vessels or obstructions such as logs or other debris, and in water that is deep enough for the ship. As much fun as it was it was a little nerve racking, my palms were definitely sweaty.

altizio_log5_img_14 — Along the Inside Passage

I did have the help of four other NOAA officers to assist me and help me know what to do. It is not only up to the person at the helm to make decisions about what to do or which course to follow. The Fairweather is definitely a place where the junior officers are being trained and learning what to do in all types of situations. This aspect of helping and learning was prevalent in many aspects of what I observed while onboard the Fairweather and was great to see.

A while after I manned the helm, the seas got a little rougher as we went through Dixon entrance which marks the boundary between SE Alaska and British Columbia Canada. Here we were exposed to ocean swell from the Pacific Ocean/Gulf of Alaska. I was very glad this did not go on for too long. I made the mistake of trying to write this log while the ship was rocking and rolling a little bit. Not such a good idea. One of the officers told me to put down the computer, go out on the stern (back) of the ship, and look at land along the horizon. Being outside in the fresh air, while looking at land made me feel much better.

altizio_log5_img_15 — The sick bay on the Fairweather.

The rest of the trip towards Seattle has been very nice. The seas have not been too rough, and I am really enjoying the scenery as we go through the inside passage of British Columbia, Canada. Coming home and going back to New Rochelle High School will definitely be a change from the last two weeks. I will never forget the places, people and the science I have been exposed to in my time on the Fairweather in SE Alaska. We are now in the Puget Sound, and Seattle is almost in sight and I am ready to be home, back in New York.
Signing out, David Altizio Teacher at Sea

July 29, 2006March 26, 2021

Jacquelyn Hams, July 29, 2006

NOAA Teacher at Sea
Jacquelyn Hams
Onboard NOAA Ship Rainier
July 24 – August 11, 2006

Mission: Hydrographic Survey
Geographical Area: Shumagin Islands, Alaska
Date: July 29, 2006

TAS Jacquelyn Hams helps prepare lines on a boat

Weather
Partly cloudy
Visibility: 10 nm
Wind direction: 250
Wind speed: 140 knots
Sea Wave height: 1 ft.
Seawater temperature: 9.4 degrees C
Sea level pressure: 1024.3 mb
Temperature dry bulb: 13.3 degrees C
Temperature wet bulb: 11.1 degrees C

Science and Technology Log

At 0900 all new personnel including Teachers at Sea participated in deck training. Deck training consists of learning basic sailing knots and handling lines for launching the boats. Deck training lasted from 9:00 a.m. until 2:00 p.m. with 1/2 hour for lunch. One of the first things I learned is the difference between handling lines on a recreational boat and a ship. Recreational boaters always lock a knot when you tie up at a dock. Ships never lock a knot because the lines are much heavier and they need to loosen lines quickly. Recreational boaters tidy lines and make clever loops and swirls.

Ships demand utility and want lines hanging in places that are easy to access. I also practiced another way to tie a bowline! A bowline is a basic knot that is taught as many different ways as there are people who tie them. It is important that everyone learn safety procedures and participate in lowering and raising the boats. Most of the survey work is done from boats while the RAINIER is anchored. I feel slightly uneasy walking around the deck of the boats. Even though there are sufficient hand holds, I am ever vigilant and aware of how cold the water is!

Personal Log

Here are some stunning photos taken from the RAINIER anchorage at Porpoise Harbor. These photos were taken after 9 p.m.

View of Nagai Island from Porpoise Harbor

July 28, 2006March 26, 2021

Jacquelyn Hams, July 28, 2006

NOAA Teacher at Sea
Jacquelyn Hams
Onboard NOAA Ship Rainier
July 24 – August 11, 2006

Mission: Hydrographic Survey
Geographical Area: Shumagin Islands, Alaska
Date: July 28, 2006

Weather Data
Weather: Clear/Fog Drizzle
Visibility: 2 nm
Wind direction: 245
Wind speed: 14 knots
Sea Wave height: 0-1 ft.
Seawater temperature: 9.4 degrees C
Sea level pressure: 1021.7 mb
Temperature dry bulb: 11/7 degrees C
Temperature wet bulb: 11.1 degrees C

Personal Log

Today I took a launch to Sand Point on Unga Island with crew members to pick up another crew member and some groceries. I have not seen an Alaskan town since Kodiak and am curious to see how different Sand Point may be. The ride took approximately 2 hours and we passed more spectacular geology and scenery. Sand Point is a tiny Alaskan fishing village on Unga Island. It is picturesque, off the tourist path, and full of friendly people. So far the two towns I have seen in Alaska (Kodiak and Sand Point) are very clean and uncluttered. There have been two major earthquakes, many minor earthquakes, and tsunamis in the Aleutian Islands, so it is no surprise that tsunami evacuation routes are well marked.

Tsunami Evacuation route sign in Sand Point

July 27, 2006March 26, 2021

Jacquelyn Hams, July 27, 2006

NOAA Teacher at Sea
Jacquelyn Hams
Onboard NOAA Ship Rainier
July 24 – August 11, 2006

Mission: Hydrographic Survey
Geographical Area: Shumagin Islands, Alaska
Date: July 27, 2006

TAS Jacquelyn Hams at the helm of the NOAA Ship RAINIER

Weather Data
Weather: Partly cloudy
Visibility: 10+ nm
Wind direction: LT
Wind speed: AIRS
Sea wave height: 0 ft.
Swell waves direction: 160
Swell waves height: 1 ft
Seawater T: 9.4 degrees C
Sea level pressure: 1025.9 mb
Temperature Dry bulb: 11.01 degrees C
Temperature Wet bulb: 10.0 degrees C

Science and Technology Log

ENS Sam Greenaway, RAINIER’s Navigation Officer and Kenneth Keys, RAINIER Deck Utilityman and Helmsman, gave me a lesson in navigation. I steered the ship for approximately two hours during which time I completed several turns. I learned that it is very important to steer the ship along the survey lines so that data quality is not distorted. A few of the navigation instruments used on the RAINIER are shown below.

Gyrocompass repeater (top) and rudder angle order indicator (bottom) — Gyrocompass repeater

Personal Log

We are passing many of the smaller islands that make up the Shumagins. The fog has lifted and the RAINIER is approaching Porpoise Harbor, the anchoring spot for the night. The Shumagin Islands are part of the Aleutian Islands Arc system and formed by volcanic activity. The islands provide a scenic backdrop of dramatic peaks and snow capped summits. We anchor at Porpoise Harbor off Nagai Island.

Lesson of the Day: Navigation

Terms of the Day: Rudder, fathometer

Bonus question: What is a fathometer?

Recommended reading: The American Practical Navigator, Bowditch Publication #9

NOAA Teacher at Sea David Altizio Onboard NOAA Ship Fairweather May 17 – May 27, 2010

Weather Data from the Bridge

Science and Technology Log

Personal Log

NOAA Teacher at Sea
David Altizio
Onboard NOAA Ship Fairweather
May 17 – May 27, 2010