2020 DELMARVA Reports


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~ A Cut Above ~

Course Advanced Coastal Cruising; DELMARVA Circumnavigation
Date October 9-15, 2020
Vessel S/V NAVIGATOR, IP40
Students: Michael Acker, Johan Liljeros, JP Sarmiento
Mate Jerry Nigro
Captain Tom Tursi

I boarded our sailing vessel NAVIGATOR on Sunday, October 4, 2020 while she lay at dock at Lankford Bay Marina, Rock Hall, MD. This allowed me a few days to inspect and prep the boat and lay in food provisions for the forthcoming DELMARVA circumnavigation cruise before Captain Jerry Nigro, my Mate for this cruise, was due to arrive on Thursday. During a previous cruise in July, NAVIGATOR was struck by lightening, which blew out all of her electronics and much of her electrical equipment and wiring, and she underwent a two-month repair period at Haven Harbour Marina where all the damage was repaired. Immediately upon completion of this work, NAVIGATOR completed two DELMARVA circumnavigation cruises in September, one with Captain Steve Runals and the other with Captain Frank Mummert. Thus, early October was my first opportunity to spend some time onboard and become familiar with the newly installed equipment, which I did with pleasure since everything seemed to work perfectly... a good omen for the forthcoming cruise. 

Jerry arrived on Thursday as planned and proceeded to refamiliarize himself with the boat, on which he has sailed several offshore cruises, and the newly installed equipment. Jerry and I have sailed together on many ocean cruises over the past 20 years, on my boats as well as his. Jerry owns a Skye 51 foot cutter rig on which he completed an Atlantic Circle cruise New York-Bermuda-Azores-Portugal-Madeira-St Thomas-Florida-Bermuda-New York in 2015. I sailed several of these legs with Jerry, and the last two legs also included MDSchool students. 

Two weeks prior, we held an online meeting with all crewmembers for this DMVA cruise plus Rita who gave a run down on administrative matters and Covid procedures. Student sailors in attendance were: Michael Acker, Johan Liljeros and JP Sarmiento; we usually carry four students for this cruise, but in deference to the Covid, we limited it to to three students. I then reviewed our plans for the cruise including the itinerary per the DMVA Training Plan, cruise route per the charts, pre-cruise assignments, preparation guidelines, mainsail single line reefing diagram, and the meal plan. The DMVA cruise involves a great deal of meticulous coastal navigation in a variety of conditions and venues. To help prepare for this, I made the following assignments to be completed prior to the cruise: 

  • Michael- Identify the restrictions and regulations shown on the charts and review guidance given in Coast Pilot Volume 3; also lookup bridge regulations and clearances, both vertical and horizontal, for the several bridges we will encounter during the cruise.
  • Johan- Select a dozen of the key navigational aids (buoys and beacons) from the charts along the route, look them up in the USCG Light List Volume 2 to note details not shown on the charts, and check with the latest USCG Notices to Mariners for discrepancies in these NavAids.

·        JP- Lookup current forecasts for the C&D Canal, Delaware River at Reedy Point and the Cape Charles Bridge; identify any Dredges operating along our route. 

·        All- Review the Training Plan provided including all videos listed there plus the new video Navigation Preparations for an Advanced Coastal Cruise

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Then, on Friday afternoon October 9th, our three student sailors arrived onboard, stowed their personal gear and we proceeded to inspect NAVIGATOR below deck from bow to stern including all stowage areas plus the electronics, emergency gear, galley, engine, tools, spare parts, logbook setup and charts. After this we went to Harbour Shack Restaurant for dinner and a relaxed evening where we could tell sea stories and get to know each other. Our three students had earlier decided to sleep ashore at hotels during the preparation phase of this cruise to ensure a good night's sleep in advance of the cruise, and Jerry and I returned to NAVIGATOR

On Saturday we conducted onboard in-port training per the DMVA Training Plan, a 168 page document, that we wrote to describe the important actions and procedures needed to complete this 450 mile cruise around the DELMARVA Peninsula; quoting from the Introduction to this book: 

Team building is the clear and over-arching focus of this training, as the smooth functioning of a vessel's crew as a team is essential to the safe and happy completion of an advanced coastal cruise in daylight and nighttime operations in all sorts of weather conditions. 

Specific activities are listed and detailed, which student crew need to learn and carryout under actual operating conditions. Many of the specifics given below are based on the configurations as currently exist on S/V NAVIGATOR, IP40. As you sail on other boats with different equipment configurations, you will of course need to make adjustments in some of these procedures. 

Following the checklists of the Training Plan, we inspected all deck equipment and rigging, raised and reefed all sails, rigged the main boom preventer line, deployed the whisker pole, practiced engine starting and stopping procedures, tried on the Type I PFDs, coiled and tossed docklines and throw rope, deployed the MOB horseshoe and pole, noted the locations of all five onboard fire extinguishers, reviewed the cockpit electronics, and completed the remaining items in the checklists. I then assigned crewmembers to complete the specific checklists for Navigator, Bos'n, Engineer and Emergency Coordinator and followed that with a review of weather and preparation of our underway navigation plan for the next day's transit to Swan Creek for an overnight anchorage. At this point on Saturday, the weather forecast looked a bit challenging for Monday, the day we plan to proceed north up Chesapeake Bay, with expected winds of 20 to 30 knots from the north... right on our nose! 

On Sunday, the weather dawned clear and calm, but the forecast for tomorrow remained 20 to 30 knots from the north, so we made a last minute change in plans to proceed from our Lankford Bay Marina in Rock Hall directly to the C&D Canal about 50 miles to the north up Chesapeake Bay with no stops along the way. Crew went through the "Day of Departure" checklist in the Training Plan and we were underway at 0840 for the ten hour trek to the C&D Canal. Yesterday we had prepared our navigation plan only for the cruise leg to Swan Creek, so Johan and JP worked on the additional navigation planning needed to reach the Canal while Mike and Jerry stood watch underway until the additional nav prep was completed. There was very little wind movement this day, so we motored all the way to the Canal reaching the Summit North Marina at 1800 hours where we docked on a T-head floating dock, secured the boat and went to the Grain Restaurant for dinner and showers. Then lights out by 10:00 pm with the plan to remain in port tomorrow while the forecast storm passes. 

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By Monday morning the storm clouds had in fact gathered and gale-force winds were beginning to howl, so after breakfast we moved to the fuel dock to top up our diesel tank and pumpout the waste holding tank and returned to our T-head dock. This will be a down day in port that we will make good use of by preparing the navigation plan from here on the C&D Canal, down Delaware Bay, south along the Atlantic Coast of Delaware, Maryland and Virginia to the entrance of Chesapeake Bay at Cape Charles, and north up Chesapeake Bay for several miles to Cape Charles Town where we plan to overnight. The crew got busy with this sizeable task following the guidance provided in the Training Plan and our recently published YouTube video titled: Navigation Preparations for an Advanced Coastal Cruise. The crew worked as a team, all participating in the activity, so that everyone knew the details of the route to be sailed, waypoints, course directions and distances, Light List and Notices to Mariners references, and the electronic course plotter as well as the paper charts. After this the student crew wrote their ASA106 exam, which I reviewed and graded after the cruise. By this time it was late afternoon, and we all again went to the Grain Restaurant for an early dinner as we plan to be up and underway bright and early tomorrow morning. 

By Tuesday morning the weather had moderated and mostly cleared as we exited the marina at 0700, entered the Canal and turned left, eastward and passed under the Conrail bridge, which was in the up position so there was no need to contact the bridge tender. Sailing is not permitted in the C&D Canal, so we set the engine speed to 2400 rpm and moved along briskly down the flat waters of the canal. We knew that the Delaware River current at Reedy Point, where we would exit the canal into river, was ebbing and thus flowing outbound toward our right. We would thus be making a full turn to starboard as we entered the strong current of the river and needed to make this turn at the appropriate spot to ensure that we avoided the rock jetty extending out from the canal on our starboard side. We accomplished this by pre-planning our turn to be made when abeam of the red over green buoy (RG "CD" Fl(2+1) R 6s) to our port side. Since we were on a course of 092ºC in the canal, we verified this turning point when the buoy bore 002ºC on our port side and double checked this with visual confirmation that we had in fact passed the end of the jetty. 

We then turned SE to a course of 152ºC toward the green buoy (G"11" QG) of the main ship channel. As we proceed down the river, our plan is to remain on the west side of the main channel leaving the green NavAids close aboard to our port side. We generally think of Delaware Bay as a "nasty bay" with lots of shoaling, strong currents, fast-moving big ships and lots of other traffic. So we need to pay close attention to our navigation and watch keeping, and we set the watches as follows: 

  • Student crewmembers served six-hour watches: Michael- Midnight to 0600 and Noon to 1800. JP and Johan- 0600 to Noon and 1800 to Midnight
  • Jerry and I served six-hour watches that were straddled in time with the student times as follows: Tom- 0300 to 0900 and 1500 to 2100. Jerry- 0900 to 1500 and 2100 to 0300.

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Photo Credit: Jerry Nigro

Current in Delaware Bay and River varies between two knots Flood and two knots Ebb and can thus have a significant impact on transit times down the Bay. Of course, traveling at a 6 knot water speed over a distance of 60 miles will expose us to both max Flood and max Ebb currents, but it would be helpful to have more Ebb than Flood when traveling south from the C&D Canal to Cape Henlopen. The NOAA Current Tables include a simple graph to help mariners estimate the optimum time to make this passage on any given day. 

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Notice the lefthand column of geographic names starting from Delaware Bay Entrance at zero miles at the bottom and Bristol at 100+ miles at the top. Across the bottom is a series of time legends correlated to times in the current cycle starting with "Hours before Flood Begins at Delaware Bay Entrance" on the lefthand side. On this legend the current would be Slack at Delaware Bay Entrance at zero hours before Flood begins. The main body of this graph shows Flood and Ebb areas correlated with these time and geographic names. Proper setup of this graph for our date and time of entering the bay will allow us to estimate the currents to be expected during our transit down the bay. 

On this date of Tuesday, October 13, 2020 we passed Reedy Island at 0900 EDT or 0800 EST. The NOAA Current Tables for this date show that Slack before Flood at Delaware Bay Entrance occurred at 0709 EST, so we passed Reedy Island about one hour after Flood began at Delaware Bay Entrance. 

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Our boat speed through the water was 5.5 knots heading south. We can plot a speed line on the previous graph starting at Reedy Island at one hour after Flood began at Delaware Bay Entrance, and from there draw a 5.5 knot Speed Line as shown in red in the graph as above. This shows that we can expect Ebb current between Reedy Island and Arnold Point. Current then turns to Flood, or opposed to us, until we pass Fourteen Foot Bank Light where it Ebbs for the remainder of the distance to Delaware Bay Entrance. 

Tuesday at 1040: Motor sailing down Liston Range with mainsail on a broad reach in 10 to 12 knot wind from NW; skies overcast with stratocumulus clouds; waves two feet or less; approaching Ship John Shoal Light. At 1230 we saw the Racon signal of Miah Maul Shoal Light on our radar screen flashing Dash-Dash. A Racon is an electronic device that responds to our radar signal and paints a Morse Code sequence on our radar screen for positive identification. Chart #12304 shows this Racon and its Morse Code sequence (- -) as below: 

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At 1400 we passed Brandywine Shoal Light; skies clouded over; cooler as late afternoon approaches; current slack as expected from our previous analysis; speed through water 5.5 knots; speed over ground 5.5 knots.   

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At 1500 passed Brown Shoal Light. Reefed mainsail one tuck in preparation for forecast wind increase overnight; expecting NW 15 to 20 knots with gusts to 25 knots. Unfurled full genoa; secured engine. Sailing 5.5 knots through the water; speed over ground 5.5 knots. Brown Shoal Light marks the southern end of the Delaware Bay Main Channel. From here the deep water widens out to the mouth of the bay, and we set a course for Cape Henlopen requiring a 20 degree course change to starboard and improving our apparent wind angle enough to permit full sail on a broad reach starboard tack. At 1640 we passed the green G "5" Fl G 2.5s buoy, leaving it to starboard, which marks the western corner of the Pilot Area where ship pilots meet incoming and departing ships. We steered clear of the Pilot area leaving it to our port side as we proceeded south between the coast and the outbound traffic lane where outbound ships are making fast for sea usually at 18 to 20 knots.   

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At 1700, after rounding Cape Henlopen on starboard tack and turning to a course of 180º per compass to remain between the traffic lanes and the coastline, the winds became dead astern making for poor sailing conditions, and we doused the genoa and started engine. Eventhough winds remained at NNW 20 knots, we were unable to effectively sail on this course as we were trapped between the traffic lanes and the coastline with decreasing depths thus preventing us from heading up to improve apparent wind angle. So we motor sailed on while Johan prepared a delicious dinner of pasta and meatballs with fresh green peppers as a side. 

By 1900 a cold front passed our location, skies cleared, stars came out, winds backed to WNW and we were able to unfurl the genoa and secure the engine for a beautiful nighttime sail on a course of 200ºC in 20 to 25 knot winds, gusting to 30 knots. It was fascinating to actually see this cold front come through from the west. Initially, skies were completely clouded over. Then we saw a slight crack of bright sky to the western horizon where the sun was setting over the land. This crack grew in height over the next hour and eventually spread overhead and moved to our east leaving a pitch black sky with billions of stars and a cooling WNW breeze that freed up our sails for better speed and control. 

By 2300 we reached the intermediate red sea buoy R "6" Fl R 6s off of Chincoteague where we changed course to 220ºC to follow the coastline which is now bending away to the west thus bringing the apparent wind forward and again improving sailing performance. Beautiful sailing conditions with clear skies, bright stars, brisk cool air and a very nice boat motion!   

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By 0200 on Wednesday morning, with consistent NW 25 knot winds gusting to 30 knots, we reduced the genoa to one-third keeping the mainsail with one reef tuck. At 0300 crescent moon rising in the eastern sky. At 0500 wind clocked to North at 25 knots. At 0700 Sun up; winds down to 15 to 20 knots NNE; increased genoa to three-quarters out. Sparkling, clear day. At 0715 engine turned on for battery charging for one hour. Solar panel producing 7.0 amps on this bright, sunny morning.   

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Winds dropped to 12 to 15 knots NNE; bright clear day; deployed full mainsail and genoa. At 1200 passed the red sea buoy R "14" Fl R 2.5s east of Cape Charles; sailing 5.0 knots water speed. Changed course to 246ºC toward the R "2N" Fl R 4s buoy at the northern entrance to Chesapeake Bay. 

At 1300 wind dropped to 5 knots; furled genoa; strapped mainsail in tight; started engine at 2400 rpm on a course to R "2N" buoy 9 miles distant, which we passed at 1430 turning NW up the Nautilus Shoal Channel toward the bridge span and passing through the bridge at 1600. We then set a course 356ºC for Cape Charles about ten miles distant. 

Weather forecast for today, tonight and tomorrow is favorable for the trip up the bay to Annapolis, but by Friday the forecast is for 20 knot winds from the North plus rain and limited visibility, not good or an overnight cruise up Chesapeake Bay with the normally many commercial ships underway. Johan suggested that, in view of the weather forecast for the next two days, we consider continuing non-stop direct to Annapolis. Mike readily agreed, and it sounded like a good plan to me, so it was agreed that we would continue on north now, and decide at the time whether to go into Annapolis or continue straight through to home port at Lankford Bay Marina. JP and Johan developed the navigation plan for the remainder of the cruise up the bay to Rock Hall. 

At this point, I changed the watch schedule, switching JR and Mike, all else remaining the same, as follows: 

  • Student crewmembers serving six-hour watches: JP- Midnight to 0600 and Noon to 1800. Michael and Johan- 0600 to Noon and 1800 to Midnight
  • Jerry and I served six-hour watches that were straddled in time with the student times as follows: Tom- 0300 to 0900 and 1500 to 2100. Jerry- 0900 to 1500 and 2100 to 0300.

The overnight passage up the bay went well with pleasant, cool weather; clear skies, winds building to 15 to 20 knots from the south which was just great for our trip north. We kept the mainsail single reefed and used the genoa variously as the wind angle permitted. Met a number of ships overnight, traveling both north and south, but these were handled well by the watchkeepers who were now experienced with night sailing and use of the radar, AIS, VHF radio, charts and their eyes for spotting ships as well as buoys and potential obstructions. 

By Thursday morning, we decided to skip Annapolis and go directly to Rock Hall today in view of the expected adverse weather for Friday. Passing under the Annapolis Bay Bridge, we turned NE toward Love Point at the north end of Kent Island bringing the apparent wind forward to a good broad-reaching angle on starboard tack, and NAVIGATOR charged ahead with renewed energy. Approaching Love Point we turned further east to begin rounding Love Point marker on an exhilarating beam reach. The crew clicked perfectly, as a well-oiled team, expertly doing their assigned duties as helmsman, line handlers, lookout and navigator to thread between the many fishing boats and passing yachts while achieving quality sail trim and maximum boat speed. Passing Love Point rocks, we headed up further on the wind to close-hauled and roared ahead at eight knots. It took a few tacks, well executed, to reach the horseshoe river bend where we bore away to the east for a mile then gybed, executing a perfect PST-TSP gybe per the Training Plan, and headed north toward Langford Creek and home.

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Once past the R "14" red buoy, we paused to conduct some MOB drills using Weenie, our MOB manikin as the overboard victim. I threw Weenie overboard, and, with each student taking a turn at the helm, we did a quick stop tack and back, furled the genoa, dropped the mainsail and motored close to the victim for a pickup with the boat hook. This illustrated the principles of quickly stopping and using engine power for maneuvering for the pickup. All went pretty smoothly. 

Speed Calibration 

During the entire cruise of the past week, the boat speed instrument (Garmin UDST) seemed to be reading high. The speed sensor mounted through the hull underwater measures speed of the water passing by, interprets this as boat speed through the water, and the electronics display this as boat speed in nautical miles per hour or knots. So we decided to make a speed calibration run in Chester River between green dayboard G"1" and the green over red channel junction light Fl (2+1) G 6s 15ft 4M "LC". The measured distance between these beacons is 0.60 NM, and the bearing in one direction is 096ºT (107ºC) and the reciprocal is 276ºT (284ºC). This course is at roughly right angles to the current flow. Outbound leg was from "LC" west to G "1" and Return leg was from G "1" to "LC". 

We ran between these beacons at 2400 engine rpm giving us an indicated boat speed of 7.6 knots for the Outbound leg, and 7.2 knots for the Return leg. I was at the helm; Johan and Mike marked elapsed time for each run; JP was lookout for other traffic, and Jerry called out to me to come right or come left to stay on track to the destination mark as my eyes were paying close attention to the compass course and the boat speed fluctuations in order to mentally average the indicated speed. 

Indicated boat speed through the water Outbound, SIO = 7.6 knots
Elapsed time Outbound, TO = 0.0928 hour.
SOGO = 0.6 NM ÷ 0.0928 hour = 6.466 knots
Speed Factor Outbound, SFO = 6.466 ÷ 7.6 = 0.85 

Indicated boat speed through the water Return, SIR = 7.2 knots
Elapsed time Return, TR = 0.0969 hour.
SOGR = 0.6 NM ÷ 0.0969 hour = 6.192 knots
Speed Factor Return, SFR = 6.192 ÷ 7.2 = 0.86 

Average Speed Factor, SF = (SFO + SFR) ÷ 2 = (0.85 + 0.86) ÷ 2 = 0.855 

In the future, calculate corrected boat speed through the water, SC = 0.855 x SI (speed through the water indicated by the Garmin UDST instrument.) This is not GPS speed. 

And, since distance traveled in a given time period equals speed divided by time, and since both are based on the same sensor in contact with the water, the calibration factors for both speed and distance are numerically equal: 

Distance Factor, DF = SF = 0.855 

In the future, calculate corrected distance traveled through the water, DC = 0.855 x DI (distance through the water indicated by instrument.) This is not GPS distance.   

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Compass Calibration
 

Also, we calibrated the steering compass using shadows cast by the Sun for reference as outlined in the Training Plan page D-3. This is the easiest, simplest and most accurate method for calibrating a compass. Bearings to the Sun were measured using a simple sundial built from a 4 inch diameter piece of wood with a 1/8th inch diameter metal rod standing squarely in the middle; dark centerlines were drawn at right angles to each other as shown below. This sundial was placed in the center of a 360º paper compass rose taped to the foredeck of the boat, thus allowing the Sun to cast a shadow of the sundial pin onto the compass rose and thereby provide a direct measurement of the Sun's direction relative to the bow of the boat. 

In this photograph, the sun dial appears to be off center from the compass rose, but this appearance results from the side perspective of the photo... The sun dial is actually squarely in the center of the compass rose when viewed from directly above.  

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A Radar Maneuvering Board paper chart was used for the 360º compass rose. A dark line was drawn along the 0º to 180º axis and a second dark line along the 90º to 270º axis. We taped this compass rose to the foredeck of the boat with 0º toward the bow and 180º toward the stern and the 0º to 180º axis aligned with the boat fore and aft centerline. This was then used to measure angles relative to the bow of the boat. 

The boat was headed in eight different directions around an octagonal course. Each boat heading was read directly from the steering compass, and the shadow cast by the Sun was marked on the compass rose chart shown above. Time was recorded at the moment of marking the shadow to enable calculation of the True direction to the Sun as follows: 

            Date: October 15, 2020
           
Latitude: 39º07.13N
           
Longitude: 76°10.19W
           
Magnetic Variation: 11º32'W
           
Calculate Bearing to Sun using StarPilot App
           
Alternate: NOAA website at https://www.esrl.noaa.gov/gmd/grad/solcalc/azel.html

Calibration results are shown in the three tables below.

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These results are considerably different than the previous Deviation Table, which may be due to the extensive electrical repairs completed in August after the lightening strike. We will redo this calibration in the future to verify.


 Logbook and DR Plotting 

As outlined in the Training Plan, we made entries into the Deck Logbook during the cruise to record essential information including: 

  • Navigation plan and Waypoint details
  • Weather forecasts
  • Narratives of the cruise progress
  • Hourly navigation data consisting of:

o       Course steered during the previous hour

o       Distance odometer reading

o       Wind direction & speed

o       Wave direction and height

o       Barometer

o       Sea water temperature

o       Cloud coverage percentage and type

o       Battery voltages

o       Bilge water level and pumpout time

o       Initials for completed boat inspection per checklist

o       DR calculations for distance and course steered 

Since this advanced coastal cruise is, among other things, intended as a stepping-stone experience for sailors planning to make blue water ocean passages, the Training Plan requires students to plot a Dead Reckoning course similar to what is done offshore in conjunction with celestial navigation. To accomplish this, Logbook data starting at noon on October 13, between Elbow of Cross Ledge Range in Delaware Bay and Cape Charles was reduced and plotted on an NGA #926 Position Plotting Sheet. Starting point was 39º12.7'N and 075º17.6'W at buoy G "31" Fl G 2.5 seconds in Cross Ledge Range of Delaware Bay.  

Following is an extract from our Deck Log hourly data during the cruise from noon on Oct 13 to noon on Oct 14. The first four columns are entered by the Helmsman at completion of each one-hour watch trick; the last column is used for the DR calculations as follows: 

·        Courses will be plotted in True degrees, so it was necessary to convert the Compass courses to Magnetic and then to True degrees as shown in the TVMDC tables. Magnetic Variation was taken from the compass roses on Charts 12304 and 12200, updated to the current year and rounded to a whole number of degrees. Compass deviation was looked up in the boat's Deviation Table shown in the Training Plan. 

·        Distances were calculated for each 4-hour period by subtracting one log reading from the log reading four hours later. For example, for the interval from 1200 to 1600, D = 1916 - 1888 = 28 NM, and the corrected distance, DC = 0.85 x 28 = 23.8 NM using the distance correction factor determined recently as described above.

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Resulting DR was then plotted as shown below. It shows good correlation between the DR results after 24 hours of sailing when we arrived a red buoy R "2N" off Cape Charles, using only the steering compass and the distance log for the DR. I generally find good correlation between the DR and actual position if the Logbook entries and faithfully and consistently made by the crew. I call them my collection of compensating errors and have seen similar good correlation over years of sailing offshore. On an ocean passage, this DR plot will then be used in conjunction with celestial lines of position (LOPs) to carryout an ocean navigation process using these classical techniques.   

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Arrival

We arrived back at home port Lankford Bay Marina around 1600 on Thursday, October 15th after completing this 450 mile circumnavigation of the DMVA Peninsula in four and a half days with one stop along the way. We had some excellent sailing weather, and prudently avoided the two gales that Mother Nature threw in our way on Monday and Friday by amending our sailing schedule to suit. An important principle of advanced coastal sailing, any sailing, is to avoid bad weather if possible by altering schedules. My crew: Mike, JP, Johan, and Mate Jerry were wonderful to be with on this really exciting cruise. They were all-in with the learning experience and served very well as good shipmates with enthusiasm and good cheer.  

Fair Winds!  

Captain Tom Tursi
Aboard S/V NAVIGATOR, IP40
Rock Hall, MD

 

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