While enjoying a nice autumn sail, you notice a thick blanket of fog in the distance. It appears it is rapidly approaching and may reach you before you can get back to the marina or your anchorage for the night. Describe how you would safely make landfall including specifics about how you might navigate in fog using charts, instruments and sounds. Share your ideas here then vote in the Quick Quiz on the home page. (Discussion topic and quiz by Trevor MacLachlan)
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Return safe
I have returned safely to my marina under low visibility conditions. My cursing grounds are well defined with known obstacles. I can set a compass course for the eastern shore and watch the depth gauge. When it shoals enough, I turn 90 degrees and follow that to the marina entrance.
I have returned safely to my marina under low visibility conditions. My cursing grounds are well defined with known obstacles. I can set a compass course for the eastern shore and watch the depth gauge. When it shoals enough, I turn 90 degrees and follow that to the marina entrance.
I have
safely returned to my marina on a dark night by using my GPS.It is a cheap model without mapping software but it does record the past tracks and I have a waypoint for my dock. I also use a fishfinder for a depth gauge. Of course this wasn't on the high seas and boating is limited to 10HP on my lake. I haven't had any fog situations as yet but would enjoy the challenge.
safely returned to my marina on a dark night by using my GPS.It is a cheap model without mapping software but it does record the past tracks and I have a waypoint for my dock. I also use a fishfinder for a depth gauge. Of course this wasn't on the high seas and boating is limited to 10HP on my lake. I haven't had any fog situations as yet but would enjoy the challenge.
Electronics
Been there and done that many times. And safely thanks to electronics. With a GPS, chartplotter, and radar plus listening carefully, it's not bad. Without the electronics it would be very hazardous up here with strong currents to push you off a compass heading, zillions of rocks, ferries and ocean going freighters moving at high speed and with limited maneuverability and long stopping distances. No thanks! Gary Wyngarden S/V Wanderlust h37.5
Been there and done that many times. And safely thanks to electronics. With a GPS, chartplotter, and radar plus listening carefully, it's not bad. Without the electronics it would be very hazardous up here with strong currents to push you off a compass heading, zillions of rocks, ferries and ocean going freighters moving at high speed and with limited maneuverability and long stopping distances. No thanks! Gary Wyngarden S/V Wanderlust h37.5
GPS, radar reflector and my boat's CD player
Just did that for the first time this July. Thanks to my GPS chartplotter, my radar reflector and putting in a CD I have of sound signals (track 1: "MV making way") set to "Repeat Track", I did fine. Also monitored VHF ch 16 so I could hear the "Security Calls" being issued by the tugs in my area. The only thing I was really concerned about was running over some dim-wit person out fishing and not making any sound signals. And sure enough, I did come across one directly in my path. Since I was looking ahead and just going 5 kts, there was no problem quickly altering course. Why he didn't try and make some "return" sound signal (he must have heard me coming for 5-6 minutes) I'll never know. Guess that's why most boating fatalities are among people fishing. Over focus on one issue and loosing situational awareness of the bigger picture going on around you will bite you in the ass every time. Kent Steinnagel sv Osprey (O'Day 31) Mamaroneck, NY
Just did that for the first time this July. Thanks to my GPS chartplotter, my radar reflector and putting in a CD I have of sound signals (track 1: "MV making way") set to "Repeat Track", I did fine. Also monitored VHF ch 16 so I could hear the "Security Calls" being issued by the tugs in my area. The only thing I was really concerned about was running over some dim-wit person out fishing and not making any sound signals. And sure enough, I did come across one directly in my path. Since I was looking ahead and just going 5 kts, there was no problem quickly altering course. Why he didn't try and make some "return" sound signal (he must have heard me coming for 5-6 minutes) I'll never know. Guess that's why most boating fatalities are among people fishing. Over focus on one issue and loosing situational awareness of the bigger picture going on around you will bite you in the ass every time. Kent Steinnagel sv Osprey (O'Day 31) Mamaroneck, NY
Motivation to get radar
Years ago, while coming back to Muskegon from Port Washington, Wisconsin my wife and I ran into fog so thick that we couldn't see the bow of our Catalina 30! We used Loran and, because there was no wind, we had to use the engine. We put up the radar reflector and turned off the engine frequently to listen for other boats. This was particularly nerve racking when we were crossing the charted shipping lanes. We used the VHF regularly to report our current position and even more often near the shipping lanes. This experience was our motivation to get radar which we added the following year. When we upgraded to our Catalina 400 we commisioned the boat from our dealer with radar already installed. I would never be without radar again! In 2003 we had a lightning strike that took out all of our electronics. We used this occasion to upgrade to color radar and GPS chartplotter. What a difference!!! Now I would never be without color. With radar and a GPS chartplotter fog is not a big problem. Don't get me wrong...I still don't intentionally go out in fog but if I get caught in it I feel a lot better than before I had radar Gary
Years ago, while coming back to Muskegon from Port Washington, Wisconsin my wife and I ran into fog so thick that we couldn't see the bow of our Catalina 30! We used Loran and, because there was no wind, we had to use the engine. We put up the radar reflector and turned off the engine frequently to listen for other boats. This was particularly nerve racking when we were crossing the charted shipping lanes. We used the VHF regularly to report our current position and even more often near the shipping lanes. This experience was our motivation to get radar which we added the following year. When we upgraded to our Catalina 400 we commisioned the boat from our dealer with radar already installed. I would never be without radar again! In 2003 we had a lightning strike that took out all of our electronics. We used this occasion to upgrade to color radar and GPS chartplotter. What a difference!!! Now I would never be without color. With radar and a GPS chartplotter fog is not a big problem. Don't get me wrong...I still don't intentionally go out in fog but if I get caught in it I feel a lot better than before I had radar Gary
Fog and no GPS
We were crossing Lake Michigan, in our Hunter 30, from Port Washington to Muskegon in the fog. We needed to meet my brother and sister-in-law to get a lift back to Chicago for a family funeral; otherwise we would have never left. We hoisted the radar reflector, made sound signals, and listened to channel 16. About 1/2 way across our GPS died. Fortunately I keep a paper chart, in addition to using electronic charting. Our course line was above (North) of Muskegon. So we kept to the same compass course to cross the lake. When our depth sounder showed the depth of the harbor entrance to Muskegon we turned South and kept to that depth until we found the entrance. It was nerve racking and makes a great argument for not putting all your eggs in an electronic basket.
We were crossing Lake Michigan, in our Hunter 30, from Port Washington to Muskegon in the fog. We needed to meet my brother and sister-in-law to get a lift back to Chicago for a family funeral; otherwise we would have never left. We hoisted the radar reflector, made sound signals, and listened to channel 16. About 1/2 way across our GPS died. Fortunately I keep a paper chart, in addition to using electronic charting. Our course line was above (North) of Muskegon. So we kept to the same compass course to cross the lake. When our depth sounder showed the depth of the harbor entrance to Muskegon we turned South and kept to that depth until we found the entrance. It was nerve racking and makes a great argument for not putting all your eggs in an electronic basket.
All available tools
Long ago in a galaxy far away, I was crew on a Columbia 26 (possibly the slowest boat in the fleet)with a great skipper. Returning to Vallejo, from a Central Bay race we got caught in the thickest fog I have ever seen. We posted lookouts, turned off the noisy outboard every 10 minutes or so, almost used up our canned air horn. The boat was equiped with a depth finder, knot meter, wind meter, and compass. No GPS, no Radar. I thought we were doomed. After some time, of barely being able to see where the water stopped and the fog started,I made my way back to the cockpit, and quietly asked the skipper if we were lost. He calmly showed me the depth finder and demonstrated how he was zigzagging over the edge of the shipping Cannel. There was a clear abrupt difference in depth along the edge. That and a little dead reconning, got us home. Today, my boat has Radar and an excellent Furuno Chart Plotter. These modern conveniences have changed the game, but I still remmember the lessons of my youth
Comming up the Coast from Santa Barbara (this August) we made an instrument landing at Phiefer Point anchorage. At night, with some fog. Try that with dead reconing and a depth finder
Long ago in a galaxy far away, I was crew on a Columbia 26 (possibly the slowest boat in the fleet)with a great skipper. Returning to Vallejo, from a Central Bay race we got caught in the thickest fog I have ever seen. We posted lookouts, turned off the noisy outboard every 10 minutes or so, almost used up our canned air horn. The boat was equiped with a depth finder, knot meter, wind meter, and compass. No GPS, no Radar. I thought we were doomed. After some time, of barely being able to see where the water stopped and the fog started,I made my way back to the cockpit, and quietly asked the skipper if we were lost. He calmly showed me the depth finder and demonstrated how he was zigzagging over the edge of the shipping Cannel. There was a clear abrupt difference in depth along the edge. That and a little dead reconning, got us home. Today, my boat has Radar and an excellent Furuno Chart Plotter. These modern conveniences have changed the game, but I still remmember the lessons of my youth
Comming up the Coast from Santa Barbara (this August) we made an instrument landing at Phiefer Point anchorage. At night, with some fog. Try that with dead reconing and a depth finderDead Reckoning & Depth
In addition to the other suggestions, a tip provided to me years ago by a commercial fisherman (before Loran, GPS and affordable radar) is that, at least here in NorCal, most of the coastal navigation buoys are set at the 10 fathom or 20 fathom line. So, you can pick your way from one buoy to the next one up the coast using the chart and following that 10 or 20 fathom line with your depth sounder. At least to get you close enough to HEAR it. Today I use the depth finder, dead reckoning, GPS (with at least 2 backups) and on occasion radar, while keeping sharp eye and ear open for other boats and ships out there.
In addition to the other suggestions, a tip provided to me years ago by a commercial fisherman (before Loran, GPS and affordable radar) is that, at least here in NorCal, most of the coastal navigation buoys are set at the 10 fathom or 20 fathom line. So, you can pick your way from one buoy to the next one up the coast using the chart and following that 10 or 20 fathom line with your depth sounder. At least to get you close enough to HEAR it. Today I use the depth finder, dead reckoning, GPS (with at least 2 backups) and on occasion radar, while keeping sharp eye and ear open for other boats and ships out there.
all available tools, indeed
As far as I'm concerned, "all available tools" includes MARPA and AIS.
As far as I'm concerned, "all available tools" includes MARPA and AIS.
When the chips are down
Having your radar and GPS is great. But would you be confindent enough in really foggy conditions? Having flown aircraft with air to air and air to ground mapping all my life made the transition fairly simple for me. So when the chips are down here are a couple of thoughts. I have a color overlay on my chartplotter but... What is the installation error on the radar? Why is the radar return not sitting on the bouy or jetty or channel marker? Mine is 1.5 degrees right. I found this by lining up the return on a fixed target (in this case a leg of the Coronado Bridge) and making sure it matched up on the chartplotter. Can you tell land (bouy, can, shoreline) from junk? What is another boat and what isnt? The easiest thing to do is practice your radar interpretation during the day. Watch how a target of interest will move down and toward the center of the radar picture. As stated in another post, do you know how "gain, sea, and rain" effects the picture on the radar? When you are returning through your channel, take a look at the chartplotter. Are the markers lining up on the GPS or are they close. Tide effects the position. When you are trying to no kidding navigate through it you will be happy you know how to use you radar picture along with your GPS. Personally, in foggy weather, I will take my chart and radar over my GPS if one has to fail. But of course I love it when they both work when the chips are down. Cheers
Having your radar and GPS is great. But would you be confindent enough in really foggy conditions? Having flown aircraft with air to air and air to ground mapping all my life made the transition fairly simple for me. So when the chips are down here are a couple of thoughts. I have a color overlay on my chartplotter but... What is the installation error on the radar? Why is the radar return not sitting on the bouy or jetty or channel marker? Mine is 1.5 degrees right. I found this by lining up the return on a fixed target (in this case a leg of the Coronado Bridge) and making sure it matched up on the chartplotter. Can you tell land (bouy, can, shoreline) from junk? What is another boat and what isnt? The easiest thing to do is practice your radar interpretation during the day. Watch how a target of interest will move down and toward the center of the radar picture. As stated in another post, do you know how "gain, sea, and rain" effects the picture on the radar? When you are returning through your channel, take a look at the chartplotter. Are the markers lining up on the GPS or are they close. Tide effects the position. When you are trying to no kidding navigate through it you will be happy you know how to use you radar picture along with your GPS. Personally, in foggy weather, I will take my chart and radar over my GPS if one has to fail. But of course I love it when they both work when the chips are down. Cheers
I Can See Clearly but Can't Hear
The last two times we were in dense fog we reduced speed used the radar and chartplotter and posted a lookout on each side of the bow. While we religously used our fog horn for signaling at no more than 2 minute intervals, almost no one else used their fog horn which was very disturbing.
The last two times we were in dense fog we reduced speed used the radar and chartplotter and posted a lookout on each side of the bow. While we religously used our fog horn for signaling at no more than 2 minute intervals, almost no one else used their fog horn which was very disturbing.
- Jan 22, 2008
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blind navigation practice
For many years I was a navigator for a civilian air search and rescue organization. We used small 4 seater planes, usually with a couple of spotter in the back seat. The (very good) pilot would always finish any SAR exercise with his own practice of some kind of emergency. One of his favorites would be to put his head down and read only instruments to approach the airport from as much as 50 miles away, and only look up when he was on final approach. As navigator in the front seat, I would be his spotter for any other traffic, or unsafe condition. It got me to thinking about how we used to teach our scouts to navigate a DR square with a paper bag over thier heads so that they could only see the compass held at their waist, and count steps as they calculated and walked a 50 pace square to find a bright coin they had dropped on the ground at the point of origin. To adapt these techniques to sailing, I seat myself against the forward bulkhead of the cockpit facing backwards (tiller in hand) with my visor cap pulled well down over my eyes. My crew keeps a lookout, but does not interfere with my GPS navigation, as I use it and a handheld compass to find my way back to port. Using my GPS, I 'field truth' my position by telling my crew where certain waypoints should be, (light at 11:00 200 feet away; approaching breakwater entrance dead ahead 100' etc) without them confirming or denying. If I make too many mistakes and get myself in danger then they speak up. It is affirming to do this a few times each season and know that you have the skills to get back in the dark, fog, or rain. Noises too can be decieving. On approaching the marina in a dense fog, and I knew exactly where I was as I saw the breakwater, the first few boats, and was completely oriented until someone called (talked to me) from the shore ahead of me, at which point the noise came from behind me. (bouncing off the fog essentially) Noise travels differently in fog, so direction source can be decieving. I always carry extra batteries for my GPS, an extra laminated chart, (premarked with return routes), an extra handheld compass on board, a lead line, and a few anchors. If progress becomes impossible, drop an anchor in what you think may be a safe place, and wait it out if you can. Where I am, fog lasts overnight at most and a few hours in the morning. Visability always seems better near shore and following the shoreline under power will eventually lead you to the marina. I am on a relatively small lake, 1.5 x 9 miles so shore is never far in a couple of directions. Also one of the idiosyncrasies of our lake is that it is in a 400' deep valley. Fog stays near the bottom of the valley, and there are distinct features at certain spots along the ridge of the valley, a highway, a telecommunications tower, a unique looking cottage roof against the skyline, so these can make for visual references when 'inbetween' fog patches, even though the water horizon is obliterated.
For many years I was a navigator for a civilian air search and rescue organization. We used small 4 seater planes, usually with a couple of spotter in the back seat. The (very good) pilot would always finish any SAR exercise with his own practice of some kind of emergency. One of his favorites would be to put his head down and read only instruments to approach the airport from as much as 50 miles away, and only look up when he was on final approach. As navigator in the front seat, I would be his spotter for any other traffic, or unsafe condition. It got me to thinking about how we used to teach our scouts to navigate a DR square with a paper bag over thier heads so that they could only see the compass held at their waist, and count steps as they calculated and walked a 50 pace square to find a bright coin they had dropped on the ground at the point of origin. To adapt these techniques to sailing, I seat myself against the forward bulkhead of the cockpit facing backwards (tiller in hand) with my visor cap pulled well down over my eyes. My crew keeps a lookout, but does not interfere with my GPS navigation, as I use it and a handheld compass to find my way back to port. Using my GPS, I 'field truth' my position by telling my crew where certain waypoints should be, (light at 11:00 200 feet away; approaching breakwater entrance dead ahead 100' etc) without them confirming or denying. If I make too many mistakes and get myself in danger then they speak up. It is affirming to do this a few times each season and know that you have the skills to get back in the dark, fog, or rain. Noises too can be decieving. On approaching the marina in a dense fog, and I knew exactly where I was as I saw the breakwater, the first few boats, and was completely oriented until someone called (talked to me) from the shore ahead of me, at which point the noise came from behind me. (bouncing off the fog essentially) Noise travels differently in fog, so direction source can be decieving. I always carry extra batteries for my GPS, an extra laminated chart, (premarked with return routes), an extra handheld compass on board, a lead line, and a few anchors. If progress becomes impossible, drop an anchor in what you think may be a safe place, and wait it out if you can. Where I am, fog lasts overnight at most and a few hours in the morning. Visability always seems better near shore and following the shoreline under power will eventually lead you to the marina. I am on a relatively small lake, 1.5 x 9 miles so shore is never far in a couple of directions. Also one of the idiosyncrasies of our lake is that it is in a 400' deep valley. Fog stays near the bottom of the valley, and there are distinct features at certain spots along the ridge of the valley, a highway, a telecommunications tower, a unique looking cottage roof against the skyline, so these can make for visual references when 'inbetween' fog patches, even though the water horizon is obliterated.
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