1. Practical Deck Seamanship
ORD-11
Ordinary
Practical Deck Seamanship
This and other plans are for Sea Scout and leaders to teach maritime and leadership skills. They are based on the 2016 Sea Scout Manual and requirements. Some lessons have an accompanying PowerPoint presentation. I consider PowerPoint an introduction the topic, to be followed by hands-on practice. Several lessons will not have PowerPoint, usually because it is my judgement that PowerPoint is not an appropriate aid to teaching that lesson. Lesson plans and presentations will be added and modified when ready.
Each plan and presentation has the rank, requirement number and short name. LP means lesson plan, PPT means PowerPoint. APP means Apprentice, the number is the number of the requirement. ORD = Ordinary. ABL = Able. QM = Quartermaster. There are a few miscellaneous items as well.
I created these lesson plans primarily for the Houston area Sea Scout Academy. However, I hope that they are also useful for other Sea Scout situations and venues. So, I expect everyone using the lesson plans to modify them to fit their audience and their style. There are also other resources in the DVD with the Sea Scout Manual, and on
I invite comments from those that use these lesson plans, so we can have continuous improvement. If you are aware of a better example, or a great illustration that is not in them, please send them to me for inclusion. Especially, if I miss applying a change from the Sea Scout Manual, Guide to Safe Scouting, or a Coast Guard publication, please contact me so we can keep these current and accurate.
You may contact me at or George Crowl; Skipper, Ship 1996; Sam Houston Area Council
This PowerPoint is provided for those who may not have appropriate training aids available in a ship or location. This generally follows a companion lesson plan available at I expect you to modify it to fit your situation and teaching style. I am more concerned that Scouts learn than this fit a specific style. I am, however, a fan of the Effective Teaching model. Teaching EDGE is somewhat simplistic in its approach, but that has some advantages.
Philosophy: Sea Scout Academy’s primary purpose is to teach the material to the Sea Scout. If the Sea Scout demonstrates mastery of parts of the subject, then the instructor should annotate on the class roster what has been passed, in the instructor’s opinion. Skippers have the right to re-examine any Sea Scout in any requirement. (Knots are not a good subject to give a pass in.)
Instructors: George Crowl

2. Course Outline (1) a. Name the seven watches and bell time
b. Explain the duties of a lookout and demonstrate how to report objects in view and wind directions with respect to the vessel
c. Name relative bearings expressed in degrees
d. While underway serve as a lookout for two hours total. When boating in a manually propelled craft, boating alone or as a bow paddler for a tandem craft will meet this requirement.
Requirements: 11. Practical Deck Seamanship
a. Name the seven watches and bell time.
b. Explain the duties of a lookout and demonstrate how to report objects in view and wind directions with respect to the vessel.
c. Name relative bearings expressed in degrees.
d. While underway serve as a lookout for one watch.
e. Demonstrate the use of wheel or helm commands found in the Sea Scout Manual.
f. Supervise and contribute to the cruise log for three days of cruising (one cruise or a combination of day cruises). Submit the cruise logs to your skipper.
References: SSM pp ; “Watches” p. 203; Sea Scout Pocket Reference, p. 54
Equipment Required: A ship’s bell.
Ratio: 1:12

3. Course Outline (2)
e. Demonstrate the use of wheel or helm commands as found in the Sea Scout Manual
f. Describe the deck log kept aboard your ship's principal craft. Contribute to the cruise log for three days of cruising (one cruise or a combination of day cruises). Submit the cruise logs to your Skipper.
Requirements: 11. Practical Deck Seamanship
a. Name the seven watches and bell time.
b. Explain the duties of a lookout and demonstrate how to report objects in view and wind directions with respect to the vessel.
c. Name relative bearings expressed in degrees.
d. While underway serve as a lookout for one watch.
e. Demonstrate the use of wheel or helm commands found in the Sea Scout Manual.
f. Supervise and contribute to the cruise log for three days of cruising (one cruise or a combination of day cruises). Submit the cruise logs to your skipper.
References: SSM, pp ; “Watches” p. 203; Sea Scout Pocket Reference, p. 54
Equipment Required: A ship’s bell.
Ratio: 1:12

4. ORD-11a a. Name the seven watches and bell time

5. 2-Section Dogged Watch Name Time Day 1 Day 2 Day 3
First watch Team 1 Team 2 Team 1
Middle watch Team 2 Team 1 Team 2
Morning watch Team 1 Team 2 Team 1
Forenoon watch Team 2 Team 1 Team 2
Afternoon watch Team 1 Team 2 Team 1
First dog watch Team 2 Team 1 Team 2
Last dog watch Team 1 Team 2 Team 1
Dog watches break up the day so that people are not on the same watch every day. Have the student recite the watches in order several times. (p. 203, SSPR p. 54)
The watches kept on sailing ships—the square-rigged barques or windjammers of the late 19th century and in the British Royal Navy—consisted of 5 four-hour periods and 2 two-hour periods. Those members of the crew whose work must be done at all times of the day were assigned to one of two divisions: the Starboard or the Port division. These two groups of personnel alternated in working the watches.
This pattern allowed the two watches, known as the 'port' and 'starboard' watches, to alternate from day to day, so that the port watch had the night watch one night and the starboard watch had it the next night.
A similar system can also be used with a crew divided into three, giving each sailor more time off-duty. Names for the three watches—instead of Port and Starboard—vary between ships; "Foremast", "Mainmast" and "Mizzen" and "Red", "White" and "Blue" are common.
(P. 219)

6. Ship's Bells Number of bells Bell pattern Hour (a.m. and p.m.)
One bell • : : :30
Two bells •• : :00 9:00
Three bells •• • : :30 9:30
Four bells •• •• : : :00
Five bells •• •• • : : :30
Six bells •• •• •• : : :00
Seven bells •• •• •• • : : :30
Eight bells •• •• •• •• : : :00
Based on the four-hour watch system, a bell rang every half hour (because sandglasses could run for half an hour). Bells are struck in pairs, and start with each new watch.
Have them convert traditional times or 24-hour times to bell times. Convert watch and bell back to 24 hour time. They must do this several times to be able to have a chance of remembering it. Could be a “game with a purpose”. (p. 203, SSPR p. 54)
Have the Scouts practice ringing the ship's bell.
(P. 219)

7. Question
It is the forenoon watch, you hear the following pattern of bells struck – • • • • •
What time is it?
It is the first watch, you hear the following pattern of bells struck – • • • • • • •
First question – 1030
Second question
1030
2330

8. ORD-11b
Explain the duties of a lookout and demonstrate how to report objects in view and wind directions with respect to the vessel
11b. Explain the duties of a lookout and demonstrate how to report objects in view and wind directions with respect to the vessel. I

9. Lookout Duties Rules of the Road require to keep good lookout
Stationed where there is the best visibility
Ability to communicate with helm / bridge
In the bow, must face helm & shout, insure the call is acknowledged
Stern lookout in fog or reverse
Anchor lookout may be needed
Good vision – wear glasses!
Lookout duties. The rules of the road require a vessel keep a proper lookout. In some vessels and situations, the helm can provide that lookout. In others, a specific lookout (or two or more!) is appointed, with a specific station to insure that the best visibility for the task is available. All crew members have a general duty to report any important sightings. The appointed lookout must have a clear way of communicating with the helm and/or bridge. For instance, on medium-sized sailboats, it is often necessary for the lookout to be in the bow. If anything is seen, the lookout must turn around, face the helm, and shout to get the helm’s attention. The helm must acknowledge all lookout calls to be sure they have been heard. On a large vessel, the lookout can communicate by telephone or speaker. The lookout should have no other duties.
An anchor lookout may be required. A lookout aft when operating in reverse, or when in limited visibility, is required.
Lookouts need good vision. Don’t be vain about not wearing your glasses, or trying to keep from getting wet in the rain. The boat’s safety depends on you.
Lookout duties. The rules of the road require a vessel keep a proper lookout. In some vessels and situations, the helm can provide that lookout. In others, a specific lookout (or two or more!) is appointed, with a specific station to insure that the best visibility for the task is available. All crew members have a general duty to report any important sightings. The appointed lookout must have a clear way of communicating with the helm and/or bridge. For instance, on medium-sized sailboats, it is often necessary for the lookout to be in the bow. If anything is seen, the lookout must turn around, face the helm, and shout to get the helm’s attention. The helm must acknowledge all lookout calls to be sure they have been heard. On a large vessel, the lookout can communicate by telephone or speaker. The lookout should have no other duties.
An anchor lookout may be required. A lookout aft when operating in reverse, or when in limited visibility, is required.
Lookouts need good vision. Don’t be vain about not wearing your glasses, or trying to keep from getting wet in the rain. The boat’s safety depends on you.

10. What to Report
Relative bearing, course and speed of vessels that may affect your vessel
Relative bearing not changing = collision course
ATONs, channels, obstructions, hazards
A crab pot may be reportable in your vessel
Relative wind direction and strength
Paddlecraft – avoid collisions within your group, identify larger vessels in time to avoid them
Lookouts report the relative bearings, course and speed of any vessels sighted that could affect their vessel. Do not report vessels that are obviously clear and will not interfere, that just distracts the helm and captain from their jobs. Do report any vessels on a converging heading, one where the relative bearing is not changing. A relative bearing that does not change while the vessel gets closer is an indication of a collision course.
Lookouts call aids to navigation. They do not need to call every buoy in a channel unless requested, but they should call all channel intersections, changes of course, and obstructions.
Lookouts also point out any hazards to navigation or unusual sightings. In some vessels, spotting a crab pot and vectoring the helm on the downwind side is an important part of the duties. Your ship’s leaders will train you on special lookout items for your waters.
It is probably easier for the lookout to call the wind than for someone in the cockpit or bridge. The lookout always reports relative wind. If you are steaming north at 30 knots, with a 10K south wind, the lookout (and the vessel) feel a 20K headwind. On most sailing and larger motor vessels there will be a wind vane. Report the relative bearing of the wind vane. Electronics can also report that to the helm, but be prepared to report it yourself. Reporting the strength of the wind is harder to do. Later you will learn the Beaufort scale, not now.
If you don’t have a wind vane, you may wonder how to find the wind direction. It is simple. Thoroughly wet your index finger by sticking it in your mouth. Hold it up to the breeze away from any sails or vessel structures. The cool side is the side the wind is on. You ought to be able to determine the relative bearing within about 30° with this method.
Go outside and practice this too, with people rotating as lookout and as helm/OOD. Use the relative bearing game. (p. 204)
Lookouts report the relative bearings, course and speed of any vessels sighted that could affect their vessel. Do not report vessels that are obviously clear and will not interfere, that just distracts the helm and captain from their jobs. Do report any vessels on a converging heading, one where the relative bearing is not changing. A relative bearing that does not change while the vessel gets closer is an indication of a collision course.
Lookouts call aids to navigation. They do not need to call every buoy in a channel unless requested, but they should call all channel intersections, changes of course, and obstructions.
Lookouts also point out any hazards to navigation or unusual sightings. In some vessels, spotting a crab pot and vectoring the helm on the downwind side is an important part of the duties. Your ship’s leaders will train you on special lookout items for your waters.
It is probably easier for the lookout to call the wind than for someone in the cockpit or bridge. The lookout always reports relative wind. If you are steaming north at 30 knots, with a 10K south wind, the lookout (and the vessel) feel a 20K headwind. On most sailing and larger motor vessels there will be a wind vane. Report the relative bearing of the wind vane. Electronics can also report that to the helm, but be prepared to report it yourself. Reporting the strength of the wind is harder to do. Later you will learn the Beaufort scale, not now.
If you don’t have a wind vane, you may wonder how to find the wind direction. It is simple. Thoroughly wet your index finger by sticking it in your mouth. Hold it up to the breeze away from any sails or vessel structures. The cool side is the side the wind is on. You ought to be able to determine the relative bearing within about 30° with this method.
Go outside and practice this too, with people rotating as lookout and as helm/OOD. Use the relative bearing game. (p. 220)

11. ORD-11c c. Name relative bearings expressed in degrees
[Everything after here is actually in addition to the requirement. However, it is not covered in piloting, and is needed for a good understanding of RBs in piloting.]
When the ship heads northeast (045°), a point off the starboard beam still has a relative bearing of 090°. But, the true bearing of the object has changed. You must add the ship’s heading and the relative bearing to get the bearing of object. 045° true heading (TH) + 090° relative bearing (RB) = 135° true bearing (TB). If you measure:
compass heading (CH), you get compass bearing (CB);
magnetic heading (MH) = magnetic bearing (MB);
and true heading (TH) = true bearing (TB).
Remember, relative bearings go from 000° around to 360°. It is a fielder’s choice whether you use 000° or 360°, whichever you find convenient. But, a bearing off the port, half way between the beam and the bow, is always 315°.
To find out true (or compass or magnetic) bearings from relative bearings, we always start by adding the heading and the relative bearing, no matter what. Then, if the total bearing is more than 360°, we subtract 360°. There are several examples below. Make sure you understand them. (p. 204, SSPR p. 28)

12. Relative Bearings Referenced to the bow of the boat
Bow is 000°, starboard beam is 090°, stern is 180°, port beam is 270°
Relative bearings are bearings relative to the ship’s bow. The bow is always 000°. Count in degrees to the right (clockwise). Start out imagining the ship headed exactly north. When that is true, the compass bearing and the relative bearing are exactly the same. A point off the starboard beam is at a relative bearing of 090°, off the stern 180°, off the port beam 270°.
Relative bearings are bearings relative to the ship’s bow. The bow is always 000°. Count in degrees to the right (clockwise). Start out imagining the ship headed exactly north. When that is true, the compass bearing and the relative bearing are exactly the same. A point off the starboard beam is at a relative bearing of 090°, off the stern 180°, off the port beam 270°. For those of you familiar with an analog clock face, 1 o’clock is at 30°, 2 o’clock is at 60°, and each hour is 30 more degrees around the clock.
You measure relative bearings with a pelorus, a device to measure the angle to what you are sighting on. Some pelorus measure only relative bearing, some will measure a compass bearing. Here, we will talk about just relative bearings. You can also estimate relative bearings, using the clock face or other helps, but they will not be as accurate. Estimation is perfectly good when relaying sightings from the lookout to the helm, but not good enough when navigating in close quarters.

13. Clock System Bearings 360° ÷ 12 = 30° per clock number
030, 060, 090, 120, 150, 180,
210, 240, 270, 300, 330, 360
Interpolate in between as needed
For those of you familiar with an analog clock face, 1 o’clock is at 30°, 2 o’clock is at 60°, and each hour is 30 more degrees around the clock.

14. Pelorus Provides precise bearings Sighting bars Reads relative bearing
Some have scales to convert to true / mag bearings
You measure relative bearings with a pelorus, a device to measure the angle to what you are sighting on. Some pelorus measure only relative bearing, some will measure a compass bearing. Here, we will talk about just relative bearings. You can also estimate relative bearings, using the clock face or other helps, but they will not be as accurate. Estimation is perfectly good when relaying sightings from the lookout to the helm, but not good enough when navigating in close quarters.
In appearance and use, a pelorus resembles a compass or compass repeater, with sighting vanes or a sighting telescope attached, but it has no directive properties. That is, it remains at any relative direction to which it is set. It is generally used by setting 000° at the lubber's line. Relative bearings are then observed. They can be converted to bearings true, magnetic, grid, etc., by adding the appropriate heading. The direct use of relative bearings is sometimes of value. A pelorus is useful, for instance, in determining the moment at which an aid to navigation is broad on the beam. It is also useful in measuring pairs of relative bearings which can be used to determine distance off and distance abeam of a navigational aid.

15. Converting Relative Bearings
Ship heading 045°T, relative bearing 090°, true bearing = 135° TH RB = 135 TB
Always add heading (TH, MH, CH) to relative bearing (RB) to get bearing (TB, MB, CB)
If total is greater than 360, subtract CH RB 150 = 445 – 360 = CB 085.
Compass heading (CH) + RB = CB
Magnetic heading (MH) + RB = MB
True heading (TH) + RB = TB (true bearing)
[Everything after here is actually in addition to the requirement. However, it is not covered in piloting, and is needed for a good understanding of RBs in piloting.]
When the ship heads northeast (045°), a point off the starboard beam still has a relative bearing of 090°. But, the true bearing of the object has changed. You must add the ship’s heading and the relative bearing to get the bearing of object. 045° true heading (TH) + 090° relative bearing (RB) = 135° true bearing (TB). If you measure:
compass heading (CH), you get compass bearing (CB);
magnetic heading (MH) = magnetic bearing (MB);
and true heading (TH) = true bearing (TB).
Remember, relative bearings go from 000° around to 360°. It is a fielder’s choice whether you use 000° or 360°, whichever you find convenient. But, a bearing off the port, half way between the beam and the bow, is always 315°.
To find out true (or compass or magnetic) bearings from relative bearings, we always start by adding the heading and the relative bearing, no matter what. Then, if the total bearing is more than 360°, we subtract 360°. There are several examples below. Make sure you understand them. (p. 204, SSPR p. 28)
[Everything after here is actually in addition to the requirement. However, it is not covered in piloting, and is needed for a good understanding of RBs in piloting.]
When the ship heads northeast (045°), a point off the starboard beam still has a relative bearing of 090°. But, the true bearing of the object has changed. You must add the ship’s heading and the relative bearing to get the bearing of object. 045° true heading (TH) + 090° relative bearing (RB) = 135° true bearing (TB). If you measure:
compass heading (CH), you get compass bearing (CB);
magnetic heading (MH) = magnetic bearing (MB);
and true heading (TH) = true bearing (TB).
Remember, relative bearings go from 000° around to 360°. It is a fielder’s choice whether you use 000° or 360°, whichever you find convenient. But, a bearing off the port, half way between the beam and the bow, is always 315°.
To find out true (or compass or magnetic) bearings from relative bearings, we always start by adding the heading and the relative bearing, no matter what. Then, if the total bearing is more than 360°, we subtract 360°. There are several examples below. Make sure you understand them. (p. 220, SSPR p. 28)

16. Practice Problems TH 037 CH 128 MH 205 TH 268 CH 333
RB RB RB 027 RB RB 175
TB CB MB 232 TB 365
- 360
005
MH CH TH 007 MH TH 267
RB RB RB 355 RB RB 145
Examples below may be used if desired:
TH CH MH TH CH MH CH TH 007
RB RB RB RB RB RB RB RB 355
TB CB MB TB CB MB CB TB 362
TB CB CB TB 002
MH TH 267
RB RB 145
MB TB 412
-360
TB 052

17. ORD-11d
d. While underway, serve as a lookout for two hours total. When boating in a manually propelled craft, boating alone or as a bow paddler for a tandem craft will meet this requirement.
11d. While underway serve as a lookout for two hours total. When boating in a manually propelled craft, boating alone or as bow paddler for a tandem craft will meet this requirement.
Lookout. Serving as a lookout is important to the safety of your ship and the crew. Someone on your vessel or in your group of paddlers will observe your performance. If you are solo in a paddlecraft or any other boat, remember, you must look out as well as propel and steer the boat. Be alert during the whole time. That can be the most difficult task of a lookout, maintaining alertness all the time it is needed. Follow the procedures taught earlier. You do not have to serve as lookout for two consecutive hours, you may break it up.
Lookout. Serving as a lookout is important to the safety of your ship and the crew. Someone on your vessel or in your group of paddlers will observe your performance. If you are solo in a paddlecraft or any other boat, remember, you must look out as well as propel and steer the boat. Be alert during the whole time. That can be the most difficult task of a lookout, maintaining alertness all the time it is needed. Follow the procedures taught earlier. You do not have to serve as lookout for two consecutive hours, you may break it up.

18. ORD-11e
e. Demonstrate the use of wheel or helm commands found in the Sea Scout Manual
e. Demonstrate the use of wheel or helm commands found in the Sea Scout Manual.
This can be discussed on land in preparation, but should be demonstrated in a boat. It can be done is a small sailboat if needed, but is better done in a cabin-size boat.

19. Wheel or Helm Orders Commands are right / left rudder, or heading
Right rudder turns boat right
Boats vary in how much rudder is available
Big boats may have less rudder available
Rudder over 45° slows boat, not faster turn
Rudder angle indicator, or tiller, shows position
Middle size wheel boats may have no indicator
All wheel or helm orders are given in LEFT RUDDER or RIGHT RUDDER or in direction to steer a heading.
Rudder commands are used for wheels and tillers. Turning the rudder to the right moves the bow of the boat to the right. In a wheel ship, the wheel turns right.
Rudders usually have a limited amount of travel. Small boats can have 180° of movement, but larger vessels may only have 70° of travel, 35° either side of centerline. Generally speaking, rudder angles exceeding 45° slow smaller boats down rather than producing a faster turn. If the rudder available is 35°, normal full rudder may be only 30°. Large vessels usually have a rudder angle indicator. Tiller vessels have an indicator in the tiller itself. However, medium sized wheel sailboats can have nothing to indicate rudder angle. Wheel boats without indicators should have a marker, such as a Turk’s head knot, on the wheel to indicate the rudder center point.
All wheel or helm orders are given in LEFT RUDDER or RIGHT RUDDER or in direction to steer a heading.
Rudder commands are used for wheels and tillers. Turning the rudder to the right moves the bow of the boat to the right. In a wheel ship, the wheel turns right.
Rudders usually have a limited amount of travel. Small boats can have 180° of movement, but larger vessels may only have 70° of travel, 35° either side of centerline. Generally speaking, rudder angles exceeding 45° slow smaller boats down rather than producing a faster turn. If the rudder available is 35°, normal full rudder may be only 30°.
Large vessels usually have a rudder angle indicator. Tiller vessels have an indicator in the tiller itself. However, medium sized wheel sailboats can have nothing to indicate rudder angle. Wheel boats without indicators should have a marker, such as a Turk’s head knot, on the wheel to indicate the rudder center point.

20. Rudder Commands (1) RIGHT FULL RUDDER = max deflection right
RUDDER AMIDSHIPS = center the rudder
RUDDER 15° RIGHT = rudder 15° right & hold it
EASE THE RUDDER = start to move it back
EASE TO 10° = move it back to 10°
HANDSOMELY = slowly
MEET HER = slow down the swing of the bow
RIGHT FULL RUDDER means to go to the normal maximum deflection to the right. RUDDER AMIDSHIPS means to center the rudder. RIGHT 15 DEGREES RUDDER means to move the rudder 15° to the right and hold it there. EASE THE RUDDER means to begin to move the rudder back toward midships. EASE TO 10 means to reduce the rudder to 10° right. HANDSOMELY means do it slowly.
Once a ship starts to turn, it will continue to do so. MEET HER means to slow down the swing without completely stopping it.
RIGHT FULL RUDDER means to go to the normal maximum deflection to the right. RUDDER AMIDSHIPS means to center the rudder. RIGHT 15 DEGREES RUDDER means to move the rudder 15° to the right and hold it there. EASE THE RUDDER means to begin to move the rudder back toward midships. EASE TO 10 means to reduce the rudder to 10° right. HANDSOMELY means do it slowly.
Once a ship starts to turn, it will continue to do so. MEET HER means to slow down the swing without completely stopping it.

21. Rudder Commands (2)
NOTHING TO THE RIGHT = cannot go to the right, but can go a little bit left of heading
SHIFT YOUR RUDDER = put the rudder the same amount on the other side
MIND YOUR RUDDER = 1) stand by for an order, 2) pay better attention to your steering
Repeat any order. When you have accomplished it, repeat it again to show compliance.
NOTHING TO THE RIGHT or NOTHING TO THE LEFT means that you cannot go right or left of the directed heading, but a small deviation in the opposite direction will not be a problem.
SHIFT YOUR RUDDER means to move it a corresponding amount to the other side. MIND YOUR RUDDER has two meanings: first, to stand by for an order; or second, to pay more attention, you are not steering as requested.
The helm always responds to the order by repeating the order. If the captain says “Right 10 degrees rudder,” the helm immediately says “Right 10 degrees rudder,” and starts moving the wheel. When the rudder is stable at 10° right, the helm will say “Rudder right 10 degrees, sir,” and the captain will acknowledge.
NOTHING TO THE RIGHT or NOTHING TO THE LEFT means that you cannot go right or left of the directed heading, but a small deviation in the opposite direction will not be a problem.
SHIFT YOUR RUDDER means to move it a corresponding amount to the other side. MIND YOUR RUDDER has two meanings: first, to stand by for an order; or second, to pay more attention, you are not steering as requested.
The helm always responds to the order by repeating the order. If the captain says “Right 10 degrees rudder,” the helm immediately says “Right 10 degrees rudder,” and starts moving the wheel. When the rudder is stable at 10° right, the helm will say “Rudder right 10 degrees, sir,” and the captain will acknowledge.

22. Heading Commands STEADY AS YOU GO = hold your heading
STEER HEADING 045° = turn to and hold heading 045°.
STEER COURSE 045° = maintain the course line on the chartplotter
Wind and waves will buffet the ship. You can anticipate and hold heading closer.
Look on far shore (or a low star) for a line-up point that matches your compass, aim for it
Remember, there was a second category of helm orders. That is heading commands. STEADY AS YOU GO means to hold the heading under the lubber line when the command is given. Alternatively, STEER COURSE 045° directs the helm to turn to 045° and hold that course until told otherwise. Within normal procedures, the helm can turn and line up on course without explicit direction from the captain.
Steering a specific course takes concentration and practice. The wind and the waves are constantly buffeting the boat and changing. You must practice to become good. However, there is often a general rhythm to the forces that allows you to anticipate and correct for heading changes as they occur. Try to put in a correction a little before the vessel starts to swing, and take out the correction a little before it stops. This will dampen the heading changes.
Most Sea Scout sailing is in lakes and harbors. When you have established your vessel on the desired heading, look on the far shore and select an aiming point off the bow that you can steer toward. This is just easier than chasing the compass. It also has you looking outside the boat, where possible dangers are. At night, pick a star low on the horizon (realizing they move!). Keep cross-checking it with your compass. (p. 205)
Remember, there was a second category of helm orders. That is heading commands. STEADY AS YOU GO means to hold the heading under the lubber line when the command is given. Alternatively, STEER COURSE 045° directs the helm to turn to 045° and hold that course until told otherwise. Within normal procedures, the helm can turn and line up on course without explicit direction from the captain.
Steering a specific course takes concentration and practice. The wind and the waves are constantly buffeting the boat and changing. You must practice to become good. However, there is often a general rhythm to the forces that allows you to anticipate and correct for heading changes as they occur. Try to put in a correction a little before the vessel starts to swing, and take out the correction a little before it stops. This will dampen the heading changes.
Most Sea Scout sailing is in lakes and harbors. When you have established your vessel on the desired heading, look on the far shore and select an aiming point off the bow that you can steer toward. This is just easier than chasing the compass. It also has you looking outside the boat, where possible dangers are. At night, pick a star low on the horizon (realizing they move!). Keep cross-checking it with your compass. (p. 221)

23. ORD-11f
f. Describe the deck log kept aboard your ship's principal craft. Contribute to the cruise log for three days of cruising (one cruise or a combination of day cruises). Submit the cruise logs to your Skipper.
11f. Describe the deck log kept aboard your ship's principal craft. Contribute to the cruise log for three days of cruising (one cruise or a combination of day cruises). Submit the cruise logs to your skipper.
Cruise Log. Follow the procedures of your ship. In most cases, include the Deck Log. (p. 206)

24. Standard Deck Log
The deck log is a working document. It should be used for planning a route, and then for following that route. Normally, the information on the line is the information leading to the time and position shown.
Time – all navigation starts with a time of an observation
Position – a description, such as Marker 2, or DR, or anyting else/
Latitude and Longitude – when coordinates are needed, put them here
True – True course for planning, true track or true heading for underway, to 1°
Var. - Local variation for this leg, for this year, to the nearest 1°
Mag. - Magnetic course, track, or heading, as needed, to 1°. Also magnetic bearing observations.
Dev. - Compass deviation from boat's table, to nearest 1°
Comp. - Compass course, track, or heading, as needed, to 1°
Speed – Planned or actual speed, to 0.1 knots (or MPH) accuracy
Distance – Planned or actual distance to the point, to 0.1 NM (or SM) accuracy
ETA – Estimated Time of Arrival, to the next point on your route, to be figured at every turning point and fix.
Remarks – To be used for anything that will help you. Since the log does not have an Estimated Time Enroute (ETE) column, I usually put that here, plus any other observations.
The deck log (SSM p. 199) is a working document. It should be used for planning a route, and then for following that route. Normally, the information on the line is the information leading to the time and position shown.
Time – all navigation starts with a time of an observation
Position – a description, such as Marker 2, or DR, or anything else
Latitude and Longitude – when coordinates are needed, put them here
True – True course for planning, true track or true heading for underway, to 1°
Var. - Local variation for this leg, for this year, to the nearest 1°
Mag. - Magnetic course, track, or heading, as needed, to 1°. Also magnetic bearing observations.
Dev. - Compass deviation from boat's table, to nearest 1°
Comp. - Compass course, track, or heading, as needed, to 1°
Speed – Planned or actual speed, to 0.1 knots (or MPH) accuracy
Distance – Planned or actual distance to the point, to 0.1 NM (or SM) accuracy
ETA – Estimated Time of Arrival, to the next point on your route, to be figured at every turning point and fix.
Remarks – To be used for anything that will help you. Since the log does not have an Estimated Time Enroute (ETE) column, I usually put that here, plus any other observations.

25. One Cruise Log (1) Ship 1996 Cruise Log
0800 ___________________________________
0900 ___________________________________
1000 ___________________________________
1100 ___________________________________
1200 ___________________________________
1300 ___________________________________
Etc. ____________________________________
Evening ________________________________
See the lesson plan for one ship's cruise log.
Sea Scout Ship 1996
Cruise Log
Name: _______________________ Date:_______________________
0800________________________________________________________
0900________________________________________________________
1000________________________________________________________
1100________________________________________________________
1200________________________________________________________
1300________________________________________________________
1400________________________________________________________
1500________________________________________________________
1600________________________________________________________
1700________________________________________________________
1800________________________________________________________
Evening_____________________________________________________
Where were you?
What did the Ship do today?
What did you do today?
What was it like?
What was today’s high point?
What was today’s low point?

26. One Cruise Log (2) Where were you? _________________________
What did the ship do today? ________________
What did you do today? ____________________
What was it like? __________________________
What was today's high point? _______________
What was today's low point? ________________ A

27. Questions? R