Before getting underway you as the navigator should be familiar with all your equipment,and all the charts and publications should be aboard. Charts and light lists should be check that they have been corrected through the lastest Notice to Mariners.
When all equipment is on hand and in good condition, the navigator should study the charts and publications. You should determine which soundings are in fathoms and which are in feet. It is good practice to underline or circle with a colored pencil the various notes on the chart that should be read. The latitude and longitude scales should be observed. The channels, shoals, aids to navigation, and natural landmarks should be studied. Natural ranges should be located and marked, turning bearings, danger angles, and danger bearings should be determined.
The tides and currents to be encountered should be determined from the charts. The advice and warnings given in coast pilots or sailing directions, read and marked or copied out. The light list should be looked at, the arcs of visual range for the usual height of eye drawn in. Characteristics, shape and color of the structure, should be written on the chart. Useful radar targets, etc. The bottom should be studied distinctive features that could be helpful in locating the position of the vessel or keeping it in safe water. But however familiar you may be with local knowledge the navigator should not overlook the need for checking his equipment to be complete and up-to-date, refresh your memory on critical items. The prudent navigator leaves nothing to chance and assumes nothing that can be verified.
In pilot waters with limited maneuvering space, the desired track might be plotted in advance, and the predicted time between buoys, turns, etc., determined. Where repeated runs are made over the same routes, the entire track may be plotted in ink. Courses, distances between lights, visual range arcs, and other useful information should bemarked. When this practice is followed, a routine should be set up to apply corrections and to bring these to the attention of the bridge crew.
GETTING UNDERWAY - Shortly before the ship gets underway the charts, publications, and plotting equipment should be placed on the chart table and a check should be made to be sure that all marks (except those permanently plotted in ink or colored pencil) relating to a previous voyage have been erased from the charts. The navigator's binoculars should be checked to see that they are secured in place on the bridge. The gyrocompasses should be started in advance to insure proper operation, and should then be compared with the and the magnetic compass on the bridge. Gyro error should be determined before underway. The deviations of the magnetic compass may be high because of cranes, cables, etc. A check should be made to see that the latest deviation table is out, and that magnetic gear has not been left near the compass. Azimuth and peloruses should be in place and checked. The standard and emergency, gear should be checked, as well as communication and signaling equipment. All electronic equipment such as radar, Loran, and GMDSS, AIS equipment should be started and checked. Radar and echo sounder errors should led prior to getting underway. The anchor windlass should be tested and made ready for letting go. The sextant, almanac, and tables should be checked to see that they are in their place. Repeaters and radars should be set to the proper heading. It is good practice for the navigator to make a check-off list to insure that nothing is overlooked. The checks should be made by the mate. the results passed on to the master.
Before getting underway the navigator should see that all navigational personnel assigned stations and that each understands his duties. Aboard some ships the navigation may be done by no more than the mate on watch and the A.B on watch. It is good to make sure each person has a general idea whats going on,so are less likely to make mistakes, and more likely to fine mistakes.
